Tuesday, March 27, 2018

Indian sea ports container capacity,comparison with China ports

Why 12 Indian sea ports container capacity is less than equal to one fourth of a single Chinese sea ports?


1. There is need to augment the capacity of existing sea ports to 100 million capacity rather making investment in building new ports.

2. Ineffecient multi modal transport in Indian logistic system.

3. There is no better maritime infrastructure.

4. Absence of proposed port strategy which includes a clear articulation of function and hierarchy of India’s ports within context of a national supply chain.

5. No single window clearance which promote ease of doing business in a port sector.Private port operators are already introducing automation and technological advancements, this should be complemented by improvement in customsprocedures.”

Some Chinese ports

Indian sea ports container capacity

Indian sea ports container capacity

Indian sea ports container capacity

Some Indian ports

Indian sea ports container capacity

Indian sea ports container capacity

Indian sea ports container capacity


Indian ports are way behind Chinese ones once it involves handling of containers. India’s total containerized wares capability of eight.75 million TEUs (twenty-foot equivalent units) at its twelve major ports is a smaller amount than 1 / 4 of containerized merchandise handled at China’s single port of Shanghai.

"Shanghai instrumentality port handled fourfold a lot of containers pegged at thirty six.5 million TEUs in 2015 compared to the combined output of eight.4 million TEUs in 2016-17 in any respect the key ports in India", consistent with study titled 'Indian ports sector: Challenges of scale and economical operations' done by business chamber Assocham.

 China has four ports that handle over twenty million TEUs, Shanghai, Shenzhen, Ningbo & Zhoushan and urban center Chin, same Assocham executive D S Rawat.

India's ports, however, are speedily increasing traffic, handling over a billion metric ton of wares in a pair of016-17 and therefore the capability is predicted to extend to 2.5 billion tonnes by 2025. The freight in the main contains leader (petrol, oil, and lubricant), coal, ore and alternative commodities.

All our twelve ports combined along handle 647 million tonnes of wares, that is a smaller amount than the Ningbo and Zhoushan port in China that handled regarding 900 million tonnes of wares in 2015. the explanation being that capacities of Indian ports are a lot of below a hundred million tonnes a year, same Assocham authority Arvind Kumar.

Even on the parameter of overall wares, each with or while not containerisation, Asian country encompasses a fragmented capability at totally different ports. In China, there are six wares ports that may handle over five hundred million tonnes cargo each year additionally to the eight alternative ports, that handle wares between a hundred million tonnes and five hundred million tonnes.

 Commenting on the infrastructure in Asian country, Rawat said: "The port scaling in China isn't solely previous us however it over-awes even the key countries. Of the world’s prime twenty ports, fourteen are in China.

No Indian port figures within the top-20 list.

In distinction, Asian country has simply 2 ports, that handle wares on the far side a hundred million tonnes — these are Kandla and Mundra. massive productivity gains will be achieved by rising existing ports at a far lower price, the study noted.

The Assocham report same that use of containers is imperative to push multi-modal transportation. These containers will travel across all modes. "Container could be a transport unit further as a provision unit. Containers save handling prices once freight should be transferred from one mode to a different (for example: from ships to trucks or truck to rail). This entails cost-efficient models with prepared infrastructure", the report superimposed.

The Dhamra port arising in Odisha has a plus because it has deep draft upto twenty meters. once it'll be absolutely operational, it will accommodate massive instrumentality vessels. Odisha as a state is healthier equipped to handle rising volumes of wares, Kumar superimposed.

The state court call to lose the case bearing on fitting thirteen non-major ports on its 480 kilometre-long lineation can additional boost the prospect of port infrastructure, usher in investment, produce thousands of jobs and conjointly boost the revenues of the state monetary resource, Rawat superimposed.
Thus we can see that there is huge difference in container handling and infrastructure

India is a long ways behind in all the key execution pointers identified with port-drove improvement than China, says a report as of late distributed by the Ministry of Shipping. 

The report comes when China in an offer to beat India in catching more extensive space in the worldwide economy has set up linkage with Pakistan's Gwadar port even as India sets itself up to get to the Chabahar port in Iran. 

Underlining India's failure to streamline on it's luxuriously blessed sea favorable circumstances in the last 50 years, the report says that China drives India by a factor of seven times to 16 times on the deliberate parameters. 

The report says that among ports and power generation stations, India requires linkages that would improve the expense of fuel transportation, an absence of which has caused high vitality creation cost. Vitality costs 19 pennies for each kilo watt hour in India while it costs 11 pennies for each kilowatt hour in China. 

Power generation is likewise higher in China because of forceful port-drove improvement did by it in the ongoing past. At the point when the neighboring country produces 5,000 billion kilo watt long stretches of intensity, India creates just 1,000 billion kilowatt hours. 

China tolls seven times higher in number of petro-substance wafers those have come up because of port-drove advancement. The neighboring nation has built up upwards of 46 petro-concoction wafers in contrast with just 7 in India. 

Less expensive crude materials made conceivable by port-drove advancement has activated 823 million ton of steel creation in China. In India crude materials fly out long separations to generation centres,which is tedious, because of which the nation creates just 87 million tons of steel. 

For a similar reason concrete creation is as high as 2,480 million ton for each year in China because of port-drove advancement and India falls behind at 280 million ton. 

The report additionally says that, in spite of having 7,500 kilometers of coastline, none among the 200 Indian ports figure in the rundown of worldwide best 20. 

Absence of consistent availability high transportation costs in India regarding both time and money.Export Import holders travel a separation of 700 to 1000 kilometers between generation focus and ports in a distinct difference to 150 to 300 kilometers in China. 

A holder sets out around 7 to 17 days from the hinterland to vessel when contrasted with 6 days in china. 

Additionally, Indian ports are for the most part little where vessels of the measure of 5,000 TEUs can call at, though in China the normal size is 12,000 TEUs. This has prompted increment in transshipment cost for India. 

The report says that 25 percent of transshipment is conveyed in Singapore and Srilanka, coming about to a gigantic misfortune in business. 

Indeed, even as India hacks up 14 percent of it's GDP in cargo consumption, just Yangtze stream framework in China outfitted with upwards of 92 ports and 13 conduits creates an incredible 20 percent of the nation's GDP. 

This very investigation done by Ministry of Shipping underlines what it takes to be a monetary power house that China is. 

The much discussed Sagarmala venture started by the service of Shipping goes for connecting these lacunas to India's waterfront and inland transport framework by a multi-pronged methodology.



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