Indian Ports Research Articles

A Review on Development of Minor Ports to Improvethe Economy of Developing Country

India, is the second largest country in Asia, has a coast line about 7500km and is studded with 13 major ports and close to 200 minor ports. The major ports in India are Calcutta, Haldia, Paradip, Visakhapatnam, Ennore, Chennai, Tuticorin, Cochin, New Mangalore port trust (NMPT), Mormugao, Jawharlal Nehru Port Trust (JNTP), Mumbai, and Kandla. Approximately, 95 per cent of the country's trade by volume (70 per cent in terms of value) is moved by sea. Major ports handle about 75 per cent of the total cargo and the rest by intermediate and minor ports. Hence, shipping plays an important role in the transport sector of India's economy. The development of port can be defined as “Technological changes in recent years in transport systems as a whole and maritime transport in particular have made it imperative to reorient the working of the ports in developing countries to meet the challenges posed by these new innovations”.In this paper,as anexample development of Karwar portis discussed. Karnataka has a coastline of 300km with one major port at New Mangalore and minor ports. Karwar port is located at the northern extremity of the state in Latitude 12°48’ N and Longitude 74°7’ E. The improvement can be done by Extension of the Existing Berth and land reclamation, Dredging, and Construction of Petrol, Oil and Lubrication (POL) loading Jetty. Finally, the development of minor ports support the major ports which directly and indirectly helps to improve the economy of the developing countries like India.

Design of Safe Mooring Arrangement for Large Oil Tankers

In order to keep pace with the modern oil transport trends, the Indian ports are also developing terminal facilities for Very Large Crude Carrier (VLCC). A conceptual design methodology for marine oil terminal (MOT) including mooring system for large oil tankers has been evolved. The orientation of the MOT and mooring arrangements for 200000 DWT oil tanker were determined considering the environmental conditions prevailed at the site. Water flow velocity played an important role in the orientation of the MOT. Quick Fender Selection Method (QFSM) has been considered for the selection of fender system and it was found that supercone fenders of 2 m height or equivalent type of fenders were suitable for the oil tanker. The mooring arrangements comprising of steel ropes with nylon tails, sustained the effect of high winds of 60 knots associated with currents and waves. Finally, simulation of moored ship motions for moderate environmental conditions i.e., wind speed of 30 knots, current speed of 4 knots and 1 m wave height was carried out using quasi-static approach. The ship motions in six degrees of freedom were found within the permissible limit for safe cargo handling operation. The maximum rope tensions, fender compressions and bollard pull were found to be 195 ton, 0.51 m and 199 ton respectively.

Multi-layered hinterland classification of Indian ports of containerized cargoes using GIS visualization and decision tree analysis

In this study, we develop a multi-layered hinterland classification of major Indian ports for containerized shipments using a novel approach that integrates geographic information system visualizations and data mining methods. Strong export-oriented business sectors and growing industrial diversity have been prompting developing economies like India to move towards the containerization of maritime transport. We recognize the dearth of systematic research on Indian ports’ hinterlands and therefore seek to understand how the hinterland of container shipping markets in India has evolved in recent years, within the context of ongoing privatization and modernization efforts in this sector. Using disaggregate shipping data of exports from India to the United States, we conduct origin-destination analysis to describe the patterns of container traffic flows from major Indian ports. Furthermore, we develop a decision tree model of hinterland structure and overlap that explains the nature of inter-port competition from three dimensions: space, commodity types and shipment values. This article also attempts to assess the competition posed by private ports like Mundra and Pipavav on major Government ports, for which data have largely been unavailable. The results demonstrate the utility of this data mining method in conceptualizing the port hinterland as a dynamic spatial object and in unravelling multidimensional relationships.

Minimizing delay of ships in bulk terminals by simultaneous ship scheduling, stockyard planning and train scheduling

Because of an increase in population, the demand for coal has drastically risen with millions of tons of coal being imported annually through Indian ports. To accommodate with this rise in demand, there has been an increase in the concern over proper ship scheduling and effective stockyard management. This article focuses on these aspects, as well as train scheduling, in the context of coal imports in port terminals. The article employs two heuristic-based greedy construct algorithms to improve port terminal throughput capacity by minimizing the delay of ships in port terminal. Applicability and validity of the model is tested on the database of a port located along the east coast of India.

An Exploration in to the Causal Relationship between Performance Inputs and Traffic of Major Ports in India: A Panel Data Analysis

The present research work started with a very simple question: Is there a long run relationship and causality between port performance inputs and port traffic of major ports in India? The study is try to evaluate the long run relationship and causality between port performance inputs and port traffic with the sophisticated panel data models such as unit root, cointegration, error correction model, granger causality, impulse response function and variance decomposition tests of 12 major ports in India over the period of 1993 to 2012. Based on the analysis it is found that there exists long run relationship and causality between port performance inputs and port traffic. The study concluded that the evidence of long run relationship between performance inputs and total traffic, and causality of pre-berthing waiting time and operating expenses unidirectional with port traffic indicate that the major factors influencing port traffic. Over all the results imply that port performance variables that are having the co-integrating relationship with port traffic should be given priority for increasing the port traffic of major ports in India.

Determinants of Port Performance – Evidence from Major Ports in India – A Panel Approach

The present study’s motivation is to identify the determinant factors for port efficiency of major ports in India during 1993 – 2011. For identifying the factors panel data models like pooled ordinary least square method, fixed effect model and random effect model are used. The hypothesis tested here is outside factors also influence port performance. The results of the study indicated that berth throughput, operating expenses and number of employees affect port efficiency in a significant positive manner, whereas cargo equipment’s and idle time shows negative but significant effect on port efficiency. From the study the inference drawn that only inside factors of the ports are the major determining factors of the performance of ports compare with outside factors.

Resistance of Some Timbers of Andaman Islands Against Marine Borer Attack at Five Ports of India

Six species of structural timbers grown in Andaman area have been examined for natural resistance to marine wood boring organisms at Bombay, Cochin, Goa, Visakhapatnam and Port Blair. Pterocarpus dalbergeioides(Andaman padauk), has been found to be one of the most suitable timbers comparable with teak in performance. Lagerstroemia hypoleuca(Pyinma), has shown a prolonged life and high degree of durability particularly at Bombay. Some important mechanical properties of these timbers have been compared with that of teak so that they may by considered as substitutes.

The Birth of the Monsoon Winds: On the Existence and Understanding of Hippalus, and the ‘Discovery’ of the Apogeous Trade Winds

A review is presented of the surviving primary evidence of Hippalus as the discoverer of the trade route that allowed sailing vessels to run before the wind from the mouth of the Arabian Sea to the southern ports of India during the summer, and return with the winter monsoon during the 1st century ce. His stature as a skilful navigator is associated with the riches this discovery brought to Rome and the western world at the time, but questions are raised about the prestige he has been accorded in the modern historiography. Specifically, questions are posed about the explorer’s absence from texts in which he might be expected to appear, and his fumbled inclusion in those texts that do give him mention. The conclusion is that there is scant record of Hippalus’ actual existence, and the foundation of his continued recognition as a great discoverer is therefore questionable. However, despite the patchy historical record of the man, the surviving myth has real value in interpreting and understanding the conceptualization of distant trade by Greco-Romans who might never have been directly exposed to those lands. Hippalus’ variable treatment in the contemporary texts and a reading of the modern interpretations of his life are used to put forward a foundation myth as the source of his subsequent posterity. Even though it is difficult to prove the life of Hippalus the man, it appears that in the history of Greco–Roman trade and its understanding of the linkage with a distant India; that the myth of Hippalus might be of greater importance than the existence of the man himself by providing clues to the understanding of distant lands by ancient western society.

A Case Study On Vulnerability Of Changing Business Environment At Cochin Port Trust

This paper tries to study the present situation of Cochin Port Trust which is one of the major ports in India .The study identifies the poor capability of Cochin Port Trust to respond effectively to change in a business opportunity. This port contributed a lot towards the development of the country and the Kerala state and the state looking forwards the port trust for further development of the state. The detailed study on the various departments of Cochin Port Trust it was identified that the present situation is not favorable for any organization especially the industries which can contribute towards the economic development of the country. The policies of the Central government and the inefficiency in the management created a situation that port is running at a net loss of 86 crores. The present management structure of Cochin Port Trusts will not be able to make a positive change in working atmosphere, Effective utilization of natural resources, and thereby contributing to the issue of unemployment in the country . So the industrials training report proposing a change in organizational structure of Cochin Port Trust. For the further development of the port it is very important that the employees of the Cochin port should come forward and should offer their maximum effort, which they are not doing at the present situation. After a detailed study on Dry dock workshop of Cochin Port trust it is identified that this department can contribute to the revenue of Cochin Port Trust. Presence of ICTT Vallarpadam, the Central Government is planning waive the cabotage rule for ICTT Vallarpadam, the proposed Vihinjam Port is the some open opportunity in front of the port trust. This offers a scope of ship repairing hub in Cochin Port Trust with business collaboration with Cochin Shipyard.

Major Ports of India

Major Ports of India

Overseas trade vis-a-vis overseas shipping: Growth and performance in India (1999–2009)

Maritime trade has been and even continues to account for about a lion's share of India's total cargo volumes. Despite the growth of multimodal transport (by land, water and air), shipping still continues to be the major mode of transport in the bulk carriage of country's overseas trade. In view of this vital role of shipping, in the first four decades of independence, under the initiative of planned development and active government support, India's shipping and port sector saw dramatic growth in their performance to build adequate national fleet, in keeping up with the transport of overseas cargo. However, the onset of economic liberalization in 1991 has given rise to many new dimensions in the development of the shipping and port sector of the country with a significant redefinition of shipping and port services, in response to the new global trend patterns. For instance, it has also established the new era of containerization in the mode of cargo delivery from the dominance of the era of bulk and break-bulk trade during the decade of sixties and seventies. Moreover, as global competition increases, in response to this emerging trade patterns within this country, India's volume of traffic growth also increases manifold. So, India's shipping and port sectors need, significantly, to build up and furnish their capacity by increasing the frequency of this mode of transport i.e. the growth of the national overseas fleet to meet this surging demand. This paper, therefore, have focused on this role of shipping in such rising overseas trade, with a view to examine the shipping performance (the growth of overseas fleet) in response to the growing overseas trade at all ports of India during the period (1999–2000 to 2008–2009), in terms of both a mathematical model and a graphical representation. Finally, it concludes that the absolute overseas trade, being highly import dependent, have led to a more or less stagnant performance in overseas shipping, owing to the lack of the adequate growth of absolute overseas exports during this period.

Ports face inadequate capacity, efficiency and competitiveness in a developing country: case of India

India on a high economic growth path faces a sharp increase in cargo throughput at the ports. Indian ports handled about 818.7 Million Metric Tons (MMT) of cargo in 2009 to 2010, and the cargo volumes are growing very fast. The Government of India (GoI) is making efforts to increase the capacity of Indian ports to meet the growing demand, as the Indian exports/imports are typically carried through transhipment centres in Colombo, Singapore and Dubai. The Indian major ports typically function under a common decision maker, i.e. the Ministry of Shipping, Roads, Transport and Highways, Department of Shipping, Government of India (GoI), in a noncompetitive manner. Though, major programmes and measures have been initiated to increase the capacity of ports, but the immediate need to increase the efficiency in port operations is lacking. Indian ports need to enhance their efficiencies at par with their international counterparts on all the parameters. This article highlights how the ports in a developing country should consider and define capacity, and increase from effective capacity to potential capacity and further to absolute capacity. This article develops an Efficiency Index for Indian ports and recommends institutional cooperation among ports to achieve^potential capacity and learn from the best international practices to achieve absolute capacity.

The Transportation Sector of India's Economy: Dry Ports as Catalysts for Regional Development

Two East Asian specialists review the development of dry ports in India as part of a broader national program to eliminate transportation bottlenecks, improve transport efficiency, and spur the economic development of interior regions by lowering road and rail freight tariffs, and thus decreasing the costs of imports (and making exports more competitive). A key focus is on comparing the relative efficiency of public- versus private-sector operation of dry ports, and on examining the effects on dry port efficiency of current Indian Government policy. The authors test two hypotheses relating to the efficiency of port operations using information derived from their field study/interviews at 28 dry ports in Northwest India (reflecting three different types of ownership/operation combinations) as well as quantitative data measuring port efficiency.

The Export Performance in Major Ports of India Through Containers by Custom House Agents

Containerization started in India in the year 1973 in a limited way with the creation of short-term container handling facilities at Mumbai Port Trust (MbPT) and Cochin Port Trust (CoPT). Since then, the container traffic has been recording remarkable growth particularly since 1992-1993, in tune with the growing use of containers for all types of cargo in the international trade. The port operations start with the ship reaching the port area. The ship has to call upon the port where it wants to dock, to get the permission to anchor on the port. The ship will get the permission only on submission of the Import General Manifest (IGM) to the customs (through the port authorities). IGM is the list of material which will be unloaded at the said port with details like the loading port, consignor, consignee, quantity, etc.

Improving port efficiency: a comparative study of selected ports in India

In the age of globalisation, seaports play a vital role in connecting national supply chains to the global marketplace. Improving port operations has become a priority for many countries. One of the ways to achieve this objective is evaluating the present efficiency as per the parameters laid down for port industry. This paper measures the efficiency of the major Indian seaports using data envelopment analysis on selected input and output variables. The input variables included – storage facilities, number of berths and number of cargo handling equipments. The two output variables included were average total turnaround time and average output per ship berth day. Six out of 12 ports were identified as efficient ports. Further, an attempt is made to identify various areas for improving the port efficiency based on interviews with port managers from a selected port in India, where the researchers had an opportunity to carry a research project. The interviews were based on a series of qualitative discussions pertaining to the efficiency of ports with the port managers. The study can thus form the baseline on which further adaptation can be made to suit their specific needs.

Competition, excess capacity and pricing of dry ports in India: some policy implications

The pricing of dry ports and allied infrastructure is one of the many controversies of Indian economy at present. It arises out of the need to reconcile the cost of dry port infrastructure investments made by the government, with a long term objective of stimulating the national economy as a whole and regional economy in particular, with the pricing policies adopted by the dry port operator. Thus the role of public investment in infrastructure projects like dry ports is re-evaluated. With the end of public sector monopoly and entry of private sector in the logistics service industry, the resulting competition has raised the sceptre of the need for level playing field among the competitors. This paper shows how appropriate pricing of the dry port infrastructure is desirable for investment costs recovery on one hand but also assist the user in gaining competitive advantage by protecting them from predatory pricing policies of the private sector on the other hand. The paper advocates the need for regulating competition by way of suitable port policy formulation which would be conducive for the growth of international trade in India.

Government policies, efficiency and competitiveness: The case of dry ports in India

Rapid economic growth in India demanded quality logistical services, implying that dry ports, often characterized by inefficiency, would play pivotal roles. While the Indian government attempted to address this problem by introducing foreign private participation, at the same time, it upheld its social-democratic tradition where local operators and interests should not be edged out by external competition. Hence, it is the endeavour of this paper to investigate how the Indian government resolved these contradictory issues and provided insight on how political influences could shape an industry's competitive structure, especially in developing economies.

National port competitiveness: implications for India

PurposeThe purpose of this study is to perform an international comparison of logistics/port operations with a main focus on India.Design/methodology/approachUsing data from the transportation and freight service industry during 2000‐2005, this study first conducts revealed comparative advantage (RCA) analysis to investigate India's logistics competitiveness and then uses data envelopment analysis (DEA) to analyze the efficiency of India's container port operations.FindingsThe study's findings suggest that in terms of India's logistics competitiveness, its freight industry is relatively competitive while its transportation industry is not. Overall, while the study indicates that India's largest container port (Jawaharlal Nehru) is not very efficient; the RCA analysis shows that India still has a relative comparative advantage over its industrialized counterparts except for Japan and France in the transportation service industry. Interestingly, the DEA results also indicate that the efficiency value of the container port in India is second only to the US port of Los Angeles among the ports examined in industrialized countries.Research limitations/implicationsRCA indicators are only able to examine past and present industry conditions based on export results, and do not provide a detailed explanation of the reasons for changes in levels of competitiveness. As for DEA analysis, this study focused only on land and equipment as input variables primarily because of a lack of data on worker efficiency. It is suggested that there is an urgent need for an overhaul of port equipment if India wants to accommodate the growing volume of imports and exports in the future.Originality/valueThis paper provides a first step toward gaining insights into India's current logistics/port competitiveness position in comparison with other emerging markets and advanced economies. This paper also contributes to providing a better understanding of the competitiveness of emerging economies (BRICs & Next 11), which are viewed as rising stars and have not yet been fully investigated in the existing literature. Several recommendations are also provided.

Predicted concentrations of biocides from antifouling paints in Visakhapatnam Harbour

The concentrations of biocides leached from antifouling coatings are monitored in most of the developed countries. However, in India and many other developing countries, there is very little data available on the concentrations of biocides in ports and harbours. The first step was to obtain the order of magnitude levels of concentrations of biocides in the marine environment of the Visakhapatnam Harbour, and the MAM-PEC (Marine Antifoulant Model to Predict Environmental Concentrations) model was used to predict these values. The Visakhapatnam Port lies on the eastern coast of India, roughly halfway between Chennai and Kolkata, and is the largest port in India. This port is a natural harbour; the long and narrow outlet to the open sea makes it a ‘poorly flushed’ harbour. Predicted concentrations of tributyltin (TBT), copper, dichlofluanid, seanine, irgarol, diuron, tolylfluanid, and zinc pyrithione were computed. The results of the computations indicate that the levels of these biocides are comparable to those in many western countries. This gives credence to the fact that persistence of TBT and some other biocides is a global problem that cannot be ignored.

Maintaining peace across ethnic lines: New lessons from the past

This policy overview draws upon two studies, one theoretical and one empirical, to explore lessons from medieval Indian Ocean trade for supporting ethnic tolerance in contemporary settings. The overview begins by sketching a model of inter-ethnic trade and violence in environments where there are 'local' and 'non-local' ethnic groups. The model suggests that three conditions are necessary to support peaceful coexistence between these groups over time: Complementarities between groups, a high cost to replicate or expropriate the source of another group's complementarity, and a mechanism to share the gains from inter-group exchange. The article then describes how these conditions were satisfied among Hindu and Muslim traders in medieval Indian ports from the rise of Islam to European ascendance in the 17th century. The article characterizes the institutions that emerged to bolster religious tolerance in these towns during the medieval period and that continued to support religious tolerance two centuries after the decline of Muslim dominance in overseas trade. Finally, the article draws lessons from the theory and India's institutional legacy to understand why ethnic tolerance fails and how tolerance may be fostered in contemporary settings.