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Content
Contents
14
29
41
Interview 7 ‘It is Right Time to Corporatise Ports’ - N N Kumar, Chairman, Jawaharlal Nehru Port Trust 9 Being growth market, India will definitely attract investments’ - Rajiv Agarwal, Managing Director & CEO, Essar Ports 12 ‘Need to Revamp Entire Port Policy’ - Vishwas Udgirkar, Senior Director, Deloitte Guest Coloumn 14 Insight into Wreck Removal (Nairobi) Convention 2007 - Capt Sandeep Kalia 18 PPP Model in Ports: Long Way to Go - S S Kulkarni Features 21 Dredging and Port Construction – Review of Policy - Prof Dr GYV Victor 25 Corrosion: No longer a Foe in Shipyards? - Atul Bansal & Sonali Dutta 29 Recent Developments in Dry Docks Design - Gary Courtnadge 32 Design Code on Energy Efficiency of Ships - Indra Nath Bose 6
October - November 2014
35 Integrated Automation Solutions for Advanced LNG Transportation - Shardul Sirsamkar 38 Giving Impetus to Ports Infrastructure - KPMG India 41 New ‘Drive-In’ Technologies Reduce Costs & CO2 - Claus Burger 44 The Port Feeder Barge Concept - Prof Dr-Ing Ulrich Malchow 47 Port Operations: Achieving Business Agility through Operational Efficiency - Abraham Samson 49 Freight Watch – Sept to October 2014 – Niteen M Jain & Nazir Ahmed Moulvi 51 News
Interview
‘It is Right Time to Corporatise Ports’
I
ndian port sector is sailing through troubled waters. The sector is grappled with severe capacity constraint, poor hinterland connectivity, tariff setting restrictions, shallow draughts etc. N N Kumar, Chairman, Jawaharlal Nehru Port Trust, says there is an urgent need to restructure the port sector in order to improve efficiencies and augment capacities, while having exclusive interaction with SMP World.
Can you please detail us about the growth of Indian Port sector? And also appraise us about the opportunities and challenges faced by the sector in the country? Port traffic in India has increased at CAGR of 8.1 per cent to reach 938 million tonnes with an average utilisation of ~90 per cent as compared to the international average of 70 per cent. The main issues faced by ports include the severe capacity deficit leading to congestion, restricted draught, level of containerization, custom procedures and insufficient connectivity to their hinterlands. The Maritime Agenda proposes an investment of ` 1,280 billion in 424 projects in major ports and ` 1,680 billion in non-major ports by 2020. It is proposed that more than 80 per cent of the investment in major ports will be made by the private sector. This is 96 per cent in the case of non-major ports — a very ambitious target, given the experience of PPP projects in the ports sector. Some of the key challenges facing PPP projects include environmental clearances, the slow bureaucratic procedures at most major ports in pre-tendering and the post-award stage, e.g., delays in dredging, the lengthy tariff-fixing process and poor connectivity to the hinterland. Tariff setting is another major issue, which limits private sector investments in the sector. Despite having a vast coastline of 7,517 kms, the progress of Indian port sector has been much below the expectations as compared to China, Korea, Sri Lanka etc. Please comment. Yes. Inspite of our vast coastline the progress of Indian port sector is way behind. Ports have to be provided with excellent infrastructure facilities. By developing large number of efficient ports in India, our country can become the largest international hub to deliver goods
from West to the East and vice-versa. The main factors that have led to inefficiencies in the Indian ports are: • Most major ports were originally designed to handle specific categories of cargo which have declined in time while other types of cargoes gained importance. The ports have not been able to adjust to the categories of cargo which grew the most. There are thus several berths for traditional cargo, which are underutilised, and only a few for new cargo, which are over-utilised. • Over staffing at Indian ports remains rampant and productivity indicators in respect of cargo and equipment handling continue to be poor. • Documentary procedures relating to cargo handling such as customs clearance requirements are unduly complicated and time consuming. • Port access facilities and arrangements for moving inbound and outbound cargo are inadequate and unsatisfactory. • Average draughts available at major ports are much below the international standards and therefore they are not able to handle bigger size vessels. Inter-port and intra-port competition which has been conducive to substantial productivity increases in other countries is absent in India due to poor inland connectivity and a policy regime that has protected domestic ports against competitive pressures. The consequences of these various shortcomings for the Indian economy are severe. Few large liner ships are willing to call on Indian ports as they cannot afford to accept the long waiting time. Indian container cargo is transshipped in Colombo, Dubai or Singapore resulting in additional costs and transit October - November 2014
7
Interview times. Ports are no longer mere modal interfaces between surface transport and sea transport. They are now logistics and distribution platforms in the supply chain network. International trade has now become transport intensive and time sensitive and Indian ports clearly are not yet ready for this changing environment. There is, therefore, an urgent need to restructure the port sector in order to improve efficiencies and reduce costs. Privately operated non-major ports are giving a tough competition to the Central Govt controlled major ports. Please comment and how will corporatisation of major ports boost Indian port and logistics sector? The better performance of non-major ports continues to be driven by their more diversified cargo streams, superior operating efficiency and infrastructure enabling diversion of cargo from congested major ports, and presence of captive cargo streams. Going forward as well this trend of non-major ports outpacing major ports in terms of cargo growth is expected to continue in the Indian port sector. The government is keen to increase efficiency of major ports to thrive in a competitive economy, especially when private ports are coming up close to the federal ones and making money through exim activity. It is necessary, that major ports are also prepared fully in terms of organisation, financial self-sufficiency and efficiency to face the competition. Since a port is not really a social entity, but more or less a commercial venture and an infrastructure service provider which has to function on a profit-making basis, the time is right to convert ports into corporate structures. Developed countries recognize coastal shipping as an important part of the overall transport network due to its more energy efficiency and eco-friendly nature. What are the challenges faced by Coastal Shipping in India? 12 of India’s 26 states are covered by the seacoast, spreading across 7,517 kms and about 200 small harbours. Despite a strong platform, the government has so far failed to transform coastal shipping into a lucrative business opportunity in India. Most cargo that can be transported via costal shipments are still being transported in traditional modes like Rail and Road. Coastal Shipping, as a complimentary mode of transport is not only an economic necessity but also a valuable asset in times of emergency. Government is now making serious efforts for growth of coastal shipping. Coastal shipping in India faces the following challenges: • Lack of infrastructure: It is one of the biggest obstacles faced in coastal shipping industry. The government has failed to develop infrastructure that is expected to make shipment easy and efficient. Infrastructure involves electricity, road network and overall area development which supplement the use of this route. 8
October - November 2014
By developing large number of efficient ports in India, our country can become the largest international hub to deliver goods from West to the East and vice-versa.
• Lack of lucrative government schemes: Unlike other channels of transportation, the government has not made any efforts to benefit coastal shipping users financially. Companies using coastal shipments until now had to face harsh and impartial taxes like no exemption from Income tax, customs duty on bunkers, landing fees, etc. • Slow and cumbersome process at Customs: The shipment process is extremely slow and laborious compared to other modes of transport which are much faster. Companies are unwilling to waste precious time in adhering to these processes. Under Maritime Agenda 2020, which included creation of port capacity of about 3200 MMT to handle the expected traffic of about 2500 MMT by 2020. What will be JNPT’s role in achieving the target? Can PPP model help to achieve the expected capacity? JN Port is set to become a mult-purpose port from a predominantly container port. M/s Howe has been engaged after global tendering to add 75 to 100 million tonnes per annum capacity by way of multi-purpose berths, converting JN Port into a global multi-purpose port from a container port. Additional liquid cargo berths of 30 million tonnes per annum capacity have been designed by M/s L&T Ramboll which are expected to be bid out by the end of this year. A state-of-the-art mega container capacity expansion involving terminals of capacity totaling 10 million TEUs per annum is under design by M/s URS Scott Wilson and is expected to be ready for global PPP bidding in 2014. All these are expected to increase the current capacity of JN Port from 65 million tonnes per annum to around 320 million tonnes by the end of the decade. This is in line with the overall tripling of capacity by all ports in India envisaged in the Maritime Agenda 2020 of the Ministry of Shipping. What are your expectations from Govt policy on ports? A fresh attempt to liberalise/improve regulation in the sector is expected. The Acts of Parliament relating to this sector are under scrutiny for changes required with the times. Improvements in port regulation and capacity will have to be expedited through inter-ministerial initiatives; else the ambitious capacity increase envisaged by the Maritime Agenda 2020 may not be achieved.
Interview
‘Being growth market, India will definitely attract investments’
D
espite having 100 per cent Foreign Direct Investment (FDI) in ports development projects under automatic route, Indian port sector is not able to attract foreign investments due to problems like bureaucratic, regulatory hurdles, and delay in environment clearances. As port is part of infrastructure development, the sector is riddled with problems arising out of environment, security clearances and land acquisitions. These clearances as well as acquisitions take a lot of time. Time consuming process for land acquisitions and clearances swell the cost of project, says Rajiv Agarwal, Managing Director & CEO, Essar Ports, in an exclusive interview with SMP World. Excerpts:
Despite having a vast coastline, China, South Korea, Singapore, Sri Lanka are giving a stiff competition to Indian Ports. Please brief us on the factors leading to dismal growth of Indian ports? Yes. That is true. Indian Ports are not International hubs like many other countries such as Middle East, Sri Lanka, Singapore or Rotterdam. Our ports are lagging behind these international hubs in terms of container, liquid or on other fronts. These ports have not been competent enough to develop as International hubs on line of Colombo, Singapore or Rotterdam. But, Indian ports are self-sufficient in fulfilling the basic requirements of the country. Some of the major issues which are hampering the growth of Indian ports are shallow draughts, poor mechanization and rail road, and hinterland connectivity of port. These factors have led to congestion at ports, which has resulted in long waiting time for loading and unloading of cargo. It leads to long turnaround time for ships. Today, investors are facing a lot of problems like land acquisition, environment clearances, regulatory and bureaucratic hurdles for infrastructure development.
Due to this, they are not ready to go ahead with the projects. They are withdrawing from Indian markets. Do you see a silver lining in such a scenario? Yes. I feel these raise a bottleneck. As port is part of infrastructure development, the sector is riddled with problems arising out of environment, security clearances and land acquisitions. These clearances as well as acquisitions take a lot of time. Time consuming process for land acquisitions and clearances swell the cost of project. Subsequently, there is decline in margins of the project. So, private players are not willing to take that risk. But I believe that India is a growing market. With the robust rise in demand, economy will revive and India will definitely attract good investments. The performance of non major ports in cargo handling has been elevating since last few years. Major ports have been showing dismal performance. May we have your comments, please? I read somewhere that major ports formed 90 per cent of the total capacity some ten years back. Today they are October - November 2014
9
Interview
about 55 per cent and in days to come probably they will reduce by 40 per cent. Major ports have lack of flexibility in meeting the needs of today’s competitive markets. They are not able to match today’s market conditions. In the current market scenario, any business requires a lot of flexibility in meeting the requirements of the clients. Port is a small but integral part of logistics chain supply. So, the capability and capacity of ports should facilitate the overall efficiency of logistics chain supply. Ports’ efficiency plays the key role in determining the overall logistics economy. It’s like a chain as the cargo transported to the port is either loaded or unloaded from a ship and then it moves to its next destination. Deeper draught allows handling of capsize vessel at a port. Proper mechanization of ports ensures smooth movement of cargo. Availability of resources for storage of cargo at port is also one of the factors steering the growth of ports. So, mechanization, deeper draught, turnaround time for a ship enhance port efficiency and capability. Somehow the non-major ports have been flexible enough to achieve these requirements. Major ports are controlled by union govt. So, they don’t set their own tariff. It is decided by TAMP. So, it is very important that they work efficiently without interference of TAMP. Congenial policies and regulations are dampening the pace of modernization at major ports. PPP model for Gujarat ports under GMB has proved successful. How will it help other Indian ports to escalate performance vis-à-vis Southeast Asian Ports? Gujarat has an important position on the West Coast of India. Gujarat has a coastline of 1600 kms and being locationally advantaged, it has a very rich hinterland, which has ultimately helped to propel ports development. If you see in Northern Indian markets, Gujarat is the first state, which had ports even before Maharashtra. Due to GMB’s proactive and integrated approach, the growth 10
October - November 2014
In the current market scenario, any business requires a lot of flexibility in meeting the requirements of the clients. Port is a small but integral part of logistics chain supply. So, the capability and capacity of ports should facilitate the overall efficiency of logistics chain supply.
of ports in Gujarat has proliferated under public private partnership model. I think that still there is more scope for betterment and definitely they will achieve it. Please brief us on pros and cons of Revenue Sharing Model in PPP as some experts believe that huge percentage of revenue sharing with the government has led to cancellation of few port projects in the past? Yes. That’s true. Due to unrealistic, non-serious bids, some projects never see light of the day, which leads to delay in the whole process. As a result, the project is either shelved or being re-tendered. So, I agree that these high bids won’t help. And at the time of the implementation of the project if the investor realizes that it is going to make losses, he neither gets funding of equity nor debt. Now with deduced competition and more realistic people showing their interest I hope that this phenomenon may not exist further. Whenever the bid is going to open for any project, there is a lot of competition among bidders or developers just to grab the license. But as the industry matures, investors realize that just merely keeping the license won’t help to implement it. I hope that in future we will have better bidding and more serious players coming in the sector.
Interview What can be a sustainable model? Well it’s a combination of various factors. First, while conceiving a project, all the pros and cons of the project should be considered properly. Success of a project depends upon proper estimation of investments, good potential in project and market. Second, allied infrastructure like deep draught, creation of breakwater, hinterland connectivity, and storage area improves the efficiency and capability of a port. Proper infrastructure in place and estimation of project go hand in hand. If the investor is ready to invest in any particular project and proper infrastructure is not developed at that port, then that project never takes off. Third the quality of bids, bidders, and revenue they share with govt should be realistic. It could be revenue share or license or combination. At the moment, I feel revenue share mode is the sustainable model. But, there are some loopholes, which need to be addressed. While developing terminal or berth at a major port, tariff set up by TAMP is many times unrealistic, which removes the attractiveness of the project. So, tariff fixation should be free from clutches of TAMP and developers should be given authority to fix their own tariff. I think forces of demand and supply should be the parameter in determination of tariff. Last but not least is periodical review of revenue share model, because any project, which is conceived in a certain way, can never function with the same parameters for a long period. If the Govt has inflexible approach to change in conditions for productivity of the project, it will not sustain. So, the govt and concessional models should have integrated approach to work cohesively for further progress and development of the project. As per a report, Essar Ports is in process of opening up to third party business. What are the challenges in getting the third party business? What is the share
Last but not least is periodical review of revenue share model, because any project, which is conceived in a certain way, can never function with the same parameters for a long period. If the Govt has inflexible approach to change in conditions for productivity of the project, it will not sustain.
of the business from group companies? What are the company’s plans to boost third party business? The biggest challenge we are facing sometimes is approval process with the port authorities. Our ports are getting enough business. The infrastructure developed at our ports is world-class with proper rail, road and hinterland connectivity. Essar ports are attracting a lot of customers. Sometimes we are not able to handle their cargo for some reasons. But, I think in times to come we are gearing up to see that good portion of our business comes from third party in some of the new projects setting up at Paradip, Vizag, Salaya and Hazira etc. At the moment the share of the business from companies is 98 per cent. We have recently won the right to develop three iron ore berths at Vishakhapatnam. The project is an existing project, where modernization has to be done. It has very large portion of third party which will come to our ports. Please comment on the factors which have led to an outstanding performance of Essar Ports this Quarter Q1 FY14. What is the exact volume of cargo handled in this quarter? It’s a combination of results like growth, which we have seen in our customers’ volumes. We have shown the robust performance in terms of efficiency, turnaround time, and capability to deliver services at the cheapest possible cost. 4.08 million tonnesof cargo handled during the quarter as against 12.65 million tonnes of cargo handled during Q1 FY13 registering a growth of 11%. What changes would you like to see in Govt policy on port sector? We feel that there is need to do a few things and one is of course that there should be a more relaxed regime on the tariff front of the major ports. Second we are expecting that policy for captive ports should be announced. And these ports should be allowed to handle third party cargo so that whatever capacity they are creating is world-class. Third, the land policy and the flexibility of operations at major ports should be there so that decision making is faster and it helps in overall development of the port sector and also helps in success of PPP projects. What are your plans to augment the port capacity and efficiency in the future? We have plans to develop about 184 million tonnes of capacity at our ports and we have achieved about only 104 mmpta and by end of this FY we hope to create 127 mmpta. In the next two years, we hope to achieve our targeted capacity. October - November 2014
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Interview
‘Need to Revamp Entire Port Policy’
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ndia port sector has been going through slow phase growth and grappling with many challenges including bureaucratic and regulatory hurdles which restrict the growth of the sector. Vishwas Udgirkar, Senior Director, Deloitte, says there is a need to develop international transshipment hub in India along the line of Colombo, Singapore to give an edge to international ports. He shares his views about opportunities and challenges faced by Indian major and non-major ports, pros and cons of revenue share model and many more. Excerpts:
Despite having a vast coastline, China, South Korea, Singapore, Sri Lanka are giving a stiff competition to Indian Ports. Please brief us on the factors leading to dismal growth of Indian ports? India lacks an integrated approach for port sector development. There are government owned port trusts for managing major ports, where tariff is regulated, and there are non-major ports, where there is complete flexibility on tariff fixation. Significant bureaucratic hurdles and slow decision making has resulted into constrained development of ports in India. Indian ports need upgradation through enhanced storage areas, better inter-modal connectivity, increased draft and better port facilities. Lack of international hub at Indian ports is giving a run for its goods in global market. Capesize vessels are not able to call on Indian ports due to shallow draughts. So, we have to export/import cargo via international hubs like Colombo, Singapore etc. Underdeveloped coastal shipping and inland waterways is another issue in port sector in India. Meanwhile other countries have realised their plans of developing international hubs, port based industrial cities, and trans-shipment terminals. For example, seven to eight years back Sri Lanka took initiatives and invested massively to develop Colombo port as transshipment hub, where containers come from various places in world and then transships to their destination places. Indian ports like Chennai, Tuticorin, Cochin etc compete among themselves. Instead of competing among them, there is a need to focus and develop one port having world-class infrastructure on the lines of Colombo port so that it will 12
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Giving more flexibility to private firms in tariff fixation for major ports can give better certainty to private firms while bidding for the projects.
be able to give an edge to international ports illustrated here. Due to different ownerships of ports, we are not able to concentrate on one port, which can be developed as a massive port. Indian ports also have lower efficiency which leads to long turnaround time. Can you please appraise us about the opportunities and challenges in the Indian major and non-major port sectors? Maritime agenda envisages nearly tripling of the port capacity in India to 3.2 billion tonnes (bt) by 2020, by adding capacity in existing ports and development of greenfield ports. This presents tremendous opportunities in the port sector. However, the trend till now in form of delays in project development award is not encouraging. One of the foremost challenges for major ports is confusion over tariff regulation. There has been continuous dialogue and multiple revisions in the tariff regulation approach for major ports, however, the same has not led to positive results.
Interview Another major challenge, affecting major as well as non-major ports, is lack of focus on developing inter-modal connectivity with the hinterland. Intermodal connectivity has significant impact on the port attractiveness and viability. We can already see results of better connectivity in form of performance of Mundra port, Pipavav port, JNPT etc. There are other challenges also in form of delays in environmental & security clearances, ban on iron-ore mining by Supreme Court, reduction in coal imports for power projects and general economic slowdown. What are the pros and cons of revenue share model? Revenue share in port sector is quoted as per cent of revenues. This ensures that the revenue shared with the port trust varies with the revenue amount, unlike highway sector wherein fixed revenue share amount is shared. However, such revenue share comes out of the tariff and thus it is debatable that should Government be asking for revenue share or should it seek reduced tariffs so that ports can be used to give impetus to overall economy. However, this requires a well-thought and robust contractual structure as unlike other transportation sectors like highways, airports etc., competition management is a crucial factor, because of significant overlap in port catchment areas and high propensity to shift amongst users. Furthermore, sometimes private players end up offering a large portion of revenue with the trusts just for getting award of the project and such unrealistic bids lead to failure of the project. Giving more flexibility to private firms in tariff fixation for major ports can give better certainty to private firms while bidding for the projects. What can be the sustainable model? An alternative model can be when the bid parameter is tariff i.e. bidder who quotes the lowest tariff for the best optimal services would get the opportunity to develop and operate port. While this can make our ports more competitive compared to international ports, there are certain pitfalls also. Such model would reduce flexibility of variation in tariffs over a period of time, depending on market conditions. Also, it can lead to unrealistic bids, which can hamper the project execution. Another option is to improve existing revenue sharing model. For improving revenue share model, autonomy should be given to private investors in major ports to fix tariffs. If the private sector is allowed such flexibility, it can lead to optimization of operations & investments, lower tariff, as well as efficient & market oriented business planning.
Today, investors are facing a lot of problems like land acquisition, environment clearances, regulatory and bureaucratic hurdles for infrastructure development. Due to this, they are withdrawing from Indian markets. Do you see a silver lining in such a scenario? That is the story across the entire infrastructure sector. Investors are facing a lot of challenges as world economy is showing recessionary trends and also investors’ perception relating to policies has gone down. Even setting up of a taskforce taking care of clearances at all projects hasn’t helped in boosting the investments in the sector. This coupled with confusion on aspects like tariff regulation of major ports, environment & security clearances, ban on mining, reduction in coal imports etc. is leading to general disinterest and cautious behavior. Next year India would be going for elections. After elections, there can be review of policies. This combined with positive economic indicators may lead to renewed interest and focus on port sector. What are the factors which are hampering foreign investments in the port sector? What is the way forward? In general, economic scenario and lack of policy impetus is affecting infrastructure sectors and Port sector is not an exception. However, Port sector also has certain sector-specific issues, which are hampering foreign investments. Environment & security clearances take one to two years for any port project. Long delay in such clearance increases the cost of the project and as a result, financial viability of the project is affected. Another key concern is uncertainty and continued dissatisfaction relating to the tariff regulation policy for major ports. Furthermore, even when some port projects seem to be have good financial viability, factors like lack of hinterland inter-modal connectivity create risks for investors. Recently, uncertainties and other issues relating to coal imports and mining ban in certain parts of India have also contributed towards reduced investor confidence in port sector in India. To address various sector-specific issues, corporatization of ports can give more teeth to operators to work more efficiently. Government has been trying for this many years. But, it has not been able to break any ice on this issue. One nodal organization for developing ports infrastructure can help in comprehensive planning and faster execution of projects. This organization can chart out some plans and carry out some groundwork on general aspects like dredging capacity, inter-modal connectivity, clarity on tariff regulation, clearances etc. Piecemeal improvements here and there won’t help the port sector in long term. There is need to revamp the entire port sector policy. October - November 2014
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Guest Colomn
An Insight into the Wreck Removal (Nairobi) Convention 2007
All set to come into force in 2015
The author is an avid Master Mariner who has created many headlines in the country & beyond, by setting up the first fully established Indigenous salvage company, leading his team in execution of various complex and challenging Salvage & Wreck removal operations. With a strong business acumen, passion for doing the impossible, daring to venture into untested waters, at a fairly young age he has demonstrated that ‘Impossible is Nothing’. Through this guest column he shares insights of the Wreck Removal Convention.
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he Nairobi International Convention on the Removal of Wrecks will enter into force on 14 April 2015 following the submission of an instrument of ratification by Denmark, with the International Maritime Organization (IMO), on 14 April 2014. Denmark became the 10th country to ratify the convention, thereby triggering its entry into force exactly 12 months later. India had earlier acceded to this convention much earlier, which required at least 10 member states to ratify. “This convention will empower the Coastal States to order the removal of wrecks from the waters that extend from their territorial waters to the 200-mile exclusive economic zone (EEZ). Among several provisions, the Convention will place financial responsibility for the removal of certain hazardous wrecks on shipowners, making insurance, or some other form of financial security, compulsory. The Convention also contains a clause that enables States Parties to ‘opt in’ to apply certain provisions to their territory, including their territorial sea.
Capt Sandeep Kalia RMS, MIIMS, AFNI
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Instances of owners, insurers and underwriters abandoning their ship wrecks within or outside Indian territorial waters will witness a sharp decline.
Guest Colomn While the entry of force on this convention will bring respite to the Administration / States / Boards & Authorities, it will also provide business opportunities for National & International Salvage companies. As per existing laws laid out in Part XIII of MS ACT 1958 & Indian Ports Act 1908, ship owners are legally liable to remove the wreck only within the territorial waters, if the wreck is a hazard in a shipping lane or close to a navigation channel. Hence, owners and their clubs were/are not obliged to remove these wrecks, if they were not impeding the Navigable channel. Cases like the Rak Carrier, Tanker Pavit and many more, which were abandoned by the owner/club due to absence of our regulatory framework may now come under the purview of this convention, subject to appropriate revision of the MSA & IPA.
Overview - Nairobi Convention On the 16 May 2007 the International Maritime Organisation (IMO) at a conference held in Nairobi adopted a final draft of a convention on wreck removal, designated the Nairobi International Convention on the Removal of Wrecks, 2007. The Convention was to come into force after ratification by at least ten states and this process was predicted to take not less than three to five years. The convention is designed to fill a gap in the existing legal framework by providing a set of uniform international rules aimed at the prompt and effective removal of wrecks located beyond a country’s territorial sea. The convention also provides the right for states to take direct actions against insurers. The IMO noted that while the number of casualties had decreased in recent years the number of abandoned wrecks has reportedly increased. Scope and Application
It should be noted that the ‘Convention Area’ is identified as the Exclusive Economic Zone (EEZ) of a signatory state, but excluding the territorial sea itself where national law, if any, applies. However there is provision in article 3(2) for a state party to include their territorial seas within the scope of the Convention if they so wish. How the Indian Administration adopts this convention & whether they “opt in” to include the territorial seas within the scope of this convention remains to be seen.
The first four articles address the scope, purpose and application of the Convention. The Convention permits a state party to take measures to remove a wreck that is a hazard to navigation or the marine environment. A hazard is defined as a danger to navigation or a condition giving rise to harmful consequences to coastlines or other wider coastal interests such as ports or fisheries, tourism, offshore and underwater infrastructure. The health of coastal populations and conservation of both marine and non-marine wildlife are further considerations in determining a hazard within the meaning of the Convention. The Convention restricts measures taken by the coastal state to being reasonable and proportional to the hazard faced, such measures to cease on removal of the wreck. A ‘Ship’ is given a wide definition. Other than fixed structures or floating platforms while actually engaged in
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exploration, practically all sea going water borne craft fall within the scope of the Convention. There is no minimum gross tonnage in this respect. A ‘Wreck’ includes a ship, or any part of a ship, or object that has been on board a ship but has become detached, e.g. cargo, that as a consequence of a maritime casualty has sunk or stranded or is adrift. The definition extends to a casualty that may be reasonable expected to become a wreck, provide salvage services are not already being rendered. A “Maritime Casualty” has an equally wide definition, being an incident of navigation such as a collision or stranding, but extending to any occurrence on board or even external to the ship, for example an explosion alongside a terminal. Reporting, locating and dealing with a wreck Articles 5 to 9 state the actions required by the Convention. This includes reporting of a wreck by the Master or its owner/operator in a precise format stating the location of the wreck, its characteristics and condition including the nature of any cargo on board with particular reference to any hazardous or noxious substances. The report is to include the quantity and types of any oils on board including bunker and lubricating oils. The duty to report is to the Affected State, that is the state in which the wreck is located, which in turn is to determine whether the wreck poses a hazard in accordance with the specified criteria, mentioned on above. The Affected State is to establish the precise location of the wreck, to promulgate its position and 16
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the threat it poses and, as necessary, mark its position utilising the international system of buoyage. The costs associated with locating and marking the wreck can be recovered from the owner. Having determined the wreck poses a hazard, article 9 of the Convention places the onus on the registered owner to remove it. The Affected State may dictate conditions for its removal, including setting deadlines for certain stages of the operation, although the Convention limits these conditions to those of safety and the protection of the marine environment. Moreover, the Affected State has a right to intervene during a wreck removal operation but, again, this intervention is limited by the Convention to considerations of safety and the protection of the marine environment. There is some scope here for dispute between the owner and the Affected State as to what constitutes such considerations. An owner is permitted under the Convention to contract with a salvor or other suitable party to remove the wreck, but if they fail to do so, or immediate action is required before the owner can mobilise such services, the Affected State may undertake the task. Liability Article 10 of the Convention holds the owner liable for the cost of locating, marking and removing the wreck without specific reference to any limitation to these costs other than the general restriction in article 2 of being reasonable and proportional to the hazard faced. However, liability is excluded in the event of an act of war, or the usual IMO
Guest Colomn description of hostile activity or through force majeure described as a natural phenomenon of an exceptional, inevitable and irresistible character. A further exclusion is where the maritime casualty is intentionally caused by a third party; This may include acts of terrorism, however, in order to qualify, any resulting damage would need to be shown to be “wholly caused� by such act so that it does not provide a complete defence in the event that even a small contributory negligence on the part of the shipowner is involved. This is a very large burden of proof and may not ultimately assist an owner even where the initiating event was a terrorist act. This impacts on the issue of compulsory insurance. A final exclusion is the failure of a Government to properly maintain navigational aids again provided there is no intervening circumstance or break in causation. The onus of proof lies with the party seeking to benefit from these exclusions. Article 10 also permits an owner to limit liability pursuant to any applicable limitation regime. However, it is often the case that local legislation ratifying the International Convention on Limitation of Liability for Maritime Claims, 1976, as amended (more recently the London Protocol with increased limits) to specifically exclude the right to limit in respect of wrecks. Liabilities that would otherwise be in conflict with other IMO conventions, such as CLC, HNS, Nuclear Damage and Bunker Oil Pollution are excluded under the Wreck Convention. Finally, article 10 preserves the right of parties incurring cost under the Convention to pursue a recourse action against a third party, such as another vessel involved in a collision.
Article 12 also provides for claims for costs arising out of the provisions of the Convention to be brought directly against the insurer or guarantor stated in the certificate. That party may invoke the same defences and/or seek to limit liability as entitled by the registered owner, except that party is not entitled to invoke a defence of bankruptcy of the registered owner or that the cover as evidenced by the certificate has in some way been prejudiced. Such insurer may bring a defence to claims where it can be shown the maritime casualty was caused by the wilful misconduct of the registered owner. For reasons explained above, it is possible that an owner may be held liable under the Convention even in the event of a terrorist act. As P&I Clubs do not cover owners for terrorism, the question of provision of the necessary documentation to deal with the compulsory insurance requirements will remain an issue to be resolved. Time Limits Article 13 imposes a dual time limit within which a claim may be brought: Claims under the Convention will be time barred if not brought within the first three years from the date the Affected State determines the wreck constitutes a hazard with an absolute time bar of six years from the date of the maritime casualty. Conclusion The Convention seeks to lay down a uniform set of rules for dealing with a wreck and its removal. In this respect the Convention reflects current non-convention practice but with the very significant introduction of compulsory insurance and the right of action directly against that insurer.
Compulsory Insurance The longest article within the Convention, article 12, requires the owner of a ship of 300 gross tonnes or more registered in a signatory state to maintain insurance or other acceptable form of financial security to cover liability under the Convention. The value is to be determined by the applicable legal limitation regime but in any event not to exceed the limits determined by the 1976 LLMC. Each ship is to carry a certificate in an approved format, a draft of which is included in the single annex to the Convention. Ships not registered in a signatory State may obtain certificates from any other state party. Importantly, the Convention insists that no ship registered in a state party is to be permitted to operate unless it has a certificate and that each state party is to ensure that any ship, whether of a state party or not, on entering its jurisdiction has such certificate as evidence of insurance or other financial security.
Disclaimer: This article contains personal views & interpretation of the author. Some information and data included in this presentation has been sourced from IMO & other websites, market reports and other documents which are in the public domain. Such data, even where not source referenced, is hereby acknowledged to have been prepared by third parties. Whilst every care has been taken in the preparation of the information herein it is provided in good faith without guarantee of accuracy. October - November 2014
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PPP Model in Ports: Long Way to Go World class port terminals, which develop through PPP model are testimony to the liberalisation of economy in 1990s. Due to this, the performance of ports has ramped up in terms of vessel turn around time, market exposure to Indian cargo, variety of cargo handling equipment. There are benefits of PPP as well as some loopholes which need urgent attention of the decision making body. Otherwise the sector will become unviable for private entity investments.
In order to attract private investment and demonstrate successful PPPs, it is essential that best practices are adopted in the whole process. Many such best practices are available with world financial institutions which can be adapted to suit.
S. S. Kulkarni
Secretary General, Indian Private Ports & Terminals Association E: secygen@ippta.org.in
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orts serve as vital links in the logistics chain connecting the production – consumption centres. Ports are also the ‘meeting points’ of the three major modes of transportation, viz. trucks, trains and ships. The economic development of any nation, leaving aside landlocked countries, is directly linked to its efficient network of ports. No wonder, every nation strives to develop ‘world class ports’. Such ports are those, which facilitate import and export of goods in an efficient, time-bound manner and at the same time continue to attract increased throughput. Some of the ingredients for world class ports are- infrastructure development, use of information technology and value added services and promoting competition through privatisation. The new demands of shipping and international trade are necessitating high technological expertise, as a result of which, there is a growing separation of port authority from port operator, with the port authority focusing on policy and regulatory role while a range of private port operators and port service providers taking over operations/services. With logistics gaining importance in the business processes, shippers/importers are becoming careful on the choice of gateway ports and their hinterland connectivity, leading to inter-port competition. Private Sector Participation The process of port privatisation normally does not involve pure privatisation, since land and infrastructure are generally not sold by the state. The process, instead, involves private sector participation (PSP) in operations and investment in equipment and facilities. Due to the diversity and complexity of ports and the services offered by them, the PSP process can be divided into stages, like (i) institutional reforms, (ii) divestiture of existing services and assets and (iii) investment in new facilities and services. These stages can be implemented one after the other or in combination. For each port component, there are many possible public-private partnerships. But in order to attract private investment and demonstrate successful PPPs, it is essential that the best practices are adopted in the whole process. Many such best practices are available with world financial institutions, which can be adapted to suit. The World Bank has articulated some institutional models for ports, like a) service port model, b) landlord port model, c) tool port model, d) private services port. In India the “services port” model has been traditionally followed, wherein the port trusts act as port authority as well as port operator. Since the 1990s, however, there is a gradual movement towards the “landlord port” model. Port Privatisation in India After Independence, the process of consolidating the ‘major’ ports of India began with the enactment of the
Guest Colomn
Key Policy Central Government
• • • • •
100% FDI is permitted 100% income tax exemption is available for a period of 10 years GoI can provide a capital grant of up to 40% to enhance the viability of the project IIFC has been established to provide long term funding for projects Department of Shipping has already put in place guidelines for private sector participation; including Model RFQ and RFP documents, & MCA to bring in uniformity to the agreements for major ports
State Government
State governments are making necessary changes: • Infrastructure Development Acts have been constituted in Andhra Pradesh and Gujarat • State maritime boards have been set up in Gujarat, Maharashtra, Tamil Nadu, Orissa and Andhra Pradesh • Some states have started using the swiss challenge method for infrastructure con Non-major ports are free to x their own tari s with approval from state governments State government sometimes o er longer concession periods of up to 50 years
The current policy environment favours private sector participation in both major & non-major ports
Major Port Trust Act of 1963. Today there are 12 Major Ports (under the control of the Central Government) in the country, six each on the east and west coast. Two more on the east coast have been recently announced. While Ennore Port (now being named as Kamrajar Port) functions under the Companies Act, the corporatisation of the rest is also on the anvil. Around 95 per cent of the EXIM traffic of the country by volume is carried through sea. Until the 90s, the Major Ports were the only gateway interface for the cargoes. Faced by the burgeoning traffic on the one hand and the chronic congestion at the ports due to inadequate capacity/scarce funding, the Government of India then took an in-principle decision to invite private participation for developing port capacities. The PPP model seemed to be the panacea recommended by international financial agencies like IMF/WB for creating infrastructure in the developing economies like ours. To a certain extent this appears to be correct. A country like India with teeming millions under BPL, we can ill afford to invest huge public funds for commercial infrastructure like ports. Such funds should be better utilised for social infrastructure like health/education. Though the concept of private ports was conceived in the 1980s, Pipavav port in Gujarat being the first private port to come up in India, privatisation gathered
momentum only after the major economic reforms of 1991 and liberalisation policies adopted in various sectors. The first major port privatisation initiative took place in December 1995, with JNPT coming out with a global tender for a container terminal. The bidding process was completed in August 1996. Subsequently, in October 1996, the Government published the port privatisation policy named as ‘Guidelines to be followed by the Major Port Trusts for Private Sector Participation in the Major Ports’, under Section 42 of the Major Port Trusts Act 1963. The policy guidelines required that private participation should be by tender on a build, operate and transfer (BOT) basis. The successful bidder would be decided on the basis of the maximum royalty/ revenue share offered on the minimum guaranteed cargo handling/turnover. Subsequently, a bill was introduced in the Parliament to replace the Port Laws Amendments Ordinance 1997 promulgated by the President of India and the Major Port Trust Act 1963 was amended in April 1996 to enable the Central Government to set up the Tariff Authority for Major Ports (TAMP). (There were various reasons for setting up the tariff regulatory authority, the most important being that it would provide a measure of transparency in determining various rates and charges for services rendered both by the Major Ports and the private operators rather than have the rates being decided by the Port Trust themselves who would be in direct competition with the private operators). October - November 2014
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Guest Colomn In the last 15 years, all the major ports have given out their berths on BOT basis and world class private terminals have come up for handling a variety of cargo. The “nonmajor” ports operating under the jurisdiction of state governments have shown even better success. The shining examples at Mundra, Krishnapatnam, Dhamra, Karaikal all bear testimony to the successful PPP model. 48 per cent of the EXIM trade now passes through the non-major (private) ports of the country. The port performance also has improved leaps and bounds. The trade has now ample connectivity worldwide and the waiting period at the anchorages as well as the berths has become a thing of the past. In many regions, port capacities far exceed the demand and exporters/ importers can choose a port/terminal of their choice. It is also observed that the trade is willing to pay additionally for better services at ports. This explains why private ports which at times are much pricier than the major ports, are well patronised since what matters to the cargo-owner is the end–to-end supply chain costs for moving their goods and not just the port tariff. Buoyed, by such a success, the Ministry of Shipping is already looking at doubling the Indian port capacity from the present 1300 MTPA to 3200 MTPA by 2020 all through private participation. Everything Rosy? While it is fact that the PPP model of infrastructure development has worked well in the port sector than in any other, the road ahead is not so smooth. There are quite a few hurdles, which need to be ironed out as fast as possible to achieve the desired objective. “Water-tight” MCA: While following the PPP mode for infrastructure development, most countries keep a scope for a ‘review’ in the concession agreement, since 30/50 years is too long a period to take care all of kinds of eventualities. However, in India, the MCA is very rigid and watertight. While contractual obligations are sacrosanct, the agreements become too one-sided and the private entity only gets penalised even of no fault of theirs. Recently, after the debacle in the road sector, the Government has revised the MCA with respect to exit norms. Same should be permitted in the port sector. Port Tariff Policy: Tariffs being central to investment decision by any private entity, it is essential that a uniform tariff-setting policy is adopted. While the non-major ports are not bound by any regime, there are four sets of guidelines in the major ports arena (including the one to be notified soon exclusively for landlord ports). This is bound to lead to not only unhealthy competition but also undesired discrimination. A non-administered tariff 20
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Until the 90s, the Major Ports were the only gateway interface for the cargoes. Faced by the burgeoning traffic on the one hand and the chronic congestion at the ports due to inadequate capacity/scarce funding, the Government of India then took an in-principle decision to invite private participation for developing port capacities. The PPP model seemed to be the panacea recommended by international financial agencies like IMF/WB for creating infrastructure.
regime (competition-based/market driven) for the entire port sector, is the need of the hour. DPR and Technical Info: A quality DPR helps in getting realistic bids. Environmental clearances should be in place so that there is no delay in completion of the project and thereby not becoming unviable. Norms for security clearances should be transparent. Customs Policies: There is no clarity/uniformity by Customs with regard to certain procedures to be followed by private terminal operators at major ports and at times left for interpretation by the field formations. For e.g., bank guarantees and insurance covers to be furnished by the terminal operators, recovery of charges towards deployment of staff/officials, etc. Customs are treating terminal operations at par with CFS activities, which is incorrect. Fresh Commitments Post Award of Tenders: Surprise elements get introduced after award of the concessions. Recent cases of asking existing private terminal operators to deploy CISF for watch and ward, installation of radio-active detection equipment/scanners are few such examples. Such additional demands, which entail huge expenses, should be known to the concessionaires before-hand so that same can be taken into account at the time of bidding. There should be scope for increasing tariffs suitably to meet these eventualities. Electricity Tariff Classification for Seaports: There is no uniformity in the country with regard to the consumer category classification for seaports. Some SERC classify ports as ‘commercial’ entities instead of ‘industrial’, as a result some of the seaports have to pay electricity charges at the rate applicable to shopping malls. State Road Levies: Authorities in some states treat port equipment like RTGC/HMC as any other commercial vehicles and subject them to high taxes. There should be clarity/uniformity in such matters.
Feature
Dredging and Port Construction – Review of Policy The article details on the existing policy on ‘Port Construction and Dredging Sector’ in India and suggests key initiatives to upgrade & update the new dredging policy to increased tonnage and hopper capacity.
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ort Construction and Dredging Sector is the direct and input sector for development of Ports, Inland Navigation, Coastal Shipping and Creation of new ports. In the last decade the Indian coast line witnessed development of many ports, thereby establishing the requirement and the need for the direct and input industry, although the same was neglected in the past, as the industry depends on demand and supply. It is evident that the Ports require maintenance dredging either prior or post monsoon to maintain the navigational depth of the channel. Although the registered companies of port construction and dredging sector have increased manifold and the quantum of the dredging quantities increase with many Indian dredging
companies registering dredging to increase the Indian tonnage, the policy that governs the industry and the sector should be appropriate and be updated. Indian Contractors Perspective of the Sector The Indian dredging market appears to have quantum leap in the last decade establishing a strong indicator that the sector is linearly peaking. It is evident from the fact that the dredging Indian tonnage increased about four fold in the last decade and the size of the associated market has increased from ` 500 crore per annum to ` 2000 crore. Also, if NMP program is executed for the major ports that provides option to deepen and widen the existing navigational channel to (-) 16 m CD, such increase in the dredging depth shall increase the dredging quantum from approx 110 Mio m3 of maintenance and 100 Mio m3 capital / annum. In the light of the above, the additional Indian tonnage has augmented the major players of the sector to add dredging vessels to their fleet, major Players of TSHD are DCI and Mercator with a cumulative of 134,000 m3 hopper capacity. Other TSHD players include Krishnapatnam, Adani, Van Oord and port players resulting in total cumulative of 158,000 m3 hopper capacity. While the Indian major players augmented their hopper capacity, it is established that every year about 175,000 m3 of hopper capacity being chartered for deployment in the Indian coast to execute the Indian dredging projects, which is a strong indicator that inspite of the increasing Indian dredging tonnage there is an urgent requirement and ample opportunity for the Indian players to invest in the dredging market. However unlike the TSHD market, CSD market is self sufficient for the Indian dredging market, the major CSD and other Mechanical dredgers owners are Dharti and Adani, DCI and other players such as Ocean Sparkle, Akash Dredging and etc. These CSD of smaller capacity are perfectly suitable for the inland navigational, coastal navigational and training of river projects. The authors reveals published in SMP in 2009 and 2012, when augmented with present analysis still holds good that the Dredging market shall peak in 2018-20, Saturate till 2024 and beyond 2025 shall be the requirement only of maintenance dredging, which establishes the fact that the dredging industry depends on the demand and supply approach.
Prof Dr GYV Victor
Chartered Engineer (UK), Marine Lawyer & Certified Dredge Master Secretary General, Eastern Dredging Association (India) Executive Director & Deputy Chief Executive Officer Dharti Dredging and Infrastructure Limited, Hyderabad E: gyv@india.com
Issues and Concern of the Indian Players Whenever there is development, the concerns and related issues to the development also exist and port construction and dredging sector is no exemption to the above. With increasing dredging tonnage, the primary major concern is the lack of qualified and certified dredging personnel to operate the dredgers to achieve the best output, not only the dredger personnel, there is an acute shortage of qualified, experienced and trained personnel to handle the project management, the efforts of the government in the past October - November 2014
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Feature didn’t yield any results as unlike the shipping industry, the demand for the dredging industry is limited and hence not many institutions and or university are willing to establish dredging courses and or dredging research centres. The information of the soil and sub soil in the tenders are either scanty and or inadequate for analysis and soil matrix modelling and in absence of the above, the contractors load the risk translated into cost thereby increasing the project cost and or resulting in disputes leading to arbitration. It is indeed interesting that such information provided as a part of the tender documents under Technical Specifications and or as Annexure for the contractors, employer and or the consultant include the disclaimer clause that they cant guarantee the accuracy of the soil and sub soil information provided in the tender documents, that increases the probability of disputes and or invoking the arbitration clause. The longer gestation period between the preparation of the DPR to tender to award of work that deprives the enhancement of the frozen budget due to the laid down principles and guidelines of respective ministries adds to the major concern of the contractor as this known risk to be added to the cost [The author have discussed the known and unknown risk in the earlier papers published in SMP World]. It is pertinent to mention the changes of the mode of contract without any scientific and or technical reasoning and introduction of depth based contract for both the maintenance and capital dredging along with inadequate soil and sub soil information has been widely debated in almost all the forums [The author brought the merits and demerits of the depth based contract versus the selection of equipments was published in SMP World]. It was established that almost all the depth based contract for capital works, wherein the risks were not shared equally by the employer and contractor have resulted in disputes and litigation, whereas maintenance dredging the removal of the siltation reduces the risk element and qualifies for depth based contract. Kolkatta Port maintenance dredging project although ` 350 crore/annum didn’t attract any national or international dredging contractors to bid for the project for the known and unknown risks involved in the depth based contract. Hence it is evident that Indian sector should emphasis on the Government of India to establish dedicated research and development centre for dredging as presently the Indian contractors have to look for international labs to undertake R&D activities. New Government Initiatives The port construction and dredging Industry proposes the following to be addressed by the Government of India as these issues are long pending and also vital for the development of Indian industry. Dredging was declared as “Infrastructure Industry” in Jan 2014, and RBI issued the circular in Feb 2014 extending the dredging works under infrastructure development. When the efforts 22
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were undertaken by the Government, the industry is still deprived of such benefits as Sec 80-1A(1) of Income Tax need to be amended for infrastructure facility. As dredging both capital and development is classified under infrastructure, it shall be appropriate that the dredging works deploying any type of dredgers shall have the benefit of Tonnage Tax, and hence it was proposed to Finance Ministry by the Shipping Ministry to amend Sec 115 VD by including (d) that shall allow all types of dredgers to avail the Tonnage Tax. This also has the reference to the MS Act 58 amend 2014, wherein the proposal for withdrawing the CV Act 1838 was initiated. It is imperative and pertinent that the Dredging Industry should formulate and have its dredging policy, such policy should have clear policies for the dredging industry and also should be in line with DGS circulars. Even after 37 years of incorporation of the first dredging company in India and after several decades of existence of port industry, there is no ‘Dredging Guidelines’ for our nation and it is strongly felt that our Country should have its own dredging guidelines for its coastline, thereby all the ambiguities of formulating the stringent PQ tender conditions or inadequate sharing of information, environmental parameters etc can be defined for execution of the projects in the Indian Coast. It is also recommended that dredging industry should be provided with dredger building subsidy when the dredger is built in the Indian shipyards and to some extent of subsidy when the dredger is built in international shipyards. An initiative should be made to have a dredging wing in the administrative set up. Also to have a centralized data centre with regards to the soil, past historic data of the ports and its dredging requirements. The chartering guidelines and the draft dredging guidelines are being proposed herewith that shall streamline the Indian port construction and dredging sector and also enhance the concept of “Make in India”. Chartering of the Vessels and ambiguous DGS Circular leading to delay in the issue of Specific Period licence for projects invited under Global or published Notice Inviting Tender The competitive open tenders or the global tenders that adhere to the guidelines issued by the Central Vigilance Commission from time to time for the right of first refusal, such successful bidder, shall approach DG Shipping without any further clearance from Indian tonnage to obtain the specific period licence to operate in the Indian coast. DG Shipping shall accordingly issue circular to this effect as any change of the vessels after bidding and security clearance shall not be entertained in the light of the new clearance of the dredging projects issued by Ministry of Shipping. In the light of the new guidelines of security clearance issued
Feature by the Ministry of Shipping, DG Shipping shall frame suitable guidelines to ensure that permission to deploy and issuance of SPL for foreign dredging vessels in Major or Non-Major Ports in India is directly granted if competitive bidding process has been followed for awarding the contract. Nonetheless for projects awarded other than the tendering process, DG Shipping shall formulate guidelines and circular for licensing (under sections 406 and 407 of the Merchant Shipping Act) the chartered dredgers either through Trans-Charter or after obtaining No Objection from the INSA/ICC. Major, non-major and private ports shall have the right to determine the type and specification of dredging equipment, to complete the work in the stipulated schedule of time. Geneses of Dredging Policy and Proposal of Draft New Dredging Policy Even though dredging being the oldest industry among the other maritime industry and formally dredging corporation of India was incorporated in 1977, the reliable dredging policy for operations in the Indian coast was only formulated in the years 2001 and 2002, whereby major ports were allowed to give contracts to Dredging Corporation of India (DCI) on nomination basis or they could go for giving contract to Indian or foreign dredging companies on the basis of competitive bidding process save other than for the Calcutta Port dredging project. However immediately after the issue of the policy, the amendment 1 was brought providing 10% price preference scheme to DCI, subsequently the amendment 2 was issued with first right of refusal to DCI. After careful fine tuning of the policy amendment 3 included 10 per cent purchase preference scheme for DCI and finally amendment 4 was issued with inclusion of capital dredging projects into the ambit of dredging policy. These policy guidelines with 4 amendments were valid till 31.3.2004. However, Kolkata Port (KoPT), being a riverine port, has special requirements of dredging and the present policy has been set to meet all the requirements of maintenance dredging of Kolkata Port from DCI, till new dredging policy is finalised. The Ministry considered the review of the existing dredging policy of 2001 - 2004. In this regard, a meeting was held with all the major dredging companies (both Indian and foreign) as well as representatives of major ports in the Ministry of Shipping on 29.8.2003. After considering all the views of dredging companies and major ports, the Ministry had invited further comments of all the stakeholders within a period of 2 months. All the comments received, was considered and the dredging policy was formulated for major ports beyond 1.4.2004 for a period of 3 years till 31.3.2007, however the policy included that Directorate General of Shipping shall be responsible for formulating a transparent system for obtaining the navigational licence within sec 406 / 407 of MS Act 1958, thereby DGS brought the only circular as on date exclusively for chartering of
dredgers in 2006. Further it was clarified that DGS circular shall have the same effect for major and non-major, minor ports and all the dredging projects should be awarded only after transparent competitive bidding process with sufficient opportunity provided to the Indian dredging companies. With due consideration and the smooth applicability of the dredging policy till 31.3.2007, the policy makers made all sufficient efforts to issue a more effective policy and thus the same policy was issued for the next three years with the validity till the 31.3.2010, with inclusion of first right of refusal, 10% purchase preference scheme to any Indian companies with Indian flag dredgers including DCI, any project to comply with DGS circular for chartering of the dredgers and or for the projects, with inclusion of nomination of Kolkata dredging project to DCI and for nomination of any dredging project to DCI, all projects are subjected to CVC guidelines for formulation of the prequalification criteria. However after the expiry of validity of the dredging policy on 31.3.2010, the policy was extended by 6 months till June 2010 or till the issue of the new policy, whichever is earlier, perhaps after June 2010 till November 2010, neither the dredging policy was renewed or extended. Nonetheless after one of the dredging project was caught in the row of absence of the policy and the contractors approached the court of law for remedy, subsequently the ministry issued the notification indicating that the policy shall be followed till the new policy is formulated Conflict between Dredging Policy and DG Shipping Circular Repugnancy to the above mentioned policy guidelines, there exists a wide gap between the dredging policy and the DGS Circular for charter of dredgers. Dredging plays a vital role in developing the port infrastructure and dredging process is a continuous process as long as the port exists that are not governed by consistent, coexistent dredging policy vis-Ă -vis the DGS guidelines for chartering of dredgers, even though ports infrastructure falls under the union and concurrent list. While the dredging policy is restricted only to the major ports, the DGS circular takes effect for the entire gamut of dredging activities along the coast irrespective of major or private or non-major ports. Dredging policy and the DGS guidelines for chartering of the dredgers should be consistent and coexist together without any iota of conflict between the two, such conflict shall rise to one of the policy being challenged to be void. Inputs for Dredging Policy The new dredging policy which shall be formulated by the policy makers should be more effective & should provide equal opportunity for all the dredging players, state owned, private, national and international players to participate/ bid/be competent/to acquire/to sustain the operations/ win-win situation to both the employer and the contractor. It is imperative & prudent that the dredging industry & the dredging activities should be governed by reliable, consistent October - November 2014
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Feature & coexisting dredging policy and the DGS chartering guidelines to control the dredging activities along the coast to avoid stress and strain on the coast due to developmental activities along the coast, to safe guard natural resources of land for the future generations to come, to have a coordinated effort to sustain the development along the coast in a designed manner and to safe guard the interest of the Indian contractors who have invested in the highly captive dredging equipments that has added to our national gross tonnage. Proposed Draft Dredging Policy The dredging policy should provide equal and fair opportunity for all the competent bidders to participate, bid, be competent, to acquire, to sustain the operations resulting in win-win situation to both the employer and the contractor. In the light of the increased tonnage and hopper capacity we propose the following points for consideration for formulating the dredging policy. • All Major, Non Major, State Maritime Board shall adhere to the guidelines issued by the Ministry of Shipping from time to time for security clearance of the bidders for dredging projects. The detailed conditions for the security clearance be clearly specified in the tender bid documents to ensure transparent process of bidding. The companies based on the share holding pattern in the following order shall have preference as Indian Company among the Indian Bidders. 1. Private or Public or Limited company with all shares held by Indian citizens 2. Subsidiary or with holding company wherein all shares are held by Indian citizens 3. Company incorporated wherein maximum shares are held by with holding company of foreign origin • The Government of India through Ministry of Shipping and in the national interest, shall accord consent for Major and Non Major ports for formation of PPP Model in Dredging for long term award of tenders • The Government of India through Ministry of Shipping reserves the right to allow the Major and Non Major ports to declare seasonal ‘Nautical Depth’ as deemed applicable for safe navigation in the approach channels. • The right of the Indian contractor shall be protected by the ‘right of first refusal’ or the ‘Preference Purchase Scheme’, whichever is applicable. • All Major, Non Major and State Maritime Board shall invite open competitive bids for maintenance and capital dredging works and Indian companies shall have the right of first refusal, if the rate quoted is within 10% of the lowest valid offer • If more than one Indian company owning Indian flag dredger participates in the tender, the right of first refusal shall go to that Indian company in the order of preference as provided below which has quoted the rate that is within 10% of the lowest valid offer 24
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a. Indian built Indian Flag Dredgers b. Indian Flag Dredgers where building subsidy was availed c. Indian Built Foreign Flag Dredgers d. Foreign Flag Converted into Indian Flag Dredgers e. Indian incorporated company having long term Bareboat Charter-cum-Demise (BBCD) agreement • The competitive open tenders or the global tenders that adhere to the guidelines issued by the Central Vigilance Commission from time to time for the right of first refusal, such successful bidder, if required shall approach DG Shipping without any further clearance from Indian tonnage to obtain the specific period licence to operate in the Indian coast. DG Shipping shall accordingly issue circular to this effect as any change of the vessels after bidding and security clearance shall not be entertained. • In the light of the new guidelines of security clearance issued by the Ministry of Shipping, DG Shipping shall frame suitable guidelines to ensure that permission to deploy and issuance of SPL for foreign dredging vessels in Major or Non-Major Ports in India is directly granted if competitive bidding process has been followed for awarding the contract. Nonetheless for projects awarded other than the tendering process, DG Shipping shall formulate guidelines and circular for licensing (under sections 406 and 407 of the Merchant Shipping Act) the chartered dredgers either through Trans-Charter or after obtaining No Objection from the INSA/ICC. Major, nonmajor and private ports shall have the right to determine the type and specification of dredging equipment, to complete the work in the stipulated schedule of time. • All Major, Non Major and State Maritime Board shall strictly adhere to the guidelines issued by Central Vigilance Commission from time to time for processing the tenders in a transparent manner. Tender committees may ensure that prequalification criteria is fixed in advance qualifying most of the Indian tonnage companies and should not be very stringent to restrict entry of certain potential Indian bidders. The prequalification should be exhaustive, yet be specific with the specification of the Indian tonnage vessels. The prescribed conditions should be clearly specified in the bid documents to ensure fair transparent and competitive bidding process. • The Government of India through Ministry of Shipping reserves the right to nominate, assign or award any work, in public interest in any of the Major Ports to Dredging Corporation of India or its legally formed Joint Venture.
References: 1. Ministry of Shipping, Guidelines issued by JS(P) on 16 Dec 2012 for Security Clearance for all the Dredging Projects awarded by the Major, Non Major and State Maritime Board 2. Indian Companies are defined in accordance to the Company Act enacted by Government of India 3. The preference is based on the First Right of Refusal for the Indian Flag vessels issued by DGS on 27 Nov 2013
Features
Corrosion: No longer a Foe in Shipyards? Overall growth of the Indian Shipping industry might have slowed down considerably in the recent years, but it has opened up new avenues for the ship-repair facilities. Ageing fleets require frequent maintenance, and this is where effective corrosion control in ship-repair facilities comes into play. This article focuses on the corrosion problems faced in coating of ballast tank and other critical areas of a ship like navigation and engine rooms, battery pit areas in submarines etc.
T
Atul Bansal
Chief Operating Officer Technical Drying Services (Asia) Pvt Ltd E: sdutta@pahwa.com
Sonali Dutta
VP-Corporate Affairs Bry-Air (Asia) Pvt Ltd E: sdutta@pahwa.com
he shipping sector plays an extremely vital role in the Indian economy. According to the ministry of shipping, Government of India, approximately 95% of India’s trade by volume and 70% by value is moved through maritime transport. It is a very well known fact that the shipping industry acts as a catalyst for overall economic growth as it directly contributes to employment generation and is indirectly one of the biggest GDP contributor owing to it’s direct effect on all the industries. Indian Shipping industry having the largest merchant shipping fleet among developing nations, conducts almost 90% of the country’s trade by volume via sea. India has around 32 shipyards, out of which 8 are public sector yards capable of building vessels of up to 1.1 lac DWT (Dead Weight Tonnage). The remaining privately owned yards (22+) have limited ability to build high capacity and large sized vessels. Indian Shipping industry is not only limited to transportation of national and international cargoes, but also provides other valuable facilities such as Ship repair, ship building and freight forwarding. Ship-repairing in India started long back in 1750 with the completion of first Dry dock at Bombay port followed by a second one at Calcutta port in 1781. The global ship repair industry October - November 2014
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Features is estimated to be more than USD 12 billion, with Singapore holding the maximum share of 20% whereas India only has around USD 100 million of the total share. However, India’s strategic location on the international trade route provides an ever increasing market potential for ship-repair business. The strategic location comes with an advantage: Ship owners can now repair and maintain their vessels without deviating from the designated trade route, hence, saving time and money. In India, major shipyards carry out both ship-repair and shipbuilding activities. Share of Indian Shipping in overseas trade has declined over the years because of high transportation costs, port delays and inadequate mechanical handling capacities. Indian shipping industry currently has more than 50% of ships which are 20+ years old. Frequent repairing and maintenance requirement from the same will be the biggest business contributor to the Ship-repair industry. Presently, there are about 35 Ship Repair Units, referred to as SRUs, registered with the Director General of Shipping, Government of India. Some of the major SRUs are HSL, CSL, ABG, Western India Shipyard and MDL out of which Western India Shipyard is solely dedicated to Ship-repairing operations.
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Corrosion Protection in consistently and severely corrosive marine environment often poses a challenge to the ship building and repair industry. The shipping industry expends considerably on corrosion protection measures to extend the longevity of ships and for increasing the general safety of the vessel. Steel, still remains the most economic and widely used choice of material for ship construction and protective coating for corrosion prevention. Though a wide variety of coatings have been developed, poor coating practices often impair the life of the coating and thereby of the ship. Ballast Tanks The outer hull which creates the external shape of a ship forms the ballast tank, one of the parts extremely vulnerable to corrosion. Primary function of the Ballast tanks along with other internal tanks of the boat is to control Ship’s buoyancy. The surface area of a water ballast tank is extremely large ranging from 1.5 million to 1.7 million sq ft for a single hull to 2.6 million to 3 million sq ft for a double hull. Irregular configuration of the ballast tank structure, welded stiffeners, edges, corners and corrosive environment further adds to the rate of corrosion.
Features Ballast tanks form the basic skeleton of the ship and are directly responsible for ship’s working life. Corrosive sea water environment has always been a primary concern for ship owners and maintenance staff. Proper coating of ballast tanks based on recommended quality standards and procedures not only helps ship owners by reducing steel renewal costs over the years, but also helps in maintaining a high value of the vessel. How Corrosion Occurs in Ballast Tanks? Corrosion occurs with the formation of hydrated ferric oxide (commonly known as rust) from the electrolytic reaction between iron, oxygen and water. The surface of the iron or steel in contact with water develops localized anodes and cathodes responsible for the reaction. Corrosion in ballast tanks is either due to the presence of mill scale on the steel surface during construction or due to pitting of the steel surface. Mill scale is the layer of oxides of about 60 um thickness, formed on the surface of the steel when manufactured. Mill scale, if not properly removed and cleaned, results in potential difference between the mill scale and bare steel and hence corrosion. Pitting is a form of extremely localized attack of corrosion which causes the metal to go into solution rapidly at a particular spot than adjacent areas. Irregularities in coating due to improper surface preparation and coating practices is the primary cause of
pitting corrosion. Though pitting may or may not result in the formation of holes in the metal, it is responsible for damage to structural integrity of the tank, which may unfortunately lead to a catastrophic failure. Anti- Corrosive Paint Systems for Ballast Tanks The corrosion prevention measures for ballast tanks traditionally used until now were highly inadequate. Introduction of new regulations by International Maritime Organization which specifies the type of protective coating to be used and strict survey procedures by International Association of Classification Societies for determining the coating conditions of the existing ballast tanks ensure enhanced coating life. Epoxy based protective coatings have proven to be extremely effective as corrosion protection measure. However, it is a very well known observation that such coatings generally considered to be effective in corrosive environment, fail well before the specified service life. Poorly executed surface preparation and coating procedure is the sole reason for premature coating failure. As in the case of any industrial or marine coating project, the objective of Surface preparation is to facilitate proper adhesion of a coat over the substrate. Adhesion is the primary responsible factor which decides whether the coating is just a thin material clinging to the substrate or is actually a part of it.
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Features In ballast tanks, the environment is highly humid (e.g. RH more than 90%). High humidity and resulting condensation on the metal surface is notoriously responsible for bloom, flash rust and improper adhesion, leading to blistering and de-lamination, hence, a premature coating failure. Commonly, the surface is not immediately coated after cleaning process. This particular time period is critical and requires stringent humidity control to improve coating performance. Desiccant Dehumidification: A Revolutionary Concept for Shipbuilding and Shiprepair Facilities! We are already well versed with what all can go wrong in surface preparation and coating but what about the solution? “Hold the blast” is commonly used and referred to prevention of rust bloom from forming during blasting and coating cycles. Humidity control and moisture removal equipment assist in “holding the blast” by controlling Relative Humidity in a well controlled enclosed area.
For extreme conditions and precise humidity control, desiccant based dehumidifiers are preferred as they can very easily maintain an enclosed area at RH levels non attainable by a similar capacity refrigerant based dehumidifier. For blasting and coating in ballast tanks, the equipment is run continuously throughout the complete blasting and coating process. Apart from humidity control, condensers and blowers can also be installed alongside to maintain a comfortable working environment for maintenance and repair team by providing adequate ventilation and optimum temperatures. Dehumidification process not only extends the life of the coating, but also reduces the overall downtime for ballast tank repair work which can be as high as 90 days. Ship-repair industry can easily maintain extended coating life, reduced downtime, eliminate premature coating failures and reduced coating requirement per year.
Humidity and temperature control equipment can help maintain dew point of the surrounding air at a lower level (3°C) than that of the surface being coated to prevent condensation on the surface. De-lamination, a very common problem in case of multi-coat systems also can easily be prevented by following the recommended coating procedure. Once the problem is identified, it is important to select the correct equipment with recommended size and capacity. For determining the recommended dehumidification requirement, following factors are considered: 1. Tank & Ship: Size and Configuration of the ballast tank, Location and space availability for the respective humidity control equipment. 2. Ambient Conditions: Temperature range and humidity presence. 3. Recommended conditions for a particular coating process. Next, based on the required conditions and ambient conditions, types of dehumidification has to be selected. For humidity control and moisture removal, 2 types of dehumidification systems are widely used: 1. Refrigerant based dehumidification, which uses a refrigerant to condensate moisture grains and reduce absolute humidity. 2. Desiccant based dehumidification, which uses a desiccant to adsorb moisture from exposed air. 28
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Not only the above, moisture control equipment is widely used for preserving expensive spares and equipment when a ship is not in operation. Maintaining a fleet is an expensive affair, mothballed fleet can easily avoid corrosion in the critical areas and can preserve weapon systems, navigation rooms, engine rooms etc. by installing desiccant based dehumidifiers. Ship repair facilities can opt for rental equipment at the dry docks(both Graving & Floating) as the requirement is usually seasonal and short term based. Desiccant dehumidifiers coupled with condensers and blowers can easily take care of any moisture removal, humidity and temperature control requirement in enclosed spaces.
Features
Recent Developments in Dry Docks Design
The design of the dry dock and its related infrastructure has developed significantly over the last 30 years. It is driven principally by the need to build and maintain increasingly larger sizes of vessels (including offshore structures), a greater focus on preserving environmental standards during dry docking activities and a desire to progressively improve the efficiency in undertaking these activities.
T
hese catalysts for change are addressed by us when undertaking the design of new dock infrastructure. The firm has a particular expertise in dry dock and shipyard planning and engineering, and has been responsible for the implementation of many advances in dry dock design for some 50 years. The traditional
Gary Courtnadge
Technical Director - Shipyards Division Royal Haskoning E: g.courtnadge@royalhaskoning.com
‘admiralty’ type dock of stone or concrete blockwork construction and having ‘altars’ at the base of each wall has been replaced. Throughout the 20 th century much larger docks for shipbuilding equal to or exceeding, 500 metre and 130 metre respectively have been made. The trend which was seen in 1970’s to build extreme size docks and bulk carriers of up to about 400,000 dwt has recently seen a return with the construction of very wide docks, often as shipyards aspire to meet the needs of a reinvigorated offshore market. This change in dock size has prompted a very different approach as to how the basic dock structure is engineered. The once moderately sized dock had proportions which would allow hydrostatic uplift. Hydrostatic uplift has to be countered in all dry docks, to be resisted by the sheer weight of the dock. These ‘gravity’ docks were usually constructed with deep floors capable of resisting the high uplift forces, or were arranged such that the floor could span or ‘arch’ between the side walls. Similarly these smaller docks were provided with an entrance gate which was designed to span between the entrance abutments and sill. As docks have increased in size it is no longer economical to build them as gravity structures due to the considerable quantities of concrete that would be required in the floor construction. Whilst some dock floors are anchored to underlying competent strata October - November 2014
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Features
(using either pre stressed anchors or tension piles) many other docks are constructed using the ‘drained floor’ concept to resist uplift. Using this principle the flow of ground water reaching the underside of the floor is reduced to a manageable level, using cut-offs under the walls which extend down into the denser and less pervious soils below. This reduced amount of water is then allowed to flow freely into a drainage system and pumped away without building up a pressure on the underside of the dock floor. This negates the hydrostatic uplift and the thickness of the dock floor can be reduced. The typical designs of entrance gate described above are not suited to the very large modern dock having entrance widths greater than about 100 metre. One solution for docks wider than 100 metre is to install flap gates that are modular in construction and are either propped or cantilevered, e.g. they no longer are required to span the entrance. Another solution particularly appropriate to shipbuilding docks is a gravity caisson type gate which is floated into position. In the 1980s Royal Haskoning developed a particular type of gravity caisson gate comprising an inverted ‘T’ structure which, when ballasted down onto the sill, is stable by means of its self-weight alone. This design also has considerable benefit (due to the gate being reversible) that most of its surface area can be accessed for maintenance from the dock side when the dock is dewatered. It is particularly suited to shipbuilding docks 30
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where the time taken to open or close the gate is not critical to the ship building process. The pump house in the modern dry dock now incorporates several features not often encountered in the past. An example is pump symphonic discharge, introduced some 40 years ago in some docks but now becoming more widely adopted. Instead of the more common arrangement of pumps discharging above high tide level (in order to avoid backflow from the sea into the dock, or the provision of large butterfly valves) a syphon pipe is introduced enabling dock water to discharge below sea level. Syphonic action reduces the discharge head (and therefore energy consumption) that would otherwise exist and prevents sea water backflow. With the availability of larger mixed flow impellor submersible pumps (having capacity up to about 10,000m3/hr), Royal Haskoning has, in recent years, introduced this pump type for the dewatering of some docks. Multiple pumps are installed at the bottom of shafts with their bellmouth intakes projecting into the dock sump below. When running, the pumps raise the water in the shafts to above sea level where it flows over a weir into a common discharge culvert leading to the sea. This arrangement avoids the need for the larger and more costly pump house required when larger mixed flow pumps are installed within a dry well. A further benefit of submersible pumps is their ease of removal
Features for maintenance or for interchanging between shafts. Where two adjacent docks share a common pump house, a single set of pumps can be easily lifted from the shafts of one dock into the shafts of the other, thus avoiding the requirement for penstock valves to isolate the two docks. This arrangement is very suitable for smaller repair docks and shipbuilding docks where the time for dock dewatering is not critical. There is a greater emphasis today in ensuring that dry dock residues and pollutants do not enter the sea or contaminate the natural environment. As a result some shipyards are now incorporating a contaminated water removal system within their dry docks to give the option to collect any contaminated water from the floor and route it to a storage tank or treatment plant. The system usually comprises a cross-dock channel which collects the contaminated water and drains it, via a diverter valve, into a dedicated sump. There have been some fairly recent developments in the design of dock gates. For example, horizontally hinged flap gates are typically lowered onto an apron within a pocket in front of the dock entrance. This pocket is often prone to the deposition of sediments and requires frequent clearance in order to ensure the gate opening operation is not impaired. Many modern docks now incorporate a system of mitigating this problem. A series of pipes, connected to one of the main dewatering pumps, are cast at close centres into the dock entrance sill. During dock dewatering these ‘jetting pipes’ discharge cause a flow across the gate apron such that deposited sediments are re-suspended into the water column and moved away by tidal currents. It is possible that auxiliary pumps could be used instead of the main dewatering pump to enable frequent jetting whenever necessary.Another example of practical simplicity in gate design is the open hinge arrangement which is now widely used on flap gates. This comprises a cast steel ‘trunnion’, welded to each of the lower two corners of the gate, which locates and rotates within a cast iron bearing block. The ‘shape’ of these is such that no hinge pin is required to connect the two, as in a traditional hinge, and it is only possible for the trunnion to disconnect from its bearing when the gate is upright. This means that the gate can be located within its hinges (stepped) on first commissioning, or removed (unstepped) during subsequent gate removal, without needing to undertake the difficult task of removing hinge pins (by diver). The traditional material used in the meeting face of dock gates has been marine resistant hardwood (Greenheart or similar), bearing against a high-quality concrete surface on the entrance quoins and sill. Hardwood provides a capacity for high load bearing combined with a good sealing property. However,
as docks have become ever larger, the considerable hydrostatic forces acting on the dock gate have caused the meeting face loads to exceed the capacity of hardwood timber. As a result, some of today’s very large flap gates are fitted with meeting faces comprising Ultra High Molecular Weight (UHMW) polyethylene (PE) plastic blocks instead of timber. This material offers extremely high load bearing strength combined with a very low coefficient of friction, and is therefore also used for the construction of ‘skids’ attached to the underside of caisson gates that slide into a camber (recess) at the side of the entrance. Since UHMW PE has a lower elasticity, and therefore less sealing capability, than timber, its use as a gate seal is made possible by the provision of triangular rubber seals that are recessed into the meeting face. The development of modern dock infrastructure has extended also to the design of dock blocks. Once it was being made from cast iron and topped with hardwood wedge blocks, but in recent years, it is being made in plain concrete units with timber cappings. In either case the removal of the dock blocks from beneath a vessel whilst under load would have been very difficult to achieve, and their replacement under load even more so. It is now commonplace, within a modern dry dock, to provide high quality concrete dock blocks on top of which are fitted steel trays filled with sand. Timber wedges, in turn, sit within the sand trays. The dock blocks can be removed when needed by removing a plug at the end of the tray, allowing sand to be washed out and the timbers to drop away from the vessel’s hull. The keel block can then be removed by fork lift truck or other equipment. Replacement is possible by adjusting/driving the timber wedges to make contact with the hull, however full load recovery is unlikely to be achieved. The problem of full load replacement of dock blocks has been addressed introducing hollow rubber cappings on top of the standard concrete block. Due to a ‘reserve’ of compressibility that is available within the rubber once loaded, it is possible to jack-up the dock block against the vessel hull sufficiently to enable timber bearers under the block to be removed and the block to be lowered and taken away. Replacement is a reversal of this process, enabling the original load to be reinstated. The technique is well suited to ship repair docks where block removal and replacement is occasional required to effect hull repairs or painting. These examples of design innovation or development serve to demonstrate some of the advances made in dry dock engineering over recent years. As the demand for further improvements in environmental safeguards, docking efficiencies and other ‘business targets’ ever increases, it will be necessary to continue to apply innovative thinking and practice in this field of maritime engineering. October - November 2014
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Features
Design Code on Energy Efficiency of Ships
The basic idea of the EEDI is to give each and every new vessel a calculable figure that will denote its emissions of CO2 in relation to the amount of tonne-mile of cargo carried. It is not unlike the ratings given to fridges and cars today.
Aiming to reduce Green House Gas (GHG) emissions from ships and increase the energy efficiency of ships, Marine Environment Protection Committee of International Maritime Organisation (IMO) has adopted two major initiatives in July 2011 - Energy Efficiency Design Index (EEDI) for new ships and Ship Energy Efficiency Management Plan (SEEMP) for all ships - which have entered into force from January 2013. While the EEDI is in the hands of the shipbuilder, or the designer, the Ship Energy Efficiency Management is in the hands of the ship operator and the Charterer. The paper explores the various aspects of deploying the application of EEDI for all new ships and SEEMP for all existing ships in reducing Carbon Dioxide (CO2) emissions and saving fuel cost from international shipping for every year up to year 2030.
M
arine Environment Protection Committee of International Maritime Organisation in July 2011 has adopted a set of technical requirements aimed to reduce Green House Gas (GHG) emissions from ships which includes two types of measures (1) Energy Efficiency Design Index (EEDI) for new ships and (2) Ship Energy Efficiency Management Plan (SEEMP) for all ships. These regulations have entered into force since 1 st January 2013. While the EEDI is in the hands of the shipbuilder, or the designer, the Ship Energy Efficiency Management is in the hands of the ship operator and the Charterer. Technical design measures include the use of non-fossil fuels as well as further optimisation of engines, hull, and propeller. Operational measures include, inter alia, better utilisation of cargo capacity, better voyage planning to strike the right balance between times spent underway and fuel consumption, and enhanced energy efficiency in ship operation.
Indra Nath Bose
Head - Quality, Safety & Training The Great Eastern Shipping Co Ltd E: inbose@gmail.com
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Drawing an obvious parallel with the car industry, the technical design measures are clearly in the hands of the car manufacturer. The manufacturer can optimise the design for better fuel economy, test it under certain standardised design conditions, label it, and use this information to increase car sales. Merely because technical design measures and operational measures are separated, the customer is able to compare the standardised fuel economy of various cars, when
Features
Ship Energy Efficiency Management Plan (SEEMP) is a ship specific system to be used by ship operators to enhance the energy efficiency and the emissions performance of their ships by applying identified technical and operational measures to improve fuel efficiency.
The conceptual relationship between EEDI and improvement measures
choosing, and regulators are in a position to set minimum standards. Operational measures are in the hands of the consumer and stimulated by other means. Study on IMO Energy Efficiency Measures As per a study commissioned by IMO (MEPC 63/INF.2 dated 31 October 2011), it is estimated that application of the EEDI for all new ships and SEEMP for all existing ships will reduce approximately 150 M tonnes of CO2 from the atmosphere annually by 2020, depending on the growth in world trade. For 2030, the reduction will be approximately 330 M tonnes annually. The average annual fuel cost saving is estimated between USD 20 and USD 80 billion (average USD 50 billion) by 2020, and between USD 90 and USD 310 billion (average USD 200 billion) by 2030. Energy Efficiency Design Index (EEDI) The basic idea of the EEDI is to give each and every new vessel a calculable figure that will denote its emissions of CO 2 in relation to the amount of tonne-mile of cargo carried. It is not unlike the ratings given to fridges and cars today. Consider the following simplified EEDI formula: the CO 2 emission represents the total CO 2 emission from combustion of fuel, including propulsion and auxiliary engine sea load, taking into account the carbon content of the fuels in question. If innovative energy-efficient technologies are incorporated on a ship, their effects are deducted from the total CO 2 emission. The energy saved by the use of renewable sources of energy e.g., wind or solar energy is also deducted from the total CO 2
emissions based on actual efficiency of the systems. The transport work is calculated by multiplying the ship’s capacity (deadweight), as designed, by the ship’s design speed measured at the maximum design deadweight condition and at 75 per cent of the rated installed main propulsion engines. Denoted in grammes of CO 2 emitted per tonne nautical mile (the emissions from taking a tonne of cargo one nautical mile) the figure should be below a relevant benchmark for the specific ship type and size. The bench mark is established from the corresponding average figures of existing ships of specific type and size. Vessels that exceed this benchmark figure and are therefore heavier polluters will not be certified to operate. The figure for the benchmark will then be lowered over time as new technology provides the capabilities for more energy efficient ships to be built. Indeed, the first iteration of the EEDI has been developed for the largest and most energy-intensive segments of the world merchant fleet, thus embracing 72 per cent of emissions from new ships and covering ship types: oil and gas tankers, bulk carriers, general cargo ships, refrigerated cargo carriers and containerships. It is a non-prescriptive mechanism that leaves the choice of what technologies to use in a ship design to the stakeholders, as long as the required energy-efficiency level is attained, enabling the most cost efficient solutions to be used. The EEDI formula, as currently drafted, is not supposed to be applicable to all ships, as it is explicitly recognised October - November 2014
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Features Examples of Energy Saving Technologies 1. Minimising Hull Resistance and Increasing Propulsion Efficiency • Optimising the Hull Form (Lines) • Forebody Optimisation • Reduction of wave making resistance by shape of Bow • Aftbody Optimisation
Technical Measures to Improve Efficiency of Ships & Achieve Required EEDI
• Twin Skeg Design • Appendage Resistance • Maneuvering and Course-keeping Considerations 2. Propulsion Improving Devices (PIDs) • Wake Equalising and Flow Separation • Alleviating Devices • Pre-swirl Devices • Post-swirl Devices • High-efficiency Propellers
it is not suitable for certain ship types, e.g. ro-ro vessels and for ships with diesel-electric, turbine or hybrid propulsion systems. Suitable EEDI regulations for ship types not covered by current regulatory regime has been now developed and scheduled to be adopted in 2014 at 66 th Session of MEPC to address the largest emitters among those first namely, Ro-ro cargo ship (vehicle carrier), Ro-ro cargo ship, and Ro- Ro passenger ship; Cruise passenger ship having non-conventional propulsion and LNG carrier with (Dual Fuel Diesel – Electronic (DFDE) propulsion and steam turbine propulsion). Ship Energy Efficiency Management Plan (SEEMP) Ship Energy Efficiency Management Plan (SEEMP) is a ship specific system to be used by ship operators to enhance the energy efficiency and the emissions performance of their ships by applying identified technical and operational measures to improve fuel efficiency. The SEEMP seeks to improve a ship’s energy efficiency through four steps: Planning, Implementation, Monitoring and Self-evaluation & Improvement. These components play a critical role in the continuous cycle to improve ship energy management. With each iteration of the cycle, some elements of the SEEMP will necessarily change while others may remain as before. SEEMP of a ship should contain measures identified for improving her energy efficiency along 34
with identification of person(s) responsible for implementation, method of monitoring of status and periodicity of such monitoring. Measures to improve energy efficiency of existing ships could be (a) operational in nature e.g., improved voyage planning, weather routeing, speed optimisation, optimum trim, hull and propeller cleaning etc as well as (b) technical in nature e.g., fitment of appendages for improvement of ship’s propulsion efficiency, application of low friction hull coating etc.
October - November 2014
The energy efficiency of new ships is measured by Energy Efficiency Design Index (EEDI), which should be calculated in accordance with Guideline on the method of calculation of the attained energy efficiency design index (EEDI) for new ships - Resolution MEPC.XX(63) developed by the IMO. In considering how to improve the efficiency of ships, it is important to understand the relationship between EEDI and efficiency improvement measures, i.e., how each improvement measure affects the EEDI. Figure 1 illustrates the relationship between EEDI and improvement measures. Simply put, there are three approaches to improve the value of EEDI: (a) DWT Enlargement (b) Speed Reduction (c) Application of New Technologies DWT Enlargement: Although larger DWT (deadweight tonnage) requires larger engine power, DWT enlargement can improve the efficiency i.e., reduce the value of EEDI. This is because, generally speaking, the necessary engine power increases in proportion to the DWT increase powered by two-third, and therefore the increase of the denominator outweighs that of the numerator. It should be noted that, while DWT enlargement improves the efficiency and lowers the EEDI of a ship, the ship would be subject to lower (more stringent) Required-EEDI. Speed Reduction: Lowering the speed would reduce the necessary engine power considerably as the engine power is in proportion to the speed powered by three. Thus, speed reduction is very effective in improving the efficiency. Application of New Technologies: New technology here means one which can be considered as technically achievable and be applicable to a particular ship type from an engineering viewpoint. The advantage of application of new technology is that it can improve the EEDI without changing DWT or ship speed; the improvement of the efficiency would not cause any changes to, or constraints on, the operation patterns of the ship.
Features
Integrated Automation Solutions for Advanced LNG Transportation Global demand for natural gas is growing faster than for oil and coal. This demand is estimated to exponentially grow till at least 2030. Demand growth is driven by the increasing number of nations strategically adopting environmentally cleaner fuels to meet future economic growth and prioritizing alternatives to minimize the impact of increasing oil based energy costs. With USA about to begin gas export and with large populated countries like China continuing to grow imports, we can expect substantial growth in LNG transportation business.
L
NG is the preferred method of transporting natural gas and involves chilling the gas to minus 162 degrees Celsius. LNG is transported in specially designed ships with double hulls protecting the cargo systems from damage or leaks. Over a period of time we have seen various changes in LNG transportation vessels, primarily in the method of propulsion, or driving the carrier ship. Initially LNG carriers operating on Conventional SteamTurbine Systems, used gas that evaporates from the chilled LNG tanks. As ships became bigger it was not possible to use all of the evaporated gas, so new methods were
invented to convert the gas back to LNG, hence these vessels were built with Re-liquefaction plants onboard. Also it became feasible to reduce the footprint of the importing LNG terminal in some cases by creating some of the facility on board itself. This gave birth to the Regasification type LNG carriers; which allowed savings on LNG Terminal capital costs and also allowed offshore unloading of the LNG straight into the gas network which eased the NIMBY (Not In My Back Yard) lobbyists in some regions. Next generation vessels were DFDE (Dual Fuel Diesel Electric System) types which added a different dimension to LNG transportation business and now, in all probability, the future is MEGI (Main Engine Gas Injection), with shipyards, ship-owners and charterers already discussing this advanced technology. With such changes in the types of vessels over the years, LNG transportation vessels have become more and more complex in design as well as operations and maintenance. Also, LNG Carrier leasing rates have varied widely from a stable $50,000 per day a decade ago up to $120,000 per day in 2012. These factors create immense pressure to increase efficiency and reduce operating costs, while complying with even more stringent regulatory standards, CAPEX constraints, safety onboard, retaining experienced crew and other serious challenges associated with LNG transportation fleets.
Shardul Sirsamkar
Global Solutions Marketing Manager Marine Honeywell Process Solutions
Role of Technology Technology has come to the rescue to create a more intelligent LNG carrier that is capable of improved self management and thereby reducing some of the operating October - November 2014
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Features complexities that would otherwise have exploded. The response to these challenges is in the form of an IAS, in other words an “Integrated Automation System” which has some really interesting capabilities to reduce complexity in operating and maintaining the LNG carrier. IAS is a control system with basic functions – sensing, monitoring, alarm and control. Engineering workstations, HMI (Human Machine Interface), control network and distributed & scalable controllers are its basic components. In general, IAS offers seamless integration with security, telecom, electrical systems etc. On LNG Carriers, IAS solutions integrate production, processing and transportation operations and link them with security, safety, commercial, regulatory and environmental functions. As a result, ship operators can improve staff productivity, lower operating costs, capitalize on key business opportunities such as spot trade, improve asset utilization and boost profitability. The best IAS technologies include special techniques from the Abnormal Situation Management Consortium™. The ASM™ is the global peak industry body for producing design recommendations to improve the ship’s crew to pre-empt and respond to excursions outside of the ships safety envelope. Such technology also adds a great deal in ensuring safety on board. Top IAS providers offer dynamic simulation based training systems that are so realistic that they have become
Extension Alarm Panels
indispensible for understanding the system, certifying novices and maintaining experienced staff. Review Depth of Integration Measurement instruments were the first step in the field of process automation that were devices that could sense physical properties such as temperature, pressure, flow and so on and convert the measurement to an accurate voltage signal to interface to a dial or other device. The DCS (Distributed Control System) was one of the earliest developed “digital control systems” and were designed to connect to these instruments. The next step was to integrate boilers with IAS on LNGC. A few years after that, IAS became advanced with integration to compressor control application. RIO (Remote IO) was introduced to take it to the next level. Greater improvements were achieved by integration with PMS (Power Management System), CCTV System, CTS (Custody transfer system) etc. This is known as “continuous evolution”. It is important for IAS manufacturers to keep investing in order to achieve greater amount of integration and bring simplicity to the complex operations onboard. The picture below covers the generic scope of IAS on LNG Carriers and gives an overview of the depth of integration onboard: Advanced Technologies – HART, Fieldbus, Wireless, Remote and N/W Security
rough Accommodation Stack & Ship
Fire & Gas Detector HVAC Automation with IAS Integration Intrusion Secur ity & Access Control
Lineup Automation for BOG, LNG Transfer & Other Operations in IAS
IAS Engine Control Consoles & Cargo Control Consoles
Fire & Gas Detectors & Response Systems
Ships Time Management
BOG Control in IAS
UPS (Uninterruptible Power Supply)
Vaporizer Control in IAS
CCTV
Heater Control in IAS
Satellite Communications Integration
LD/HD Compressor Control in IAS
Subsystems Integration, e.g., Custody Transfer System, Cargo Compressors, Tank Gauging, Load Computer, Propulsion, Navigation, Fire & Gas
Re-liquefaction Control in IAS
Engine Monitoring
Control & Monitoring of Systems within IAS
Machine Control & Monitoring
Pump, Heaters & Vaporizer Control
Power Generation & Load Management Integrated Boiler Management System
Gas Meters, Analyzers & Metering Systems
Fuel system & BOG Management & Control Fuel Gas Meters, Analyzers & Pressure Management Dynamic Positioning Systems
IAS Integrated DPS & Mooring Monitoring
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Features Originally the measurement instruments provided analog voltage signals that provided only one signal or item of information. Digital information transfer eventually overtook analog, and now the majority of smart field devices installed worldwide today are HART-enabled. HART (Highway Addressable Remote Transducer) is a bi-directional communication protocol that provides data access between intelligent field instruments and host systems. This technology offers many benefits continuous status monitoring and advanced diagnostics. It allows extended maintenance intervals and pinpointing of specific problems without even going to the field. We haven’t seen much of HART on LNG vessels yet, but in the future, we can expect to see it used onboard extensively.
SHIPOWNER HQ
Recently wireless instruments entered into the marine market with installation on oil tankers and very soon will reach LNG carriers. These days wireless solutions come with complete system redundancy (including redundant interface to IAS), prioritized wireless traffic and update rates as fast as 1 sec. Wireless devices with 10 years battery life and superior antenna diversity are available easily. These solutions offer great cost savings in terms of reduced wiring, engineering and commissioning cost and also offer asset management and proactive maintenance. Other important aspects onboard where IAS plays a major role are remote access, network security and cyber security.
LEVEL 3.5 DMZ
RED HISTORY SERVER EAP
CARGO CONSOLE
SAS No Direct Access IAS – LEVEL 4
LEVEL 3 ADVANCED CONTROL
CCTV SERVER
MACH CONSOLE LEVEL 2 SUPERVISORY CONTROL
Fault Tolerant Ethernet Safety Net LEVEL 1 PROCESS CONTROL Process Controllers
Fieldbus made an appearance on LNG Carriers a long time back. Foundation Fieldbus is not popular here but the alternative Profibus has been a part of stable LNG Carrier solutions for quite some time now. Profibus and Fielbus are both single bus based systems that allow many instruments to be connected to one simple cable, as compared to the analog and HART devices that require individual wiring on each device. This bus technology offers true openness and total interoperability with many vendor options. It helps to reduce weight and space onboard with less hardware required and also helps to lower installation and life cycle costs.
LEVEL 4
e-Server
GLOBAL SUPPORT TEAM
CONTROL FIREWALL
Cargo ESD
Operator Training Simulator (OTS) With increasing complexity in LNG vessels, it has become absolutely critical that the crew understands the working of IAS perfectly. Maintaining expert and experienced crew is quite challenging and OTS helps to overcome this challenge. It is ideal to have OTS which is portable and offers realistic simulation. Also it is vital that OTS is based on the latest technology and suits various environments. The physical processes in modern LNG Carriers are complex and for that reason the “first principles” dynamic simulators are preferable to simpler, lower-fidelity methods. It is important that IAS manufacturers offer OTS for different needs. Example – OTS on laptop is sufficient for manager level training whereas multiple PCs with dual screens and membrane operator keyboards are required at the Ship-owner HQ or Maritime Academy deployment, for conducting training courses OTS. For maintenance training courses, additional hardware is required and shipyards need high fidelity OTS for development of new designs. Global Service Support
IAS network can roughly be divided into different levels: Level 1 – Process control level, Level 2- Supervisory control level, Level 3- Advanced control level and Level 4 – Outside of IAS. When IAS is accessed from ship-owner HQ, it is important to check to which network level of IAS, the access is being provided.
Assurance of support for control systems throughout the life of the vessel and availability at any global location is of utmost importance. This becomes even more critical as technology advances, during shipping personnel changes and when vessels begin to trade in spot cargos and visiting ports not on established routes.
Use of firewall, DMZ (De-Militarized Zone), prioritized traffic, storm suppression are keys for good networking practices which don’t allow direct access from outside of IAS to any of the levels. Within IAS itself, it is considered as a good practice that only two levels communicate with each other directly. Use of control firewall between the process control level and supervisory control level is also highly advisable.
To provide the unique support required for the marine industry, IAS manufacturers should have a global marine support network offering 24 hours a day call-centre with access to worldwide LNG carrier support-personnel and guaranteed quick response. Services should include centralized coordination of spares, remedial maintenance, preventive maintenance, modifications and upgrades, dry dock maintenance, warranty support and training. October - November 2014
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Features
Giving Impetus to Ports Infrastructure Despite having a huge coastline, Indian ports are not able to match capacity and capability of international ports in terms of efficiency, mechanisation and hinterland connectivity. Indian ports infrastructure is not able to support growing demand of handling cargo. The sector needs to overcome financial and lack of basic infrastructure bottlenecks and gain the firm footprint in global market through PPP model coupled with congenial policy and regulatory framework in place.
I
The growth in traffic at non-major ports over the past few years has been primarily led by the development of ports in Gujarat, mainly Mundra, Pipavav and Hazira ports. These non-major ports are expected to cater to the northern region’s cargo traffic, thereby reducing load on the Jawaharlal Nehru Port Trust (JNPT) and Mumbai ports.
ndia’s ports serve as gateways to the country’s international trade and facilitate the 90 per cent by volume and 70 per cent by value of country’s external trade via maritime traffic. The country’s long coastline spans across 7,500 kilometers (kms) with 13 major ports governed by the Centre and about 176 non-major ports, of which only 60 are operational, governed by respective state governments and union territories. Of its major and non-major ports combined, 139 are along the west coast, while the remaining 50 ports are along the east coast. 1
The Indian port traffic has witnessed significant growth over the last decade, growing at a CAGR of 8.4 per cent from 384 mmt in FY02 to 934 mmt in FY13. Following a temporary deceleration in cargo traffic due to the global economic slowdown between FY08 and FY13, cargo traffic across Indian ports is expected to touch 1,304 mmt by FY17 at a CAGR of 8.7 per cent, with major and non-major ports expected to grow at a CAGR of 8 per cent and 10 per cent respectively. 2 However, development of port infrastructure has not kept pace with the increasing demand for better cargo handling facilities at ports. As a result, the majority of Indian ports are operating at an above optimum capacity than required for efficient ports performance.
600
570
561
530
519
560
545
500
Milliontonnes
400
315
289
300
389
213
203
200
353
100 0
FY08
FY09
FY10 Major ports
Traffic handled by major and minor ports
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FY11 Non-major ports
FY12
FY13
Features Port Infrastructure The Government of India’s ambition to replace the National Maritime Development Program (NMDP) with the more comprehensive Maritime Agenda 2010–20 is in line with its objective to increase port capacity. It intends to encourage private investments in major and non-major ports and bring port performance on par with international standards. Through this program, the GoI plans to invest INR 2,870 billion in generating total
period, cargo-handling capacity at non-major ports also witnessed higher growth than major ports. Capacity overruns at major ports, aided by a substantial increase in the cargo traffic of fertilizers, building material and coal, have resulted in significant investments in the development of non-major ports. 5 Under the Maritime Agenda, maritime states have set ambitious targets to create additional capacity of 1,290 mmt at an estimated investment of INR1,680 billion between 2010–11 and 2019–20.
3500
3,200 Phase 1
3000
Phase 2 2,350
2500 Milliontonnes
Phase 3
2000 1500 1000
1,240 963
500 0 2009-10
2011-12
2016-17
2019-20
Capacity creation targets till 2020 (based on Maritime Agenda growth estimates)
port capacity of 3,200 mmt and cater to an expected cargo traffic of 2,500 mmt by the end of 2020. 3 Given the pivotal role it plays in the economy, the Indian ports sector appears to be well-poised for a long-term growth wave. The key growth drivers that will lead to the path of development include public-private partnership (PPP), growth of non-major ports, increased containerization and east coast ports. Public-Private Partnership (PPP) PPP is expected to play an important role in the ports sector, particularly in the development of non-major ports — private investment is expected to contribute 66 per cent and 98 per cent of total investments in major and non-major ports, respectively. The development of two new major ports is expected to reduce the aboveoptimum capacity levels in existing ports. 4 Growth of Non-Major Ports Between 2007–08 and 2012–13, cargo traffic at nonmajor ports increased at a CAGR of 14 per cent over a CAGR of 1 per cent at major ports; its share increased from 28 per cent to 39 per cent, clocking 389 mmt in total traffic versus 545 mmt at major ports. During this
The growth in traffic at non-major ports over the past few years has been primarily led by the development of ports in Gujarat, mainly Mundra, Pipavav and Hazira ports. These non-major ports are expected to cater to the northern region’s cargo traffic, thereby reducing load on the Jawaharlal Nehru Port Trust (JNPT) and Mumbai ports. With the emergence of ports in Dhamra, Gopalpur, Gangavaram, Kakinada, Machilipatanam, Krishnapatnam, Kattupalli and Karaikal, the east coast is also expected to contribute to the development of non-major ports. Containerisation The EXIM container market in India has grown at a CAGR of 12 per cent in the last five years, as compared to the 8–10 per cent growth of other commodities such as POL, iron ore and coal in the same period. Growth in the container market is expected to continue in the medium term as a result of rising containerisation levels and growth in trade. At 51 per cent, the containerization level in India continue to fall short of that in developed countries, which have achieved significant levels of 70–80 per cent.6 The following trends are expected to drive growth in containerized cargo: • Increasing containerization level for former break-bulk commodities (eg steel, cement, rice and sugar) October - November 2014
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Features 2007-2012 IR, 21% PPP, 53%
GBS, 17%
2012-2017 GBS, IR, 2% 8% EBR, 4% PPP, 86%
EBR, 8% 100% = INR 690billion
100% = INR 1,806billion
Source: Maritime Agenda 2010-2020 The contribution of private sectore investments is expected to inrease significantly.
Note: Figures mentioned are investments envisaged for each duration as mentioned in the Working Group Report by PC • IR: Internal resources • EBR: Extra budgetary resources • GBR: Budgetary support • PPP: Public-private partnership
• Healthy growth prospects for industries contributing to container cargo (eg textiles, food products, machinery, paper and scrap) • Development of dedicated freight corridors (DFC) and the Delhi-Mumbai industrial corridor (DMIC) along the north-west corridor: expected to drive demand for container logistics infrastructure • Growing thrust on developing container terminals on the east and west coasts of India • Development of dedicated logistics parks for handling container and bulk cargo • Development of new terminals with facilities to handle deep draft vessels operated by Main Line Operators (MLOs) East-Coast Ports With their contribution to India’s total trade expected to increase from 23 per cent in 2010 to 34 per cent in 2014, the 50 ports along the east coast — situated along the 2,630 km-long eastern coastline that stretches from West Bengal to Tamil Nadu — are expected to significantly drive growth in the ports sector. Through the Maritime Agenda 2010–2020, the GoI plans to create additional port capacity of 900 mmt and invest INR1,126 billion to boost cargo-handling capacity at ports along the east coast. Non-major ports are expected to contribute 57 per cent of the total investments and 46 per cent to the total capacity added in east coast ports. 7
Development of port infrastructure has not kept pace with the increasing demand for better cargo handling facilities at ports. As a result, the majority of Indian ports are operating at an above optimum capacity than required for efficient ports performance.
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Traditionally, east coast ports, which are closer to iron ore/coal deposits and power, steel or fertilizer plants, have handled bulk commodities, as opposed to west coast ports, which mainly handle POL and container cargo. The container-handling capacity at the east coast ports is expected to increase from 2 million TEUs in 2009 (20 percent of India’s total container handling capacity) to 10.8 million TEU by 2020 (33 per cent of India’s total container handling capacity).8 Historically, west coast ports have dominated cargo traffic due to their proximity to India’s major consumption centers and the industrial belt of northwest India. With China’s emergence as India’s leading trade partner, India’s ‘Look East’ policy and overcapacity at west coast ports, east coast ports present significant development opportunities. Outlook Higher investments, private sector participation and stringent regulations play an integral role in the development of world-class ports in India. Simultaneously, development of hinterland connectivity options, enhancing levels of IT, and facilitating quality manpower training would drive operational efficiency of Indian ports. The implementation of the Port Regulatory Authority Bill is expected to be a step in the right direction, as it is likely to increase confidence among private investors. The introduction of single-window clearance method at centraland state-government level would encourage greenfield projects, thereby reducing long gestation periods. Thus, innovative solutions and a proactive approach are the need of the hour if the Indian ports sector has to gain a competitive edge, especially as it is far more vulnerable to international competition than other infrastructure subsectors. Measures are being adopted and implemented, and the outlook for the sector appears positive. With the government responding to multiple factors, such as infrastructure constraints, financial bottlenecks and administrative hurdles, the future of the ports sector looks bright. Courtesy: KPMG India References: 1) Maritime Agenda, 2010–2020, Ministry of Shipping website, http://shipping.nic.in/, accessed 15 November 2012 2) KPMG in India analysis 3) Maritime Agenda 2010–2020 4) Maritime Agenda 2010–2020, KPMG in India analysis 5) KPMG in India analysis 6) KPMG in India analysis 7) KPMG in India analysis 8) Crisil Infrastructure Advisory, Developing Container Capacity: Progress, Issues and Way Forward
Features
New ‘Drive-In’ Technologies Reduce Costs & CO2 For years, rubber tyred gantry cranes (RTGs) have driven up costs considerably for port operators. It is not uncommon for these indispensable, diesel-driven cranes to take up half of the total fuel consumption at a port. To noticeably reduce fuel costs, more and more port operators are converting their cranes from diesel to electric – with the trend moving in this direction.
T
he environmentally-friendly approach has already saved several million Euros and tons of CO2 around the globe. And the technologies being used here are constantly being refined. The new ‘Drive-In L’ solution from Conductix-Wampfler is an especially innovative development that already works without any pneumatic or hydraulic components at all.
Claus Burger
Director E-RTG Business Unit at ConductixWampfler E: e-rtg@conductix.com
“The conversion of RTGs from diesel to electric saves up to 95 per cent on diesel consumption,” explains Gunter Schäffer, Senior Manager Global E-RTG Projects at Conductix-Wampfler and responsible for the Indian subcontinent. During normal operation, E-RTGs no longer require a diesel motor; this is only necessary when driving from one container corridor to the next or in the waiting area. According to Schäffer, it is paying off: “If you compare diesel with the expected power costs for operating an RTG, a conversion offers a real chance for achieving savings. These are often so great that the conversion costs – around EUR 150,000 per RTC – are fully amortised in as early as two years.” In addition, forgoing the use of diesel minimises maintenance and operating costs by up to 70 per cent in addition to CO2 emissions and noise pollution around the port. Reason enough to consider alternatives to diesel. But which solution is the best? October - November 2014
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Features Schäffer. A fiber optic core and transmitter can be integrated into the reel or into the cable. “One or more container blocks in the same corridor can be supplied with power from the same motorised cable reel system,” Schäffer added. Conductor Rail Systems with ‘Plug-In’ Collector Trolley The conductor rails are attached to a steel structure that stands atop a concrete foundation. Depending on the port operator, this can be anchored to the ground The conductor rails can also be installed at various different heights, offering flexibility once again here,” Schäffer explained.
The compact “Drive-In L” system-the lightest on the market and suitable for any RTG type
Four Solutions for Each Individual Range of Use Conductix-Wampfler offers port operators four different systems for the electrification of RTG cranes: The conversion can generally be implemented with motorised cable reels in addition to conductor rails in combination with ‘plug-in’ or ‘drive-in’ systems. In the case of the “Drive-In P” (pantograph) system, the connection between the RTG and conductor rail has an automatic mechanism that makes the manual attachment/detachment required in the case of the ‘plug-in’ solution unnecessary. The brandnew ‘Drive-In L’ (linear) system is completely electrically driven and is used without the need for any pneumatic or hydraulic components.
The electrical energy is sourced from the conductor rails through the movement of the collector trolley back and forth on the steel construction. A power cable and plugtype connector allow the collector trolley to be directly connected with the RTG. “Because the safety aspects play a crucial role at ports, we use conductor contacts that also disconnect the power supply of the plug when the connection is not active,” explains Schäffer. Two plugs are mounted on the RTG – one on each side in order to ensure the necessary flexibility for the RTG. Conductix-Wampfler installs limit switches on the collector trolley to prevent the crane from leaving the block during electrical operation. The System Upgrade: ‘Drive-In P’ Port Cranes
A motorised cable reel is installed to provide an RTG with power. ‘“Since each RTC is a self-contained system, Conductix-Wampfler offers two basic options,” explains Schäffer. Both applications are precisely adapted to the unique workflows at the port where they are being used.
When using the ‘plug-in’ solution with the conductor rail, the RTG must be ‘unplugged’ and ‘plugged in’ again when switching between container corridors. The conversion to E-RTG with the ‘Drive-In’ system makes this manual step obsolete since the system upgrade from ConductixWampfler makes the manual ‘plugging in’ of the RTG crane into the pantograph carriages of the conductor rail system unnecessary. Instead, when the moving in the RTG crane into the corridor, the pantograph carriage is automatically steered into the guide rails of the steel construction and the pantographs are securely guided into the conductor rails. This ‘drive-in’ solution saves time, energy and thus improves the efficiency of a terminal while having an equal or lesser impact on the environment.
On the one hand, Conductix-Wampfler offers modular motorised cable reels with a permanent magnetic coupling, which is a ‘plug-and-play’ system consisting of interchangeable electrical and mechanical components. On the other hand, the port operator can utilise a constantly controlled motorised cable reel system that is equipped with several control units – either in the form of hardware with pre-programmed operations or in the form of software that can be integrated into the existing PLC control systems. Here, built-in video cameras and optical sensors control the movements of the RTG.
‘Drive-in’ has already been tested in practice and has taken hold: Since 2009, E-RTGs equipped with the ‘drive-in’ solution have traveled their way about the corridors of the Shekou Container Terminal in China. Founded in 1989, the port was the first international container port in Shenzhen and today is considered as the gateway to the hinterlands of Southern China thanks to its direct access to the Pearl River. Today, Shekou has over nine landing quays with an annual handling capacity of around 8.5 million TEUs. The ninth and most recently built quay was put into service in 2009 to manage the sharply increasing trade volume.
“The range of systems offered by Conductix-Wampfler covers both low and high-voltage applications,” according to
“By electrifying the RTGs we wanted to do our duty in protecting the environment,” stressed David Wan, Deputy
Electrification of Motorised Cable Reels
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October - November 2014
Features
General Manager & COO at the Shekou Container Terminal. Another factor is the location of the port, which is regularly subject to high winds. “It’s not unusual to see eight typhoons in a single year,” Wan told us. The Chinese were therefore seeking a solution that not only saved on fuel and CO2 emissions, but that would also make it possible to reduce the number of staff needed for dangerous jobs, for example, work on power-conducting cables. In addition to meeting these requirements, the Drive-In system also offers impressively smooth operation and low noise emissions. “We are therefore proud to have played a leading role in the introduction of such a groundbreaking technology,” Wan emphasised. The New ‘Drive-In L’ Solution: Maximal Flexibility Conductix-Wampfler has continued to optimise the ‘Drive-In’ solution, which has been used since 2009. The new ‘Drive-In L’ system has an extremely compact design, works completely without pneumatic or hydraulic components and is currently the lightest on the market. This makes it possible to use it for any type of RTG, including those with little space for additional components. The ‘Drive-In L’ was introduced for the first time in September at the TOC Middle East in Dubai. “The response from customers seen there showed us that we have consistently understood their needs and realised an intelligent solution,” emphasised Schäffer. We therefore expect the product to set completely new standards in the market of RTG electrification. Thanks to its compact design, the ‘Drive-In L’ – unlike a diesel motor or generator – can be installed on both sides of the RTG, which makes it the most flexible solution of its type currently on the market. The drive-in or driveout time of the RTG in the case of the ‘Drive-In L’ system is less than 20 seconds. A short drive-in zone also makes it possible to operate the RTG with power from the first row. In addition, this guarantees the compensation for tolerances which result from moving the RTG into
the container block or due to lifting and lowering. The procedure with ‘Drive-In L’ is fully automatic and controlled exclusively from the cabin of the RTG. No ground personnel are needed when switching blocks, which also improves work safety at the terminal. Potential for the Future Conductix-Wampfler has recently realised major contracts for the electrification of RTGs in China, Korea and Japan. New contracts have also been awarded in India and Ecuador. Today, over 1,200 E-RTG systems from Conductix-Wampfler are in use around the world. The demand for ’Drive-In’ equipment systems has grown noticeably in Europe, too: Before the end of this year, the systems will be employed near Istanbul – in 18 cranes at the Turkish port of Yilport and in cranes at the port of Marport. In addition, Conductix-Wampfler signed a framework contract this year with port operator APM Terminals, which manages 50 port facilities worldwide. The company hopes to gradually convert the majority of its 400 RTGs to electricity. Conductix-Wampfler is currently realising the first project for APM within this framework agreement at the port of Tanjung Pelepas in Malaysia. The increasing demand for E-RTG technologies is at the same time accompanied by lower costs for port operators and a reduced impact on the environment. Thanks to E-RTG technologies, today over EUR 71 million have already been saved worldwide; more than 51 million kg CO2 have been prevented from entering the atmosphere. Schäffer explained with conviction, “There is a great demand for E-RTG systems and this will continue to grow. We expect that in the future diesel-driven cranes will only be used where there is no power supply for technical reasons.” The new, innovative “Drive-In L” system provides Conductix-Wampfler a trajectory in this lucrative market of the future while at the same time doing an impressive job at underscoring the company’s own pioneering role. October - November 2014
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Features
The Port Feeder Barge Concept A new type of harbor vessel has been introduced that will revolutionisze container logistics within ports. The internationally patented Port Feeder Barge (PFB) concept is a self-propelled container pontoon with a capacity of 168 TEU (completely stowed on the weather deck), equipped with its own state-of-theart heavy-duty container crane mounted on a high column. The barge is of double-ended configuration, intended to make it extremely flexible in connection with the sideward mounted crane.
D
ue to the wide beam of the vessel no operational restrictions (stability) for the crane can occur. The vessel is equipped with 2 electrically driven rudder propellers at each end in order to achieve excellent manoeuvrability and the same speed in both directions. While half of the containers are secured by cell guides, the other half is not, enabling the vessel to carry containers in excess of 40ft length as well as any over-dimensional boxes or break-bulk cargo.
self propelled, self sustained, double-ended container barge
Length o.a:
63.90 m
Beam o.a:
Height to main deck:
Max. draft (as harbour vessel):
Deadweight (as harbour vessel):
44
4.80 m 3.10 m 2,500 t
approx. 2,000 BRZ
Power generation:
diesel-/gas-electric
Speed:
Professor, University of Applied Sciences Bremen Centre of Maritime Studies
21.20 m
Gross tonnage: Propulsion:
Prof. Dr.-Ing. Ulrich Malchow
Main Data
Type:
2 x 2 electrical rudder propeller of 4 x 280 kW 7 knots at 3.1 m draft
Class:
GL ď ˜ 100 A5 K20 Barge equipped for the carriage of containers, Solas II-2, Rule 19 ď ˜ MC Aut
Capacity:
168 TEU (thereof 50% in cellguides), 14 reefer plugs
Crane:
LIEBHERR CBW 49(39)/27(29) Litronic (49 t at 27 m outreach)
Spreader:
automatic, telescopic (20-45ft), 6 flippers, turning device, overheight frame
Accommodation:
6 persons (in single cabins)
October - November 2014
Features A diesel- or gas-electric engine plant has been chosen to supply the power either for propulsion or crane operation. When berthed, the PFB is able, without being shifted along the quay, to load or discharge 84 TEU in three layers between the rails of a typical gantry cranes. The height of the crane column is sufficient to serve high quays in open tidewater ports even at low tide (or to serve even deep-sea vessels directly). Due to its short length of 64 m the PFB needs only a small gap between two deep-sea vessels for self sustained operations. The operation of the barge is not limited to ports. As the hull is classified as a seagoing vessel the operation in (sheltered) open waters off the coast is also possible. In major container ports the PFB is intended to be employed in three business fields offering a regular liner service “round-the-port” (to be booked even for single boxes): Intra-Port Haulage The PFB can serve as a ‘floating truck’ in the course of its daily round voyage throughout the port shuttling containers between its various container facilities. Hence container trucking within the port can be substantially reduced. It is estimated that in 2011 e.g. within the port of Hamburg approximately 450,000 TEU, i.e. approximately 85% of the total intra-port volume, have been transported by truck. The remaining 15% was transported by ordinary barges. The reason for the poor share of barge transport is very simple: Conventional inland barges or pontoons employed in intra-port container haulage are dependent on the huge quayside gantry cranes for loading/discharging. However one move by gantry is already exceeding the costs of the entire trucking. Naturally two moves are needed and the barge has to be paid as well. Hence intra-port barging of standard containers is not competitive. According to industry sources one third of the road haulage is of
‘terminal-to-terminal’ nature while more than half is between a terminal and an off-dock facility of which many have their own water access. Hence in Hamburg the cargo potential for the PFB is estimated to 225,000 TEU annually. Feeder Operation In general feeder services accept and deliver containers at all facilities where deep-sea vessels are berthing. For this reason it is necessary that feeder vessels have to call at several terminals within the port even if only a few boxes are to be handled. E.g. in Hamburg each feeder vessel has to call at 4 different facilities on average (including waiting berths).That is why the feeder lines have become major customers of the road hauliers. Otherwise their number of calls within the port would be much higher. From the terminal’s perspective all vessels with less than approximately 100 boxes to handle are critical with respect to profitability. E.g. in Hamburg two thirds of all feeder calls are below that figure! While the feeder lines are already big customers of the trucking companies for intra-port haulage the PFB concept can replace the use of trucks for collecting and distributing containers. The concept will offer a more competitive service than trucks can do, especially for over-dimensional boxes. Hence the PFB can be used by the feeder lines more intensively than trucks enabling the feeders to concentrate on major terminals only, thus reducing their time in port and related costs, improving safety as well as increasing terminal and berth efficiency. Inland Navigation Inland navigation is facing a dilemma: This environmentally friendly mode of transport is intended to take a bigger share in hinterland transport of containers. However in seaports inland barges have to berth at the
October - November 2014
45
Features facilities which are tailor-made for the biggest container vessels (with a capacity of 14,000 TEU and more). Hence the efficiency of the big gantry cranes is rather low when serving small inland vessels and explains why these vessels enjoy the last priority when it comes to berth allocation. Inland barges suffer even more than feeder vessels as they have to call at more facilities with less boxes. Rotterdam has approximately 30 terminals and depots which are frequently served by inland container barges. The average number of terminal calls per vessel is about 10 whereas in about 50% of the calls only less than 6 containers are handled! This kind of inefficient and uncoordinated ‘terminal hopping’ is very time consuming and each delay results in incredible accumulated waiting time during the entire port stay. In Hamburg where inland navigation has still a share of less than 2% in hinterland container transport the inefficient operation has been identified as one of the major reasons for such a small share. Some Dutch and German studies have revealed that container handling for inland navigation and deep-sea vessels should be separated from each other, i.e. inland vessels should not call at the deep-sea facilities anymore. It is claimed that dedicated inland waterway berths have to be introduced at the deep-sea terminals. However most terminals do not have any shallow draught waterfront left for such berths. Transforming existing valuable deep-sea quays to exclusive inland navigation berths with dedicated (smaller) gantry cranes does not pay off for the terminals as such a measure would reduce their core revenue earning capacity. The PFB can act as a dedicated ‘floating terminal’ for inland navigation. During its daily round voyage throughout the port the PFB is collecting and distributing the containers also for inland navigation. Once a day, the PFB can call at a dedicated berth to meet with the inland barges where the containers are exchanged shipto-ship by the vessel’s own crane, independently from any terminal equipment. Not even a quay is required but the transhipment operation can take place somewhere midstream (virtual terminal).
Further Applications The PFB can also assist as an emergency response vessel: A grounded container vessels have to be lightered very quickly to set it afloat again in order to avoid further damage to the vessel, the environment and in extreme cases to sustain even the accessibility of a port at all. Unlike some other heavy floating equipment, the PFB can navigate in very shallow waters due to its light ship draught of only 1.2m. The barge can also be employed as a floating crane for any kind of cargo other than containers. Midstream Operations In Hong Kong a big portion of the huge port’s container throughput relies on floating units serving deep-sea vessels directly while anchored. These traditional but unique midstream barges are equipped with their own very simple cargo gear. The derricks have a single beam just controlled by wires and are not even fitted with a spreader, but instead rely on steel wires being fitted manually to the comer castings of the containers. In fact this cargo handling method hardly complies with international port labor safety standards. Such midstream barges are only operating in Hong Kong. On average 4 fatal accidents are officially reported each year! The PFB would significantly improve such operation with regard to safety, efficiency, speed and accessible ship sizes. With respect to investment, availability of land reserves, construction approval, flexibility, and not to forget environmental issues, operating PFBs make ‘heavy’ landbased investments obsolete. In addition, the PFB can operate on LNG resulting in elimination of all costly measures to keep exhaust emissions at an envisaged minimum. As a harbor vessel the PFB would not rely on a network of bunkering stations. Only one facility is sufficient. At the initial stage the barge could be supplied from a LNG tank truck (sufficient for approximately 14 days of operations). Due to its pontoon type there is plenty of void space below the weather deck for the voluminous LNG tanks. Conclusion The PFB concept is a ‘green logistic innovation’ for sea ports that helps to shift container trucking within ports from road to waterway, ease feeder operations within multi terminals ports, improve the intermodal connectivity of inland navigation and act as an emergency vessels for grounded container vessels. In ports which suffer from shallow draft and/or insufficient container handling facilities the PFB can efficiently improve respective handling capability for deep sea vessels. The inherent beneficial effects to the environment can even be further increased by using LNG.
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Port Operations: Achieving Business Agility through Operational Efficiency Integrated Port Information Management Solutions (IPIMS) creates a single information warehouse for operators, managers, stake holders, planners on major Port Performance Indicators. IPIMS helps operator to integrate various information systems in real time and delivers the Right Information‌. At the Right Time, In the Right Place.
P
ort business is changing significantly due to increased demand for port services, globalisation of economy and increase in competition. Ports around the world which are key channels of sea borne trade, invariably, have to compete to attract high traffic density of ships by offering efficient methods of handling goods, at the most competitive cost and having well developed corridors linking major economic hinterlands of own country. Therefore, turn around time in all elements of the logistic chain becomes more important in particular when there is coordination and integration with different service provider. There are huge investments made in building port infrastructure - berths, back up space to absorb offloaded cargo as well as pre-assembled export cargo. Sheds and open stacks for transit storage purposes. Over and above this infrastructure we have the latest generation cranes, RTGs (Rubber Tyred Gantry Crane), RMQC (Rail Mounted Quay Cranes), ship loaders, Tugs, Dredgers conveyor belts, Loaders, Mobile cranes, Reach Stackers, Forklifts and supporting infrastructure like switchyards and power plants, rail and truck terminals to handle a variety of break bulk cargo, steel, timber, dry and liquid bulk, containers and vehicles.
Abraham Samson
Head - Engineering Software Solutions, Control & Automation Business Unit Larsen & Toubro Limited E: samsonAA@LNTEBG.com
In order to measure ports performance one can create different performance indicators - financial or operational. These need to consolidate and analyse data coming from multiple data sources including real time information, relational and manually inputted data. A port operator should be aware of the costs generated by its operation and the revenues resulting from this operation. The information related to various operations are available at various data sources like Operational Efficiency is - what occurs when the right combination of people, process, and technology come together to enhance the productivity and value of any business operation, while driving down the cost of routine operations to a desired level.
October - November 2014
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Features Cranes, Tug/Dredger, GPS, Liquid Terminal, Hopper, Conveyors Systems, Fuel Management System, Energy Management System, Grab Unloaders, GIS, ERP, Logistics management system, Planning Systems etc. Key Challenges. • Interfacing with control systems
Integrated Port Information Management Solutions (IPIMS) helps operator to integrate various information systems in real time and delivers the Right Information, At the Right Time, In the Right Place.
• Network design for adverse conditions • Integration with diverse IT Systems • Port Domain Knowledge Accurate, and up-to-date data, accessible by various stakeholders across the board, helps lower the challenges and become more agile. To fulfill their purpose, such indicators should be easy to calculate and simple to understand. They should provide insight to port management into the operations of key areas. They can be used first, to compare performance with a target and secondly to observe the trend of performance levels.
An IPIMS usually has simple menus, simple interfaces, and graphical displays; produces high-level reports that pull data from a database; and offer strong reporting and “drill-down” capabilities. It helps executives highlight, analyze, and compare trends; monitor performance; and identify opportunities and problems.
Benefits. • Operation Visibility & awareness 1. Financial and Operation Integration 2. Maximize Asset/Resource utilization
Sample Key Solution deliverables:
3. Condition based maintenance
1. Time Related Indicators - helps to track ship total time spent at berth, waiting time, maneuvering time , berthing time, production time, idle time, delay analysis 2. Utilization Indicators – Berth , Fuel, Equipment, Labour, Vessel, Rakes 3. Productivity Indicators – Quay productivity: Containers or Cargo tonnes / meter / year, Terminal Area productivity: Containers or cargo tones / m2 / year, Storage Area productivity: Containers or cargo, tones / m2 / year, Crane utilization: Containers or cargo tonnes / year 4. Financial Indicators – Terminal charges as a % gross Revenue, Return of on Capital Revenue, Revenue per tonnes handled 5. Ship Output Indicators - Tons per ship per productive hours, Tons per ship per berth hours, Tons per ship per port hours 6. Service Quality Indicators - Ship turnaround (arrivaldeparture) time , Ship service (berth-leave berth) time, Ship operation (loading-unloading) time , Truck turnaround (terminal in – terminal out) time , Truck service (gate in – gate out) time, Percentage of trains leaving at scheduled time 7. Management Indicators - YTD Performance, Commodity wise vessel performance, Berth occupancy
4. Knowledge Management 5. Capacity Planning. If successive monthly figures showed a decline from this value, clearly action to determine the reason for the decline and to remedy it would be called for. The indicators like turnaround times of crane operations, truck / vessel movements, yard production, stock positions, day night productivity, delay analysis, equipment/berth/labor utilization, cycle times etc. can be used as input for negotiations on port congestion, surcharges , port development, port tariff and justification for further investment decisions. Integrated Port Information Management Solutions (IPIMS) address these challenges by creating a single information warehouse for operators, managers, stake holders, planners on major Port Performance Indicators. IPIMS helps operator to integrate various information systems in real time and delivers the Right Information, At the Right Time, In the Right Place. 48
October - November 2014
Features
Freight Watch – Sept to October 2014 Route TD3 freight rate (Ws points)
60 55 50 45 40 35 30
Source: Bloomberg
Seasonal slowdown in oil demand in September pushed up the supply of VLCCs, thereby pulling down the freight rate on route TD3. Later the sharp fall in crude oil prices encouraged China to import large quantities of oil to build strategic reserves, thus increasing the demand for VLCCs lifting the freight rates.
T Nazir Ahmed Moulvi
Senior Analyst Department of Research & Strategy Multi-commodity exchange of India Ltd E: nazir.moulvi@mcxindia.com
Niteen M Jain
Senior Analyst Department of Research & Strategy Multi-commodity exchange of India Ltd E: niteen.jain@mcxindia.com
he charter rates for TD3 route, the world’s busiest route to carry oil, opened in September at 40 Worldscale point (WS) down by 5.9 per cent from previous month’s close. At the start of September the VLCC market had 17 per cent more VLCCs than the available cargoes, according to Bloomberg survey. The route TD3 originates from Ras Tanura, Saudi Arabia, the world’s biggest oil-export site and concludes at Chiba, Japan. The TD3 route is world benchmark and has a bearing on other routes. WS points are a percentage of a nominal rate, or the flat rate, for over 3,20,000 specific routes. Flat rates for every voyage, quoted in USD per tonne, are revised annually by the Worldscale Association in London to reflect changing fuel costs, port tariffs and exchange rates. Notably, flat rate assessment gives owners and oil companies a starting point for negotiating hire rates. Route TD3 freight rate saw a brief momentum spurt (just after start of the month) on news that an ultra large crude carrier (more than double the capacity of VLCCs) was chartered for floating storage off Singapore igniting hope October - November 2014
49
Features Shipping Capacity Statistics Particular
Oct-14
Sep-14
MoM % Change
Oct-13
YoY % Change
No of Ships in service
2,287
2,301
-0.6%
2,307.00
-0.9%
DWT Weight in ‘000 tonnes’
373,655
374,668
-0.3%
373,294
0.1%
No of new ship orders
216
188
14.9%
140.00
54.3%
No of ships under construction
33
38
-13.2%
37.00
-10.8%
Order book as DWT %
13.62
12.36
10.2%
9.54
42.8%
No of Ships broken
-
4
-
6.00
-
No. of VLCCs sailing with cargo
448
454
-1.3%
436.00
2.8%
No. of VLCCs anchored
148
160
-7.5%
144.00
2.8%
Avg. speed of VLCCs in knots (Excl. Anchored) 8.97
8.84
1.5%
8.98
-0.1%
Oil - floating storage (1000 barrels) Global
95,598
102,948
-7.1%
103,228
-7.4%
Middle East Gulf
28,849
28,604
0.9%
25,483
13.2%
India
1,886
1,203
56.7%
1,790
5.4%
Source: Bloomberg
more such vessels would be hired for storing oil at sea reducing the supply glut. However, due to lack of such additional deals, the market came under supply pressure and freight rates moved down. Lower demand for West African crude by Chinese buyers left a number of VLCCs idled, pressuring the rates of other routes including on TD3. China’s oil import from West Africa till September declined to the lowest since August 2011. Notably, the voyage to China from West Africa takes about 34 days, compared with 20 days from the Middle East which is 41 per cent shorter. Hence oil from gulf is preferred by China. This short voyage effectively increases the capacity of the fleet and thereby pressurizing freight rates down. Further, many of the Asian refineries were reportedly under seasonal maintenance and some were getting upgrades indicating downtime will be longer than in previous years. Hence lower crude oil demand for refining, in turn dented the demand for VLCCs and hence its charter rates as well. On top of it US amidst the shale oil boom is increasingly moving towards self-sufficiency in oil consumption, withits production rising to the highest since 1989, according to Energy Department data. In September, US imported 12 per cent lesser oil, compared with a year ago. Additionally, large number of major economies reported contraction in manufacturing PMI which also hampered the demand for oil and VLCC market. Subsequently, the oversupply of the vessels crossed the psychological mark of 20 per cent pushing the freight rates on route TD3 to 50
October - November 2014
period under review (Sept-Oct) low of 32.5 WS points on September 23, 2014. To artificially conceal the surplus VLCCs, vessel owners reduced the speed to around 9 knots from as fast as 13 knots three years ago, according to Bloomberg data. According to Martin Jensen, chief executive officer of Frontline’s management unit, the industry has about 75 too many VLCCs, equivalent to 13 per cent of total fleet. Later, attracted by lower oil prices China stepped up crude oil imports which increased the demand for VLCCs lifting the freight rates on the route TD3. It was reported the increased imports of oil China was largely to build the strategic reserves, rather for consumption. The ship tracking data showed the number of supertankers sailing toward China’s ports surged to 80 compare with an average of 63 for the past two years and highest since October 2011. Furthermore, freight rates strengthened as the manufacturing activity strengthened in China and the government indicated to lower the interest rates to boost the economy. The plan of China to build crude oil reserves equivalent to 100 days of net imports by 2020 which would be around 680 million barrels also perked up the freight market in expectation that low oil prices would entice China to buy as much oil as possible. Overall during Sept-Oct 2014, freight rates moved up by 29.4 per cent to close the two-month period at a high of 55 WS points. (The opinions expressed by authors are their personal views.)
News Dhamra Port in Expansion Mode
Santosh Mahapatra Director, Dhamra Port
Bhubaneswar: Adani Group-owned Dhamra Port Company Limited (DCPL) plans to invest around ` 7000 crore for expansion of cargo handling facility, an official of the company said. “We are embarking on the second phase of expansion of Dhamra Port. The company will invest ` 7000 crore for increasing the number of berths from two to 13”, Santosh Mahapatra, Director, Dhamra Port Company Limited (DCPL). This continued expansion will allow Dhamra Port to exceed 100 million tonnes of cargo capacity by the year 2020, he said. Mahapatra said presently, the port was handling around 12 -13 million tonnes of cargo annually. “Plans are also there to take the capacity beyond 100 million tonnes per annum”, he said.
Shipping Ministry’s Proposal Cleared New Delhi: The Union Cabinet chaired by the Prime Minister, Narendra Modi has approved the Ministry of Shipping’s proposal for introducing ‘official amendments’ to the Merchant Shipping (Amendment) Bill, 2013, incorporating the recommendations of the department-related Parliamentary Standing Committee and for accession to the Anti Fouling Systems (AFS) Convention 2001 of the International Maritime Organization (IMO) after enactment of the Bill. India will be able to ensure that all foreign flag vessels entering Indian territorial waters or the Exclusive Economic Zone are duly certified in accordance with the requirement of the AFS Convention 2001, said an official release, adding that “there are no financial implications involved.” Ships will need to comply with the Convention through holding a Maritime Labour Certificate. Indian flag merchant vessels of 500 gross tonnage or more and engaged in international voyages will be issued a Maritime Labour Certificate after an inspection of the ship concerned. This will enable them to receive preferential treatment and exemption from inspection, for this purpose, at foreign ports.
Need to Free Major Ports from Tariff Regulation
N N Kumar Chairman JNPT
New Delhi: Regulation of tariffs at major ports is inhibiting their growth and there is a need to free them for better price parity with non-major ports, a top official said here. “Tariff Authority for Major Ports (TAMP) regime inhibited the growth of major ports and there is a need to free them from the regulatory regime for better price parity and create a level-playing field to compete with fast expanding non-major ports,” N N Kumar, Chairman, JNPT. Addressing a meeting organised by industry body FICCI on the Ports and Shipping sector, Kumar said there is no need for regulation of tariff rates at
major ports. JNPT is among the 12 major ports in the country. On public-private-partnership (PPP) projects in the sector, he said that in the absence of a mechanism to revisit port concession agreements, private players felt discouraged to participate in such schemes. In the PPP model the concession agreement is for 30 years, he said, adding that with the fast-paced technological advancements, the profile of ports changed every year and with no mechanism to re-visit the agreement during the period of the concession, port development became a casualty. N N Kumar also stressed upon the need for guidelines on structuring of PPP projects to mitigate risks to private players. As far as shipping is concerned, he said the Government is exploring the possibility of lending long term cargo support to increase the capacity of Indian flag vessels. Customs formalities were also being streamlined to improve the ease of doing business. October - November 2014
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News Mumbai Port to Set up LNG Terminal to curtail its bulk cargo handling operations. The proposed LNG terminal, along with the liquid cargo that MbPT handles currently, will help offset some of the revenue loss it will suffer if it trims the bulk cargo handling business. Ravi Parmar Chairman MbPT
Mumbai: Mumbai Port Trust (MbPT) is planning to develop an LNG terminal worth ` 4,000 crore on the outskirts of the city to complement its liquid cargo handling business and earn additional revenue. One of the options under consideration, as part of the Central Government’s draft plan to develop the 1,800 acres with the MbPT in Mumbai into a commercial and entertainment hub, is for the port
MbPT’s contribution to the project will be around ` 700 crore and the land it provides for the LNG terminal, while the remaining portion of the project cost will be funded by the company with which MbPT decides to join hands, said Ravi Parmar, Chairman of MbPT. “The planned LNG terminal with floating storage and re-gasification unit will be able to handle 5 million tonne (mt) of LNG every year,” Parmar said. The plan is to connect the terminal to the national pipeline grid so that the natural gas can be transported all the way up to Panipat in Haryana, he added.
Govt Eyes Private Investment to Build Rail-Port Link New Delhi: The Government is targeting up to USD 1 billion of private investment by 2017 to build rail lines linking ports and national networks to ease growing congestion. Over-crowding at ports has been delaying much-needed coal deliveries to power plants and supplies of iron ore for steelmakers at a time when there is already a shortfall. Prime Minister Narendra Modi wants private companies, which have held back from investing
in freight lines because of the struggle to win the necessary approvals, to build more of the last mile links where bottlenecks bite the most. The railway ministry wants foreign operators which own stakes in Indian ports, like Denmark’s Maersk, to invest but so far none had shown any interest. The Government estimates port operators will spend USD 8 billion over the next two years to expand capacity to meet rising imports.
Govt to put in Place System to Track Containers Movement Mumbai: The Government would soon put in place a system to track the movement of containers real time with a view to remove logistical bottlenecks and ensure timely delivery of consignments. The project Logistics Data Bank (LDB) is being developed under the Delhi-Mumbai Industrial Corridor (DMIC), which is at an advance stage of implementation. Different departments and ministries including the Department of Industrial Policy and Promotion (DIPP) and the Shipping Ministry are in the process of finalising the project, conceptualised by Japanbased NEC Corporation. “It will provide near to real time tracking of containers across the complete logistics value chain by way of integrating the 54
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software of different service providers and tracking of containers through installation of Radio-frequency identification (RFID) tags,” a senior official told. Regulatory framework for charging mandatory user charges has been deliberated with the Shipping Ministry, the official said. The LDB would address the issue of tracking and viewing the movement of containers across the ports to the Inland Container Depot (ICDs) and end users. It would also enable the centre, states, importers, exporters and other stakeholders to assess comparative performance, identify inefficiencies and bottlenecks to develop strategies to ensure the development of the sector.
News Govt to Set up Fund for Shipbuilding
Yaduvendra Mathur Chairman and Managing Director Exim Bank
New Delhi: Government is in ‘advanced stages’ to have a dedicated fund for shipbuilding industry to be handled by Exim Bank which will help the ailing sector with at least ` 15,000 crore of funds, a top official said. “We are planning to open a dedicated shipping fund within Exim Bank. It is a proposal at an advanced stage,” said Yaduvendra Mathur, Chairman and Managing Director, Exim Bank.
Ports Urge Centre to Give up on `1,000 cr Mumbai: The Shipping Ministry will seek Cabinet approval for waiving penal interest on Government loans worth ` 1000 crore to the Cochin, Paradip and Visakhapatnam port trusts. The Cochin Port Trust (CPT) had sought a waiver of penal interest during the UPA regime. Similar requests by Paradip Port Trust (PPT) and Visakhapatnam Port Trust (VPT) have been sent by the Shipping Ministry to the Principal Accounts Office. A Cabinet note is being drafted for the Paradip and Visakhapatnam ports, while the penal waiver request from CPT has been forwarded to the Planning Commission.
The fund will be for financing the construction, and refitting and repair of ships, Mathur said on the sidelines of the Asian Exim Banks Forum in Jodhpur.
The cabinet secretariat, finance ministry, Department of Industrial Policy & Promotion, Planning Commission and the Prime Minister’s Office will also weigh in on the proposal note before it gets approved. The overall amount of the penalty waiver that can result could potentially be upwards of ` 1,000 crore and nearing ` 1,500 crore.
Existing Foreign Trade Policy may Continue till 2014-end
Gaitonde Takes Charge as COO of APM Terminals Mumbai
New Delhi: The Government is examining the option of extending the existing Foreign Trade Policy (FTP) till the end of the calendar year to address uncertainties faced by exporters due to delay in the new policy. The Directorate General of Foreign Trade (DGFT) has floated an internal proposal to officially notify extending the existing FTP provisions till December 31.
Mumbai: Ravi Gaitonde has been appointed as Chief Operating Officer, APM Terminals Mumbai. Rajieve Krishnan has moved up to take the position of Director of Regulatory Affairs.
“Uncertainty over the new Foreign Trade Policy should be removed as exporters are in a dilemma about doing their costing while contracting for new orders,” said Rafeeque Ahmed, Chief, Federation of Indian Export Organisations. The FTP to be announced by the Government will include both an annual plan and a five-year longterm policy. It will focus on lowering transaction costs and reducing paper work, in addition to encouraging exports of labour-intensive commodities to newer markets such as Russia, Brazil and China. Exports of services will also get a leg-up. The Commerce Ministry is trying to rationalise export promotion schemes to avoid overlaps and ensure that sectors in need of support get incentivised.
A snapshot of Ravi’s diverse experience in the shipping, ports/terminal business reveals the value he brings to this role. He has been holding senior positions within the group in India and abroad, notably UAE and Tanzania. He moved back to India in 2003 to assume the role of Managing Director, Star Track Terminals Private Limited, a joint venture between APM Terminals and the Container Corporation of India to set up the greenfield project and operate the Container Freight Station at Dadri in North India. On successful completion and implementation of the project, Ravi took up the position of Head of Projects for India. Since 2008 Ravi has successfully led APM Terminals Pipavav (Gujarat Pipavav Port Limited) as its Chief Operating Officer through a period of growth and improved. October - November 2014
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News Major Ports to Accord Priority to Coastal Cargo New Delhi: The Ministry of Shipping has directed all the major ports in the country to give priority to coastal cargo movement of cargo from one place to another place within India so as to save fuel and lessen the burden on road and railway network.
goods from one port in India to another, irrespective of the origin and final destination of the cargo. This, the Ministry said, would be in addition to dedicated berth for handling of coastal thermal coal already existing in Major Ports.
Major Ports not only should earmark dedicated berth for coastal cargo vessels, but also accord priority berthing for such vessels, the Ministry said in its recent guidelines issued to 12 major ports in the country, including the New Mangalore Port Trust (NMPT), the lone Major Port in Karnataka.
It said coastal vessels should not be made to pay priority berthing charges and should be charged at coastal rates. There should also be no restrictions on berthing of coastal vessels, in addition to the coastal vessel already berthed on priority basis, if the same is eligible under normal berthing policy of the port, the Ministry clarified.
The directive also goes in line with the Government’s promise to encourage water transportation. The guidelines said major ports should accord priority berthing, at least on one berth, to dry bulk/general cargo coastal vessels to enable shippers to transport
At the same time, ports should also explore earmarking exclusive berths, storage areas and gates for coastal cargo outside the custom-bonded area of the ports for further facilitating coastal cargo movement, the Ministry said.
Centre Looks at TN Govt to Develop Colachel Port
Paradip Port Posts Growth in Cargo Handling
New Delhi: Union Minister of State for Road Transport, Highways and Shipping, Pon Radhakrishnan, said the Centre would work with the Tamil Nadu Government in the development of Colachel port, located near Kanyakumari, into a Major Port. Radhakrishnan said the present State Government had earlier showed its intent to develop the port, and also referred to the statements of Union Minister Nitin Gadkari supporting its expansion. Gadkari during his visit to Chennai earlier said the port had a great potential to grow into a major one.
Bhubaneswar: Paradip Port has witnessed commendable growth in cargo handling during the current fiscal, said S S Mishra, Chairman, Paradip Port Trust (PPT). He said that the port has been maintaining second position in terms of traffic handled amongst all Major Ports in the country. Stating that the PPT has floated Request for Qualification (RFQ) tender for mechanization of EQ-1 to EQ-3 berths to handle export of coal, Mishra said the completion of the project will add 22 million metric tonnes (MMT) of capacit to the port. PPT has set a target to create the necessary infrastructure to enhance its capacity to 270 million tonnes by 2023, he said, adding “The continuous growth in the performance of the port year after year is testimony to our commitment and ability to deliver.”
“We are giving a proposal to the State Government as the Minor Ports are under the purview of the State Government and we could develop it if the State Government gives permission,” Gadkari had stated earlier.
IL&FS Engineering Bags Dighi Port Contract
Mumbai: IL&FS Engineering and Construction Company has bagged a contract worth ` 179.84 crore for development of multipurpose berth at the Dighi Port. “IL&FS Engineering Services has received a Letter of Award (LoA) from IL&FS Maritime Infrastructure on behalf of Dighi Port, valued at ` 179.84 crore for engineering, procurement, and construction of multipurpose berth, backup yard development, and 56
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utilities of multipurpose terminal berth 5 on north side of the port in Agardanda in Maharashtra,” a release issued here said. The project is expected to be completed in 545 days from the date of notice to proceed, it said. The scope of the contract includes reclamation of 50 acre of backup area and other works like paved area, buildings, internal roads among others.
News NMPT Begins Coastal Cargo Operations to Lakshadweep Mangalore: Following a directive to the major ports from the Union Ministry of Shipping to give priority for Coastal Shipping activities, New Mangalore Port Trust (NMPT port handled first coastal cargo to Lakshadweep Island. In this regard, m.v. PFS Prosperity berthed at the port to load building materials to the island. The ship
National Maritime Authority Likely to be Formed New Delhi: The Government has reportedly decided to establish the National Maritime Authority (NMA), an apex body which would ensure unified policymaking and effective coordination among the multiple authorities dealing with maritime issues in the country. It is expected that the proposed authority would replace the existing Directorate-General of Shipping (DG Shipping), the agency under the Ministry of Shipping, according to experts. Given that the global shipping sector is governed by agencies such as the International Maritime Organization (IMO), with shipowners and others engaged in sea trade having to comply with rules set by the IMO, and it being the responsibility of national maritime administrations to ensure these are implemented effectively, the proposed NMA would benefit the Indian maritime sector as the country needs a stronger maritime administration, the experts emphasised.
Vizhinjam to be a Bunkering Port
Thiruvananthapuram: The Department of Ports is gearing up to make Vizhinjam a bunkering port to tap the potential of the business in view of proximity to the international sea routes and the East-West Shipping Axis. The procedures to extend bunkering services from the existing wharf at Vizhinjam had started, said P I Sheik Pareeth, Director of Ports.
left for Lakshadweep. A press release by the NMPT said here that this is the first coastal movement of cargo to Minicoy in Lakshadweep Island from New Mangalore port. Hitherto these cargoes were going through Old Mangalore port (a minor port in Karnataka) and other neighbouring ports.
India’s LNG Shipbuilding Plans Turn Uncertain New Delhi: A Government-backed plan to build locally at least three of the nine new liquefied natural gas (LNG) carriers to be hired by GAIL (India) Ltd from fleet owners to haul gas from the US is in jeopardy, as LNG shipbuilders in South Korea and Japan are not keen to share technology with Indian yards, a key requirement for local yards to qualify for the tender. Indian yards have never built LNG ships and need a tie-up with overseas yards to qualify. An LNG ship costs more than USD 200 million to build in today’s market, according to a Mumbai-based shipbroker. “Nobody wants to tie-up with Indian yards,” said an executive familiar with the details of the LNG shipping tender issued by the state-run natural gas firm. “LNG shipbuilding yards in Korea and Japan are not showing interest in collaborating with Indian yards to share technology for constructing the three LNG carriers in India. We have asked the Government to intervene in the issue,” said an executive with one of the Indian yards looking to qualify for the tender.
Andhra Pradesh Plans to Develop 10 More Ports
The services of multiple agencies were needed and the modalities were being worked out with the stakeholders.
Hyderabad: Andhra Pradesh Chief Minister Chandrababu Naidu said that his Government was working on taking advantage of his state’s long coastline by making it a port hub and a gateway into India. “Ten additional ports were being developed to augment the four existing ones,” Naidu said.
The department was trying to exploit the strategic and unbeatable inherent advantages of the location, he said.
According to the Chief Minister, public private partnership (PPP) method is being deployed to develop the infrastructure in his state. October - November 2014
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News Global Shipping affects with Slow Economic Recovery New Delhi: The Global Shipping demand remains subdued by slow economic activity, according to BIMCO, as the International Monetary Fund (IMF) lowers the outlook for 2014 amid lower growth than expected. The IMF data forecasts world growth to come in at 3.3 per cent; down 0.1 points from its previous estimate in July. The IMF has also lowered its growth estimation for 2015 from 4.0 per cent in July to 3.8 per cent now. The lower forecasts stem from lower level of global investments, which in the long run will curb higher growth in the near future. The IMF also warned of increased downside risks, in the main that the financial markets have been overly optimistic about
the future and the fact that tensions are still brewing in the Middle East and between Russia and Ukraine. According to IMF, the economic recovery is becoming more country-specific, driving the need for more country-specific reforms. The battle is against high debt and unemployment leftover from the crisis, as well as a low growth in future. “The pace of global recovery has disappointed in recent years”, the IMF said, noting that since 2010 it had been consistently forced to revise down its forecasts. “With weakerthan-expected global growth for the first half of 2014 and increased downside risks, the projected pickup in growth may again fail to materialise or fall short of expectation.”
Kolkata Port Trust Seeks EOI for Floating LNG Terminal
Hiranandani Group to Build LNG Terminal at Jaigarh
Kolkata: The Kolkata Port Trust (KoPT) has invited Expression of Interest for setting up of non-jetty based Floating Storage and Regasification Unit (FSRU) or terminal for LNG, after it was alleged that the port was offering the right on nomination basis to a private entity.
Mumbai: Real estate firm Hiranandani Group plans to build an 8 million ton per year LNG import facility at Jaigarh on Maharasthra by July 2018 to meet the growing energy demand.
Haldia Docks Officers’ Forum general secretary Ramakant Burman has claimed that it was an attempt by KoPT to allow H-Energy of Hiranandani Group to setup the facility without any tendering or auctioning process. “Chairman, Kolkata Port Trust has given water and land rights to H-Energy of Hiranandani Group of Mumbai for setting up of (FSRU) in the Bay of Bengal absolutely on nomination basis against the existing CVC guidelines in the matter,” Burman has claimed in his letter. The EoI floated by the port did not mention whether the contract would be given through tendering or through auctioning.
H-Energy Gateway Pvt Ltd, a Hiranandani Group firm, has applied to sector regulator PNGRB to connect the import facility with major trunk pipelines that take gas to consumers. The Petroleum and Natural Gas Regulatory Board, in a public notice, invited comments on the company’s proposal to connect the Jaigarh LNG terminal with Dahej-Uran-Dabhol-Panvel (DUDPL) pipeline and Dabhol-Bangalore (DBPL) line. West coast already has four liquefied natural gas (LNG) import terminals - Dahej and Hazira terminals in Gujarat, Dabhol in Maharasthra and Kochi in Kerala.
Dry Bulk Shipping Set for Further Recovery: Drewry
London: Dry bulk shipping is expected to continue its recovery, thanks to declining excess capacity, increasing iron ore shipments and rising grain trade, according to the latest edition of the Dry Bulk Forecaster, published by shipping consultancy Drewry. The dry bulk market rebounded in the third quarter thanks to the encouraging performance of the Capesize segment, which thrived on strong demand for iron 58
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ore from China and high production in Brazil. China’s hunger for imported ore led to a 25 per cent increase in the Baltic Dry Index during the third quarter. Drewry forecasts that the dry bulk shipping fleet will grow at 5% annually in this year and the next, to reach 790 million dwt at the end of 2015. This is a much slower pace than in previous years and is expected to continue over the medium term.
RNI No.: MAHENG/2008/29159 Date of Publication: 1st of every alternate month.