Simulation-based Testing of Unmanned Aerial Vehicles with Aerialist
Presentation ppp
1. Private Sector Participation in
Ports
Submitted by
Shyam Anandjiwala(2014CEC2720)
Aditi Rajbansh (2014CEC2718)
PPP’s in Gujarat Ports Sector
Presented by :
Ravindra Pratap Singh
Surya
Rashid Ali
2. • Gujarat is strategically located with India’s longest coastline of 1600
km and is the nearest maritime outlet to Middle East, Africa and
Europe.
• The state has the highest number of operational ports and
commercial cargo ports. The state ranks first in cargo throughput
amongst all Indian ports.
• The state has 49 ports which include 1 major port and 48 non-major
ports which are geographically dispersed across south Gujarat,
Saurashtra and Kutchch region.
3. • The State Government has set up Gujarat Maritime Board - the first
autonomous Board in 1982 to develop, administer and regulate the
Gujarat non-major ports.
4. Overview of Indian Ports
Major Ports
12 major
Ports
Government of India
– Ministry of
Shipping
Major Port Trust
Act, 1963
Tariff Regulation
(TAMP)
Minor Ports
187 minor
ports
State Governments/
State Maritime
Boards
Indian ports Act,
1908
No formal
regulator
5. Why PPP in Ports Sector?
• To encourage and increase competition
• To enhance performance
Capacity augmentation and utilisation rates
Increasing efficiency & productivity
to improve port competitiveness
• To attract investments/funding
• Strengthen linkages with global markets
• Strong Global networking
6. FACTORS FOR DEFECIENCIES IN PORTS
• Designed to handle specific types of cargo
• Under-utilisation of traditional berths and over utilisation of new
cargo berths
• Poor equipment utilisation & maintenance
• Absence of inter and intra-port competition to poor inland
connectivity
7. PPP Variants in Port Sector
PPP Model
Operations &
Maintenance
Investment
Ultimate
Ownership
Duration
(years)
Rehabilitate, Operate &
Transfer (ROT)
Private Private Public 20-30
Rehabilitate, Lease/Rent &
Transfer (RLRT)
Private Private Public 20-30
Build, Rehabilitate,
Operate & Transfer (BROT)
Private Private Public 20-30
Build, Operate, Transfer
(BOT)
Private Private Semi private 20-30
Build, Own, Operate,
Transfer (BOOT)
Private Private Semi private 30+
Build, Lease ,Own (BLO) Private Private Private 30+
Full Privatization Private Private Private Indefinite
Source: Hammammi et al. (2006)
8. Issues during Project Development
• Non realization of estimated traffic
• Minimum Guaranteed Amount (MGA)
• Competing ports in near vicinity
• Lateral defects in the assets
• Public resistance
• Non level playing field for private operator
9. Issues with PPP in port sector
• Regulatory issues
• TAMP regulations on major ports
• Poor Hinterland Connectivity
• Administrational issues
• Labour oppositions
• MCA framework
Less flexibility
Non extension of concession period
10. Project Details(Kandla Barge Jetty Project)
• Project Brief: The project involved setting up of barge jetty at Kandla Port in Gujarat.
• Project Status: Operation and Maintenance Stage.
• Project Capacity :2.0 MMTPA (million metric tonnes per (annum)
• Concession Duration: 360 Months.
• Bid Parameter: Revenue Share.
• Type of PPP: Build-Operate-Transfer (BOT)
• Project Contractor( Name Of Authority )IFFCO Kisan Bazar & Logistics Limited
• Date to Start of Commercial Operation (as per Concession Agreement) :16-Nov-2013
• Concession End Date (as per Concession Agreement): 16-Feb-2041
• Project Cost (as per Concession Agreement) in Rs Crore:27.67
11. Capacity Scenarios
• The share of GMB ports from total non-major ports of India is about
72% and Gujarat non-major Ports handled 32% share of total national
cargo in 2014-15, up from 3% in 1982.
• State Govt has successfully developed private ports at Pipavav,
Mundra,Dahej,Hazira.
• Gujarat ports’ total capacity is that of 466 MMTPA in 2015-16. It is
estimated to increase to about more than 864 MMTPA in 2020. This
includes capacities at all private sector, joint sector ports and private
and captive jetties.
12. • There are total 10 operational shipbuilding yards in the state with the
capacity of 1.11 million DWT.
• Major operational shipyards are ABG Shipyard at Dahej and Magdalla
with capacity of 80,000 DWT followed by Pipavav shipyards, L&T
Shipyard at Hazira.
13. Project Name Location : PIPAVAV
• Project Type: Green Field port
• Name of the Developer: Gujarat Pipavav Port Ltd.
• District: Pipavav, Bhavnagar
• Cargo Handled (2013-14): 9.07million tonnes
14. • Initially, development of port has been taken up in joint sector by the
joint sector company M/s. Gujarat Pipavav Port Ltd. (GPPL) in which,
26 % of shares were with Gujarat Maritime Board.
• Later in 1998, GMB disinvested from the project and it has been
decided to develop in private sector on BOOT basis.
• Pipavav port, the first private port in the country was developed
under the BOOT Policy.
• The port is operational since 1996 having a jetty of 725m long for
handling solid bulk, containers and one liquid berth for handling
liquid cargo
15. • The port is now being managed by APM Mearsk and GPPL handled
total cargo of 9.12 million tonnes during the year 2015-16.
• The Port is well connected with broad gauge rail connection with
commissioning of double stacked container train.
• Company has plans for further expansion of the port, for which EIA
clearance has already been obtained from MoEF.
16. • Under development/plan:
• Construction permission for Second Major expansion (Expansion
(Construction of three new liquid berths, Conversion of Liquid berth
L1 to container berth ) – approved by the Board at the cost of
Rs.1853.5 cr.) was granted by GMB in March 2015
17. Linkage projects
• Rail linkage- Last- Mile connectivity to Non- major Ports of Gujarat:
Mahuva station Pipavav- Surendranagar is under planning phase and
RajulaStation Pipavav-Surendranagar has been commissioned.
Editor's Notes
private ports enjoy price flexibility, as the government allows minor ports to determine their own tariffs in conformance with the respective State Maritime Boards
in terms of vessel turn around time, market exposure to Indian cargo, variety of cargo handling equipment.
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.
Large liner ships are unwilling to call on Indian ports as it becomes unaffordable to accept long waiting times. Indian container cargo is transhipped to Colombo, Dubai, Singapore resulting in additional costs and transportation times.
The concession agreement needs to have flexibility (criteria based) so as to allow new
shareholders, change in project development to reflect the funding requirement or
change in cargo profile etc.
Environment Impact Assessment(EIA) MoEF Ministry of Environment and Forest
