Slide 1
Location and FeaturesFirst major port in India, operational
since 1870 Situated 232 km from Sand head, thus making this
distance one of the longest pilot age in IndiaBerths are located at
two places: Kolkata Dock System 232 Km upstream from sand
headHaldia Dock System 28 m upstream from sand headKDS handles
majorly containers and break bulk cargo and has 34 berthHDC majorly
handles bulk cargo material and has 15 berthKoPT has vast
hinterland and has connection with inland through NH-6, NH-2 and
NH-34
Kolkata Port Trust Performance(2001-02)- Cause and Factor
Analysis FactorsCausesStagnant material HandingDelay in the ship
passage due to unprecedented cuts and drafts made it less
preferable option and only the needy used the service of portHigh
Demurrage chargesAs the ship passage was delayed the entire cycle
of loading and unloading was also effected Drop in total material
handledKDS experienced a drop in cargo carriage specifically the
eatable items due to decrease in demandUn equal distribution in
traffic between KDS and HDCWhile the demand for containerised item
decreased , the demand in commercial item such as coking coal, iron
ore and general cargo. The exclusivity in the handling features of
port lead to congestion at one port and also uneven distribution of
trafficDrop in the revenue and profitHowever the revenue increased
during the decade (90-20), the net revenue dropped. The major
causes being increase in the operational cost mainly dredging and
employee cost.Supporting agent problemsInefficiency in the
supporting agents such as carrying and forwarding agents, steamers
and customsPerformance(2001-02)- Major Factors and
ImplicationsDredging Expenses High dredging expense due to heavy
siltation in Hooghly riverUntimely and irregular reimbursement from
the government High dredging expense and delay in reimbursement of
the expense leading to reduction in port charges and hence resulted
in the reduced fare and revenue collection Employee Issues High
dredging expense and non timely reimbursement from the government
led to irregular cash flowThis resulted in irregular salary
paymentThe domino effect arising from it has major
repercussionsEmployee moral was reduced extremely and hence the
productivity when downOther problems such as delay in pension
payment of the retired employee due to lack of corpus cash was
multiplying the distress situation Discontinuation of KPD II, poor
road connectivity and higher maintenance Poor connectivity has lead
to decline of exports from farther hinterland areas such as UP ,
BiharHigher maintenance cost for railway lines was another
concernPerformance(2001-02)- Steps towards Transformation Bringing
In PPP (Public Private Partnership)Enhancement of capacity
utilization at the ports Leasing out of berth 12 at HDC to Tata
Martrade International Logistic Limited on build operate and
transfer basisAllotment of berth 4A under similar contract to
International Seaports ltd.This resulted in high return in terms of
capital invested for the development of the portsFurther the move
coincided with the governments decision of developing port with a
public private partnership only.Customer oriented policiesCreation
of groups for understanding the market and customer
perspectivesRationalization of the tariffs based on through put
time of the cargo Providing assistance for agency jobs such as
forwarding, streaming and customsOperational transformationAllowing
deep draft operation for cape size vesselsReopening of KPD-II and
carrying out modernization in order to increase productivity
Manpower transformation and changesReduction of manpower form 41000
to 14000Computerization of the documentation jobs thus avoiding the
corruption on the part of babu,s and documentationImpacts of
TransformationInitiatives led to increase in traffic from 30 mt in
2001-02 to 55 mt in 2006-07.In 2006-07, KoPT contributed 13% of
total Indian major port cargo.2nd rank after Viskhapatnam port in
terms of total port cargo.80% increase in container traffic.3204
ships handled at KoPT in 2006-07.Net surplus increased from -7.53
cr in 2000-01 to 120.37 cr in 2001-02 and 465 cr in 2006-07.Average
turnaround Time of Ships was reduced to 3.95 days in 2006-07 from
4.21 days in 2001-2002At KDS, Average output per ship increased
from 2215 tons in 2001-02 to 4490 tons in 2006-07.At HDC, Average
output per ship increased from 6207 tons in 2001-02 to 8770 tons in
2006-07.There was an increase in railway earnings from 36.9 cr in
2001-02 to 139.2 cr in 2006-07.The earnings from estate rentals
nearly doubled during the same period.
Competition Dharma Port
Concession from Orissa Government to build on BOT for a peroid
of 34 years.Planned to be deepest ports of India with a draft of
18m.Can accommodate vessels upto 180000 DWT.13 berths capable of
handling 83mt per annum.
Paradip Port
8th major major port, opened in 1966.Serve a large hinterland of
Orissa, Jharkhand, West Bengal, Chhattisgargh and Bihar.Port mainly
deals with bulk Cargo.
Kulpi PortCombined with :weather port
facilitiesenvironmnet-friendly ship breaking yardIndustrial
park
Issues in 2006-07 High operating expenditure amongst all ports
in 2006-07. Delays from Central governemnt in reimbursement of
Dredging expensesNumber of employees retiring by 2016, about 3714
at KDS and 2254 employees at HDC would be retiring.Huge burden of
Payment of pension.
Constraints at HDCBerthing congestionsLock gate restrictionsRoad
connectivityInadequate equipments
Constraints at KDSTug shortage.Lack of adequate equipments like
MHCs, RMGC, trailers.Absence of once window clearance for
permissions.
