International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 11, November 2017, pp. 591–599, Article ID: IJCIET_08_11_062 Available online at http://http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=11 ISSN Print: 0976-6308 and ISSN Online: 0976-6316

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A STUDY ON THE INFRASTRUCTURAL FACILITIES OF THE SEAPORTS IN CLUSTER

D. Rajasekar Chief Engineer & Research Scholar, AMET Business School, AMET University,

Dr. J. Rengamani Associate Professor & Research Supervisor AMET Business School, AMET University, India

ABSTRACT India has 12 Major and 148 Minor Ports. The major Ports are literally bursting at seams. World over ports are passing through a phase of structural transformation Ports in India being no exception. Indian Ports are governed by the Indian Ports Act, 1908 & Major Trusts Act, 1963 and function as autonomous bodies under the Ministry of Shipping. Indian ports (12 Major Ports) are highly labour intensive yet work at 105% of their capacity as compared to other modern international ports which work at 55%-65% of the capacity. Recognising the need to attract modern technology, introduce better managerial practices, expeditious implementation of schemes and the huge investment, the Government has decided to encourage private participation in ports. The public-private endeavours in the port sector so far, have yielded positive results. The study encapsulates the Infrastructural facilities on seaports in Chennai Cluster. Key words: Chennai Cluster, Vessel, Ports, MTPA-Million Tonnes per Annum, , Berth. Cite this Article: D. Rajasekar and Dr. J. Rengamani, A Study on the Infrastructural Facilities of the Seaports in Chennai Cluster. International Journal of Civil Engineering and Technology, 8(11), 2017, pp. 591–599. http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=11

1. INTRODUCTION The port plays vital role in economic development of the nation, the performance of the port should meet the international standards and compete with best ports like Shanghai, Singapore etc. The Port facilities plays important role for efficient and successful performance of the port in the particular region. The Indian major port performance for the year 2016-2017 the traffic handled is 647.6 in Million Tonnes, average pre-berthing time on port account is 5. 77 hours, average total turn-round time is 3.43 days, average output per ship

http://iaeme.com/Home/journal/IJCIET 591 [email protected] A Study on the Infrastructural Facilities of the Seaports in Chennai Cluster berth day is 14576 Tonnes. The study elicits the Infrastructure facilities available in the ports in Chennai Cluster such as , ( port) and port.

1.1. Chennai Port Chennai Port, the third oldest port among the 13 major ports, is an emerging hub port for Containers, and Project Cargo in the East Coast of India. The Chennai port plays gateway of all cargos and completed serving nation for 135 years. The Port has three docks and two container terminal. The three docks are Dr.Ambedkar , Jawahar Dock and Bharathi Dock. The Dr.Ambedkar Dock consists of 8 berths with draft range of 8.5 meters to 12 meters, length of berth ranging from 170.6 meters to 246.6 meters. The Jawahar Dock consists of 6 berths with draft range of 11 meters to 13 meters, length of berth are 218.33 meters. The Bharathi Dock consists of 3 Berth with draft ranging from 14.6 meters to 16.5 meters, length of berth ranging from 325.1 meters to 382.5 meter. The Bharathi dock was dedicated facility for oil terminal and supports the expansion of the CPCL's (Chennai Corporation Limited) oil refinery in the hinterland. This oil terminal is capable of handling vessels. The facilities include pumping at the rate of 3000 Tonnes per hour for Crude oil and 1000 Tonnes per hour for Petroleum Products. The two Container Terminals are Container Terminal 1 and Container Terminal 11. The Container Terminal 1 consists of 3 Berth with draft 13.4 meters, length of berth ranging from 200 meters to 285 meters. The Container Terminal 11 consists of 3 Berth with draft 15.5 meters, length of berth ranging from 270 meters to 287 meters. The Chennai Port privatized these terminals and is operated by Chennai Container Terminal Private Limited. The Port has handled 52.54 Million Tonnes of cargo volume for 2014-15 and 51.10 Million Tonnes of Cargo in 2013-14. Container Volume increased to 1551549 TEU's against 1467855 TEU's in 2013-14. Chennai Port has very good railway facility, considered one of major ports having Terminal Shunting Yard and also runs their own railway operations inside the harbour. The port is having railway lines running up to 41 Kilometers, 8 sidings to handle wide range of cargo like Granite, Food grains, Dry Bulk, etc., and for handling containers separate sidings are available. Chennai Port is one of the five major ports in the country that have been identified by the Ministry of Shipping for development of cruise terminals, other four being , , and Mangaluru. The passenger cruise terminal is located in the West Quay with facilities like immigration, scanning, health checkup and duty free shops.

1.2. Kamarajar Port Limited Kamarajar Port Limited (KPL) also called as Ennore Port, designed as a world-class port, with two breakwaters one in the north measuring 3,080 m and the other in the south measuring 1,070 m it has the capacity to develop 20 berths for handling a variety of bulk, liquid, automobile and container cargo. Kamarajar Port has two designated berth for Tamilnadu Generation and Distribution Corporation (TANGEDCO) for handling its thermal power plant requirements. The Chennai port cannot handle coal/ due to order in 2011 which made kamarajar port primarily to handle coal & iron ore of Chennai port also. The Kamarajar port totally has 5 berths Coal Berth 1 & 2, Chettinadu International Coal Terminal (CICT) , Marine liquid Terminal 1 ( MLT1), General cargo Berth (GCB). The Coal Berth 1 ( CB1) & Coal berth 2 (CB2) are coal berth are same size , length is 280 meters and can handle ship capacity up to 77000 Deadweight (DWT). The Chettinadu International Coal Terminal (CICT) , this berth is designated to handle other coal handling apart from Tamilnadu Generation and Distribution Corporation (TANGEDCO).The CICT berth length is 260 m and can handle ship capacity up to 150,000 DWT. Marine liquid Terminal 1 ( MLT1) berth is oil terminal berth to handle Petroleum, oil ,lubricants (POL) and

http://iaeme.com/Home/journal/IJCIET 592 [email protected] D. Rajasekar and Dr. J. Rengamani chemicals. MLT1 berth has length is 260 m and can handle ship capacity up to 150000 DWT. General cargo Berth (GCB) berth for general cargo and exports. This berth will be able to accommodate the world's largest car carrier of capacity of 8,000 cars. Further it has a back-up area of 141,000 sq.m with an expansive car parking yard for 10000 cars which is the largest facility in any Indian port. The future projects are LNG terminal at kamarajar port is being set up by the Ltd (IOCL) which is expected to complete in year 2018. The is setting up container terminal and multi-cargo terminal is being developed by the Chettinad group. KPL has planned to undertake work so that 18 meter draft can be achieved which will allow capsize vessel for bulk carrier can be handled by the port.

1.3. Kattupalli Port Kattupalli port is india’s most modern port complex and it was taken over by Adani Ports and Special Economic Zone Ltd, (APSEZ) under Adani Kattupalli Port Private Limited(AKPPL). APSEZ represents a large network of ports with India’s largest SEZ at . APSEZ Port Business is integral to its Logistics Business and is India’s largest private port operator with presence across 10 locations. The port uses latest technology, adopts best method to establish Kattupalli Port world class port. The kattupalli port initially is developed by L&T Shipbuilding Limited (LTSB), the port is an integrated cum port. Kattupalli started commercial operations in January 2013 from two berths with a total length of about 710 metres. The berths are designed to handle container, dry bulk and break- bulk cargo. The port is capable handling container vessel length up to 334 meters, car carrier vessel in length up to 230 meters, bulk carrier vessel length up to 250meters. he kattupalli port facilities to build commercial ships, defence ships including submarines, Refitting and re- engineering of commercial and defence ships and Off-shore platforms. When fully completed, it will be the largest shipyard in . Once operational, the shipyard will become a nucleus for heavy engineering industry (fabrications and components manufacturing). This would make Chennai a hub for engineering components. Kattupalli Port offers best –in-class facilities for RORO to shipping lines in terms of the infrastructure catering to their needs. Exclusive yard fully paved and well illuminated to extent of 15 acres to start with, will be expanded in the near future to ultimately to accommodate over 10,000 cars. Kattupalli port has managed to get more National defense contracts. The has mandated the building of seven offshore patrol vessels (OPV) of which two will be launched in the second half of the year. It has also launched 32 of the 54 interceptor boats that the Coast Guard has ordered and is also working on orders from the Vietnamese Navy for coastal vessels. The yard could also become a major refit destination, especially for vessels it builds. The yard has already done four refits during the 2016-17 financial years and expects to see substantial business from the refit/repair business too. L&T launches Floating dock FDN2 for building navy ships at kattupalli port on 20 June 2017.

2. LITERATURE OF REVIEW The Chennai port is handling all kinds of cargoes and the infrastructure available in the port is an asset to the shipping industry in the southern region (McCall 2004). In the sea borne of India the Chennai port comes under the category of most important ports in east coast. It is growing as a hub port of handling container in the east India. In terms of volume of cargo handled the Chennai stands in third place (Talley 2000). Chennai port has been identified for development as a hub port on east coast of India struggling to improve the performance and productivity levels of the terminal

http://iaeme.com/Home/journal/IJCIET 593 [email protected] A Study on the Infrastructural Facilities of the Seaports in Chennai Cluster and brings it on par with the standards of the leading container ports of the neighbouring countries through modernization and up gradation to bring mainline vessels (Starr 1991). The Chennai port performance of ship development comes on the 2nd best cargo handling next to JNPT. The efficiency of the port indicates the high performance level during the period of 1988-89 to 2008-09. The regression analysis between the level of cargo handling and ship performance indicates that the level of ship performance influences the level of cargo handling by 93 percent of tones the relationship between the level of income and expenditure is statistically significant as the R2 is 0.93 whilst cargo handling and performances indicates that influences the level of cargo handling by 97 percent tones is statistically significant as the R2 is 0.97. The comparative study of pre and post reform shows that the performance of Chennai port is profitable, efficient and highly productive (C.K.Gomathi 2012). The Direct Port Delivery (DPD) programme that allows importers to take delivery of their cargo directly at the container terminals is picking up at Chennai port. Nearly 19 per cent of all import cargo at the port is cleared under this programme.It was a gradual pick up because of last mile connectivity issues at the terminals. The usual practice is that an import container on landing at container terminal is first taken to a designated container freight station (CFS) from where importers take delivery of cargo. However, with DPD, importers can take the cargo directly to the factory saving nearly ₹5,000 per box. (Te Raja Simhan, Business line) Kamarajar Port Ltd (KPL), formerly known as Ennore Port, has set its sights high and is bracing to become one of the top five ports in the country by 2020. The upgrade plan entails increasing the port’s capacity to 86 million tonnes per annum (MTPA) from the present 32 MTPA, at a total investment of INR7,300 crore. In the works are the expansions of its coal cargo handling capacity, setting up of more multi-cargo terminals, including two extra terminals for automobiles, besides upgrade of other infrastructure facilities. Located 24 km to the north of Chennai Port, KPL is India’s only corporatized major port, with the Centre holding 68% stake in it and the remaining held by the Chennai Port Trust. Initially serving as a mono-commodity coal port for the Electricity Board (TNEB). KPL has over the years developed into a multi-cargo port, having created infrastructure for handling liquid bulk, automobiles and general cargo. As part of the expansion plan, contracts have been awarded for creating additional terminal facilities which include two more berths (9MTPA each) for the Tamil Nadu Generation and Distribution Corporation (TANGEDCO) at an investment of INR 500 crore, modification of the existing iron ore terminal to allow handling of coal, and an LNG terminal. The LNG terminal at the port is being set up by the Indian Oil Corporation Ltd (IOCL) at an estimated investment of INR 5,151 crore and would create 5 MTPA capacity, with a provision to expand it to 10 MTPA. Construction work is expected to be complete by 2018 end. The container terminal is being set up by the Adani group at an investment of INR 1,270 crore while the multi-cargo terminal is being developed by the Chettinad group at an investment of INR 151 crore. These are expected to be operational by the end of this month. (Article by Sajan C Kumar 2017, financialexpress.com) The decks have been cleared for Adani Ports and Special Economic Zone Ltd (APSEZ) to formally acquire Kattupalli port near Chennai from L&T Shipbuilding Ltd (LTSB) after a government agency cleared the bifurcation of the environment and coastal regulation zone (CRZ) clearances granted to the shipyard-cum-port complex. L&T Shipbuilding is 97 per cent owned by Larsen & Toubro Ltd (L&T), with Tamil Nadu Industrial Development Corporation (TIDCO) holding the balance stake. The and port was awarded to L&T in 2008 for development and operations for 30 years by the Tamil Nadu

http://iaeme.com/Home/journal/IJCIET 594 [email protected] D. Rajasekar and Dr. J. Rengamani government as a so called captive port a facility developed by an entity for handling its own (captive) cargo. Formalities for the acquisition of Kattupalli port, is in the final stages. APSEZ has paid ₹1,450 crore till March 2017 for the acquisition which will be completed soon, according to the company. The firm achieved over 500 per cent growth as the official operator of Kattupalli, with container volumes rising from 7,900 TEUs a month in November 2015 (when the deal was announced) to over 35,000 TEUs per month in FY17.APSEZ plans to transform Kattupalli into a multi-commodity port with a capacity to handle 24.65 million tonnes (mt) of cargo including 1.8 million TEUs, 149,899 automobiles, 0.44 mt of project cargo, 1.82 mt of break bulk/general cargo and 0.57 mt of edible oil, base oil, lube oil and non-hazardous liquid cargo. (P Manoj 2017, Business line).

3. RESEARCH OBJECTIVES The study has got the following research objectives: • To identify the opinion of the seaport users about the infrastructural facilities available with regard to the seaports in Chennai Cluster. • To compare the infrastructural facilities available for the port users of Chennai Port, Kamarajar Port and Kattupalli Port.

4. RESEARCH HYPOTHESES In order to achieve the objectives, the researcher has set the following hypotheses:

H1: There is a significant difference in the opinion given by the port users about the Infrastructural facilities in the seaports of Chennai Cluster.

H2: There is a significant difference in the opinion given by the port users about the Port Connectivity in the seaports of Chennai Cluster.

5. METHODOLOGY The study considered the users of seaports in the Chennai Cluster as the target population. The sample size was calculated based on the population size by using the sampling formula suggested by Cochran (1963) with 95% confidence level and ±5% precision. The sample size fixed up for the study is 150. The sample responses were obtained by using Multistage Random Sampling Method. The infrastructural facilities were measured on a five-point scale (Likert scale) from 1 (strongly disagree) to 5 (strongly agree).

6. ANALYSIS AND INTERPRETATION 6.1. Demographic Analysis The demographic details of the port users of the seaports such as Chennai port, Kamarajar port & Kattupalli port in the Chennai Cluster are given in Table-1. It can be inferred that more percentage of port users of all the three ports falls under 30-40 age category. Moreover the majority of the type of port users is NVOCC/MTOs. The majority of the port users have Diploma education and the port users experience with port operation happens to be 5-10 years.

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Table 1 Demographic Factors Chennai Kamarajar Kattupalli Demographic Factors Port Port Port (in %) (in %) (in %) Age of Port User 20 - 30 14 12 11 30 - 40 48 52 42 40 - 50 20 24 22 50 - 60 14 9 11 > 60 4 3 14 Type of Port User Port Agent 11 9 7 Freight Forwarder 18 14 11 NVOCC / MTO 24 34 36 Logistics Service Provider 22 18 17 Exporter / Importer 18 11 22 Others 7 14 7 Education of Port User 10th Standard 2 4 3 12th Standard 22 31 18 Diploma 42 38 38 UG Degree 21 19 32 PG Degree 13 8 9 Experience in Port Operation Below 2 years 12 8 12 2-5 years 22 42 38 5-10 years 28 41 21 10-15 years 32 8 23 Above 15 years 6 1 6

6.2. Reliability and Validity Testing The constructs in the questionnaire were tested for reliability and consistency by calculating cronbach’s alpha for Infrastructural facilities and port connectivity and found to have satisfactory values of 0.95 & 0.92 respectively. This shows that the constructs are consistent and reliable.

6.3. Analysis of Variance (ANOVA) In order to test the hypotheses, Analysis of Variance was applied. The F-values and the corresponding p-values are given in Table-2 & Table-3. In order to test the hypotheses, one way Analysis of Variance is used. By carefully analysing the p-values, it can be inferred that the p-values for some of the attributes are on the higher side and it shows that the hypothesis can be accepted for some of the attributes and for other attributes, it can be rejected as given in Table-2. It can be interpreted that the infrastructural facilities for handling bulk cargoes in Chennai Port and Kattupalli Port are not satisfactory as specified by the port users. Apart from that all the three ports are not having the efficient and time saving methods for Shifting of container within the port like rail sidings etc, infrastructure at present available in order to avoid congestion while shifting /loading /unloading of container operation. Moreover the infrastructural facilities for handling liquid bulk cargo and gas cargoes are available in Chennai Port as compared Kamarajar port and Kattupalli port.

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Table 2 One way ANOVA of Infrastructural Facilities Chennai Kamarajar Kattupalli Port Port Port Infrastructure Facilities F-Value F-Value F-Value (p-Value) (p-Value) (p-Value) Bulk cargo terminal & loading /unloading of cargo 3.46 2.69 3.12 infrastructure meet the international standard (0.009) (0.018) (0.012) Bulk type cargo handle by port as shown steady 6.46 2.45 7.46 growth every year (0.186) (0.007) (0.218) Bulk Cargo storage infrastructure meet the 6.12 2.21 6.25 international standards (0.186) (0.006) (0.118) Container terminal infrastructure meet the 2.14 2.16 2.59 international standards (0.018) (0.007) (0.018) Container freight station capacity is good enough to 2.11 3.17 2.02 meet the port container volume of traffic. (0.008) (0.008) (0.003) Port can manage import & export container and 2.21 3.12 2.55 balance both as some time export container is less (0.017) (0.028) (0.027) when compared with import container The port has efficient & time saving methods for Shifting of container within the port like rail 6.44 6.28 8.35 sidings etc infrastructure at present available in (0.425) (0.325) (0.524) order to avoid congestion while shifting /loading /unloading of container operation. Port meets the international standards for liquid 2.11 7.22 8.35 cargo terminal like crude oil , gas oil , gasoline etc (0.007) (0.234) (0.215) Port has sufficient cargo storage capacity, like shore 2.36 2.58 1.32 tanks, so that vessel cargo discharge rate can be (0.018) (0.017) (0.011) high which will help less port stay of vessel at berth Port has infrastructure meets international 2.45 6.67 7.34 standards for LPG & LNG cargo (0.014) (0.235) (0.532) Port has facility for cruise terminal and it meets 2.34 2.56 2.34 international standards (0.005) (0.012) (0.014) Port has Marine services facility like bunkering , 3.12 2.12 2.15 fresh water, ship stores, waste disposal and Ship (0.029) (0.012) (0.017) repairs , it meets international standards 2.72 8.15 2.22 Port has dedicated berth for coastal ships like JNPT (0.028) (0.088) (0.068) Port has equipped railway siding up to wharf / 8.25 6.13 6.02 berths (0.535) (0.586) (0.635) *: the values in the brackets represent p-values In order to test the second hypotheses, one way Analysis of Variance (ANOVA) is again used. By carefully analysing the p-values, it can be inferred that the p-values are less than 0.05 and the hypothesis can be accepted as given in Table-3. It can be inferred that the port users have a sort of good opinion about the port connectivity of all the three ports in Chennai Cluster. The port hinterland connectivity, Idea of implementation of elevated express way, Rail connectivity, Airport connectivity, Road connectivity, Coastal shipping connectivity and by restoring the for inland water connectivity.

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Table 3 One way ANOVA of Port Connectivity Facilities Chennai Kamarajar Kattupalli Port Port Port Port Connectivity F-Value F-Value F-Value (p-Value) (p-Value) (p-Value) Port hinterland connectivity from road bottle necked 2.41 2.21 3.32 near port area 15-20 km due city traffic (0.019) (0.023) (0.012) Elevated expressway from / to the Zero Gate at ChPT, Ennore 2.12 2.45 2.36 manali road project, ennore & kattupalli port road (0.000) (0.001) (0.008) project, outer ring road project will help road connectivity to port Port has good railway connectivity meet 2.12 3.21 2.25 international standards railway connectivity further (0.186) (0.006) (0.118) it extends within port area as well. Port has good connectivity to nearest airport so that 2.34 2.42 2.14 goods can be shipped through flight as well. (0.018) (0.007) (0.018) Port has good facility in connectivity through 2.34 3.73 2.32 coastal shipping (0.002) (0.005) (0.017) Port cargo volume dependent on good road 2.23 2.38 2.15 connectivity (0.001) (0.012) (0.011) Port cargo volume can further increased if good 2.53 1.33 1.34 railway connectivity (0.017) (0.023) (0.008) Port cargo volume can further increased through connectivity of inland water ways , like restoring 2.22 2.35 2.32 Buckingham canal from Kakinada, AP to (0.015) (0.012) (0.012) Marakkanam , TN * : the values in the brackets represent p-values 7. CONCLUSIONS The study has identified the lack of availability of the required infrastructure in all the three seaports of Chennai Cluster as compared to the International seaports. This has led the customers to reduce the usage of said ports for the transportation of cargoes. The lack of infrastructural facilities has led to serious port congestion and port connectivity. Ports infrastructure market in India is projected to grow at a CAGR of over 9% during 2016-2025, on account of heavy infrastructure funding at ports and related such as connecting roads, railways and Coastal Economic Zones. Additionally, National Perspective Plan of envisaged an investment of over USD10 billion for the next five years, aimed at development of ports. This investment inflow is anticipated to minimize demand and supply gap at ports in India in the coming years. Modernization and expansion of major ports is anticipated to fuel the growth in marine transport sector in India. Additionally, several Coastal Economic Zones (CEZs) projects are underway to concentrate manufacturing clusters near major ports and this is expected to surge demand for maritime trade in the country. Port led industrialization is anticipated to provide immense scope for reduction in logistics costs. Rising number of Public Private Partnerships and 100% FDI under automatic route for development of ports is anticipated to encourage international companies to start operations in India in the ensuing years.

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