Indian Container Market Report

Indian
Container
market
www.maritimegateway.com
report
2016 by &
FOREWORD
I
feel proud to present the 4th edition of Containers India Market Report 2016 to all stakeholders
of maritime industry.
Previous year we have estimated that container market in India will see 10 per cent growth. But
reality turned out to be different. Weak global demand and continuous downtrend in exports have
impacted trade. Government’s policy decisions could not provide the expected fillip for the industry.
Indian Container Market has witnessed 6.1 per cent growth in FY16 with combined traffic handled at
all Indian ports at 12.53 Million TEUs. There have been new capacity additions on both eastern and
western coasts of India to ease the congestion at the major ports and also to serve the ever increasing
demand from the industry. In spite of bleak global shipping scenario, industry was able to register
modest growth during last financial year.
Container market growth in India predominately depends on west coast of India with its large
contribution of 73 per cent to the overall Indian container market. Newbies on the east coast of India
have been trying hard to grab their share by concentrating on their hinterland which was hitherto
being served by west coast ports. But less mainline calls and lack of manufacturing activity remain
key challenges for eastern terminals.
However East coast terminals are still able to register growth because of their aggressive marketing
strategies and foraying into global markets.
Containerization levels are also on upward trend. There has been sustained attention from the central
government to aid the shipping industry by announcing better policies and amending the existing
policies.
In this backdrop, this year’s report focusses on major commodity profiles, container terminals data
along with perspectives of some experts on industry trends.
We appreciate Drewry’s continued association and efforts in bringing out this report.
Sincerely
Ramprasad
Editor-in-chief and Publisher
Maritime Gateway
FOREWORD
Drewry is proud to be associated with
Maritime Gateway as Knowledge Partner for
Containers India 2016. It is our pleasure to
present this report.
Indian economy, after its liberalisation
in 1990s, has undergone tremendous
change. The export and import portfolio of
the economy has undergone many visible
and not so visible changes since then. This
paper attempts to look at some of the major
containerised or containerisable commodities
of India’s global trade especially during the
last five years (2011-15). Apart from looking
at the major export and import commodities
in India’s trade profile, the paper also
identifies few fast growing commodities both
on the export and import sides.
Author: Dr. Subrata K Behera

Dr. Subrata Kumar Behera (Manager – Ports
and Containers Research) with an industry
experience of nine years is well versed in
international trade and transport. He works in
the container and ports team at Drewry. He
has worked on the India and other emerging
market Container Business Analysis. He is
a Doctorate from the School of International
Studies, Jawaharlal Nehru University, New
Delhi. Besides his doctoral thesis, he has
number of research publications to his credit.
CONTENTS
CONTENTS
1. PerspectIves 04
2. Indian Container Market: An Overview 18
3. Commodity Profiles - Research Methodology 20

• Major Commodities by Volume - Top 5 Exports 21
• Major Commodities by high growth - Top 5 Exports 27
• Major Commodities by Volume - Top 5 Imports 33
• Major Commodities by high growth - Top 5 Imports 39
5. Indian Container Terminals Fact Sheet 45

Terminals Ranking 46
Terminals Performance 48
Terminals Profile
• APM Terminals Mumbai 49
• Jawaharlal Nehru Port Container Terminal 50
• Adani International Container Terminal 51
• Nhava Sheva International Container Terminal - DP world 52
• Mundra International Container Terminal - DP world 53
• Adani Mundra Container Terminal 54
• Chennai Container Terminal - DP world 55
• Chennai International Terminal - PSA 56
• APM Terminals Pipavav 57
• Bharat Kolkata Container Terminal 58
• Tuticorin Container Terminal - PSA SICAL 59
• Vallarpadam International Container Transshipment Terminal 60
• Adani Hazira Container Terminal 61
• Visakha Container Terminal 62
• Nhava Sheva India Gateway Terminal 63
• Krishnapatnam Port Container Terminal 64
• Kattupalli International Container Terminal 65
• Dakshin Bharat Gateway Terminal 66
• Haldia International Container Terminal 67
• Kandla International Container Terminal 68
This report is a proprietary of Maritime Gateway and no part of this report may be copied/reproduced in any form or any manner whatsoever without
a written consent by us. We have taken utmost care in preparing this report. Information has been obtained from sources considered to be reliable.
However, we do not guarantee the accuracy, adequacy or completeness of information and is not responsible for any errors in transmission.
PERSPECTIVES
V KALYANA RAMA
DIRECTOR (PROJECTS & SERVICES), CONTAINER CORPORATION OF INDIA LTD
ANIL SINGH
SR VP & MANAGING DIRECTOR, INDIAN SUBCONTINENT, DP WORLD
VIVEK KELE
PRESIDENT, AMTOI
CAPT A K KAURA
PRESIDENT, NORTHERN INDIA STEAMER AGENTS ASSCOAITION
CAPT DHEERAJ BHATIA

MANAGING DIRECTOR, HAPAG LLOYD INDIA.
CAPT VK SINGH
CEO, SHREYAS SHIPPING & LOGISTICS LIMITED
ENNARASU KARUNESAN
CEO – APSEZ MUNDRA & TUNA PORTS, ADANI PORTS & SEZ LTD
04
V KALYANA RAMA
DIRECTOR (PROJECTS & SERVICES), CONTAINER CORPORATION OF INDIA LTD
Indian container market: CONCOR view

Indian container ports handled 11.9 Million TEUs of Exim container traffic in FY 2015-16, which
was 3.83 per cent higher than 2014-15. It is expected that the current trend will be continued
with modest increase in the first quarter of 2015-16 wherein the total handled volume was 3.16
Million TEUs, which is 7.37 per cent higher than the corresponding figure of 2015-16.
Usage of rail transporatation for containers movement to/from terminals decreased in the first
quarter of the current Financial Year. For example, JNPT’s rail coefficient is down from 18 per
cent in 2014-15 to 17.6 per cent in 2015-16 and 16 per cent in the 1st Quarter of 2016-17. This
downward trend not only creates a situation of underutilization of ICDs in the hinterland but also
create congestion at the port side CFSs. However, various initiatives like Double stack rakes,
rationalization of empty containers tariffs can spur the industry,
Outlook for 2017
It is expected that the Port volumes will flourish with various positive steps such as the notifica-
tion on Service Tax (CENVAT Credit) and removal of Port Congestion Charges, increase not only
the volumes handled by ICDs but also the Rail Coefficiency.
Further, revival in select domestic industries such as Steel, which improve scrap for manufactur-
ing and pick up in domestic consumption owing to a better monsoon would help in achieving a
positive growth trend.
Growth prospects
Increased capacities on east coast is going to be a major player in the Logistics scenario. How-
ever, since the Exim traffic is majorly derived by Industrial, Manufacturing & other Trade Sectors.
Developments in these sectors can aid to register substantial growth on East-Coast. However, the
West Coast and hinterland movement from Maharashtra, Gujarat, the Northern & North Western
Regions will continue to grow with the expected commissioning of DFC by 2018 and envisaged
industrialization along the DMIC Corridor.
Government initiatives
Various Government initiatives such as the Sagarmala National Perspective Plan, the moderniza-
tion undertaken of Ports, Connectivity Projects of Railways, Highways & Inland Waterways, Coastal
Shipping and development of Coastal Economic Zones will definatley augment the market.
05
ANIL SINGH
SR VP & MANAGING DIRECTOR, INDIAN SUBCONTINENT, DP WORLD
Sagarmala and containerization in India

The Sagarmala programme propounded by the Modi government can undoubtedly be considered
to be one of the best shipping and ports related initiatives to have emerged at national level in
the period since India’s Independence.
Sagarmala is centered on the modernisation of the country’s ports and development of in-
frastructure that can move goods to and from ports quickly, efficiently and cost effectively,
to increase the competitiveness of the country’s export sector by cutting logistics costs. Port
hinterlands are to be industrialised and lead an economic transformation of the country’s coastal
regions, which already account for more than 60 per cent of national GDP.
At the heart of the Sagarmala initiative is the swift and unfettered movement of cargo from the
country’s ports. Yet, the export-import container trade in a country the size of India is just 10.7
million TEU (twenty foot equivalent units), with 95 per cent of this EXIM (Export – Import) traffic
being handled by seven ports, and 45 per cent of the throughput handled by a solitary port –
Jawaharlal Nehru port (JNPT), off the Mumbai coast.
A few European countries that are smaller than any single Indian state like Maharashtra or Tamil
Nadu handle twice that quantum of container throughput. If we compare India with Germany, for
example, this country’s biggest port, JNPT, has nine railway sidings, whereas Hamburg port has
135 railway sidings!
In recent times, fueled by initiatives like ‘Make in India’ and higher consumption demand, the
container trade in the country is expected to grow at a rate more than 5 per cent of GDP growth.
Steps are increasingly being taken to improve the flow of container traffic in and out of India,
partly through the proposed setting up of a container transhipment hub port in Enayam, near
Colachel in Tamil Nadu. In February 2011 a transhipment hub at Cochin was initiated, a port that
is fairly close to the southernmost tip of India, and within reasonable distance of the main East-
West shipping lines.
In more recent times, there have been efforts to develop Vizhinjam, also in Kerala, as a
container transhipment hub port with acceptable draft to accommodate the latest generation
container vessels. With Vizhinjam and Vallarpadam already there, it becomes a point to think
about whether scarce resources need to be employed in setting up a third transhipment port
06
in Colachel. One must think, what impact will Colachel have on the two existing tranship-
ment ports? Instead, would it not be advisable to employ resources to promote Vallarpadam
and Vizhinjam, and take steps to boost trade and traffic for the southern Indian hinterland
by putting incentives in place to attract international shipping lines and building the support
infrastructure?
Much thought and effort has gone in the past year to promote coastal shipping and cargo move-
ment along inland waterways, and several incentives have been taken to boost traffic along the
coast. It might make eminent sense to extend similar incentives to shipping lines that use the
facilities of Vallarpadam and Vizhinjam.
The Ministry has been aiming for annual container throughput of 20 million TEUs, i.e. nearly
double the current national throughput. A coordinated master plan must be in place to ensure
that the country’s road and rail network is able to handle this increased load. Several initiatives
have been brought in from time to time, but would be ideal if they form part of a coherent and
comprehensive policy.
Weak hinterland connectivity has been a challenge for most Indian ports, reducing accessibility.
Despite investments from the private sector that are encouraging the modernisation and devel-
opment of ports, infrastructure continues to be a big issue.
Then there are issues with regard to the tariff policy that port operators are saddled with by the
Tariff Authority for Major Ports (TAMP). If four competing terminals at a single port are required
by TAMP to charge different rates without there being cogent reasons for the tariff differential,
it hardly becomes a level playing field for harmonious co-existence. Even those who have now
operationalised terminals under the new 2008/2013 guidelines find themselves badly impacted
on account of the lack of a level playing field. The government must swiftly move towards a
market denominated tariff to let all compete on equal terms else the sector could be headed for
far worse situation then it currently is.
In the current Indian market, the exim trade is looking for reliability and predictability of services,
hinterland penetration and capability of costs. The new private players in the rail transport logis-
tics sector should collaborate and cooperate with existing players, avoiding attrition, duplication
of structural infrastructure and work together to bring down logistics cost. Nearly a decade down
the line since the railways issued licenses to the operators but this sector continues to struggle
on account of continuous price rises being passed on to them by railways making them uncom-
petitive to road transport. Surely the Ministry of Railways must seriously consider the operators
difficulties and find a solution.
By ensuring faster evacuation of cargo from ports, good port connectivity reduces the overall
logistics cost of the shippers and ensures faster delivery of cargo to customers, increasing the
profitability of their businesses. In the process, the capacity of the ports also increases.
As per Foreign Trade Policy 2015-20 released by the Ministry of Commerce, the Indian govern-
ment aims to increase exports from US$ 315 billion in fiscal 2015-16 to US$ 900 billion by the
financial year 2019-20. Such huge expansion requires investment in port infrastructure to meet
the projected growth. Most of this investment will have to come under the public-private partner-
ship (PPP) scheme, involving foreign capital; hence, global competitiveness will be the deciding
factor.
07
With a view to enhancing port connectivity and boost the performance of Indian ports, the gov-
ernment’s Maritime Agenda 2020 defines the minimum required connectivity to the major ports
as four-lane approach roads and double line rail connectivity.
An efficient and modern intermodal system is crucial to any port’s success. And the secret to
this success is to make the transfer between ship, rail and truck as seamless as possible. As a
key link in the intermodal chain, ports must continuously take measures to help their shipping
lines and other partners within the port system to battle increased competition and adjust to new
trends in world trade.
As for other means of intermodal transport, the Dedicated Freight Corridor needs to be completed
on priority basis, and the inland waterways system needs to be spruced up so that cargo evacua-
tion by water is cheaper and cleaner, reduces costs and port congestion, and brings in efficiency.
The shifting of cargo from road to train and waterways will be environment-friendly, and will also
help to lower carbon emissions.
The port community system – an electronic platform that connects the multiple systems oper-
ated by a variety of users such as shipping lines, hauliers, freight forwarders and government
agencies, to manage information better and synchronise their complex operational processes –
needs encouragement.
Single-window clearance is required for ease of doing business. Private port operators are
already introducing automation and technological advancements; this should be complemented
by improvement in customs procedures.
As proposed by the government in the draft major port authority bill 2014, corporatisation of the
country’s 12 major ports (amongst which Ennore has already been corporatised) will allow their
governing boards to be more pro-active to market needs, and will also allow them to raise funds
more easily and at cheaper rates.
To further facilitate containerisation, it is important to have a collaborative approach. It is time
India looks in great detail at setting up of more logistics hubs, establishment of industries and
manufacturing clusters to be served by ports in the EXIM and domestic trade for further solving
the existing challenges faced by those who have invested in various PPP opportunities in ports
and rail.
08
VIVEK KELE
PRESIDENT, AMTOI
Government’s initiatives in connectivity

The government’s intent is in the right place and it has taken a number of positive steps at the
policy level. They have wanted to implement a lot of projects such as the Sagarmala project, the
111 inland waterways project and initiatives for coastal shipping. On the land side or transport
side, the dedicated freight corridor has been envisioned too. In the next one and a half years, we
should have the North-West and North-East dedicated freight corridor too. The Rail Vikas Nigam
Limited has been incorporated and other small patches of road have been undertaken by NHAI
to improve the last mile connectivity. So, efforts on various fronts have been adopted. What is
lacking is a unified approach. At a policy level, the intent is very good. But at the ground level,
how the operational aspects of these projects will pan out is unclear. They have envisioned all of
the projects, but the government needs to identify the right people who can see these projects
through. This is where the expertise and wisdom of the industry can come through. At the same
time, there needs to be a platform created where the industry can connect with the government
for implementation.
Need for task force
To begin with you need to have inter ministerial committee or a task force with dedicated re-
sources at the joint secretary level to see how to operationalise the assets that are being created.
Unless there is concentrated effort that is being put for doing this, there will be huge cost and
time overlays. There is also a chance of a lot of infrastructure lying idle and we will not be able to
use them productively. The return of investment will not come in fast unless this is not solved. So,
a task force with the key ministries of finance, road transport, shipping, commerce and railways
needs to be created for better asset utilisation.
Balancing transport
To begin with, if you want to promote multi modal transportation, you need to increase the use of
containers, the ISO approved ones. These containers can travel across all modes. For the industry
to do that, you need to have cost effective models with ready infrastructure. So if you want to
move from road to rail to water to road again or coastal and inland waters, you need to have
infrastructure that can support seamless movement of cargo across all modes without any delay.
We need to create common user facilities where these models can be executed efficiently at a
nominal cost. This is where multi modal transportation will gain favour and people will be attract-
09
ed to it. Currently a cargo owner does not have enough awareness that his goods can be moved
using different modes of transport. In India, road is still required for first and last mile transport.
Before reducing the dependence on road transportation, promotion of other modes of transport
with infrastructure created for the same is required.
Because of our industrial development policy over the years has led industries to come up in
the hinterlands across India, there are none along the ports. So, if we have to promote coastal
transportation and the industries are deep in the hinterland, it becomes a challenge. So, that is
the hard ground you are beginning with. You need a policy like Sagarmala, but its effect will be
seen only in the next 15 years or so.
Aspects of transportation
Our approach has been unimodal so far with each ministry promoting its own sector. There has
to be a conscious effort from the government to ensure all of these ministries work together in
promoting multi modal transportation. I think if we are able to create a platform or department to
look in to this, it will be helpful for trade. We need logisticians who can guide the industry on the
best way to move cargo in India in different terrains.
Secondly, we need a dedicated logistics cadre who can take charge and run ports, IWT and other
new infrastructure that is coming up. A similar cadre like IRTS can be created to the officers
work across the different modes of transport and work in unison to drive growth of multi-modal
transportation.
Container market view
The growth is flat as there is still excess supply of tonnage. And with no major rise in consump-
tion globally, the growth patterns
are not going to change. So from
what we see, we are going to have
a similar situation of depressed
freight rates in the next six months
to a year.
Organising the sector
GST will change the transportation
sector as the warehousing and
storage patterns will change. Two,
they are looking at introducing the
e-pass system at toll gates. Three,
the government is pushing skill
development and so in a few years
from now, we will probably have
better quality truck drivers. All this
is going to bring in efficiency and
sophistication in the transportation
system. But these initiatives being
successful will depend on the suc-
cess of the GST coming through.
10
CAPT A K KAURA
PRESIDENT, NORTHERN INDIA STEAMER AGENTS ASSCOAITION
India has emerged as the fastest growing major economy in the world. According to the Econom-
ic Survey 2015-16, the Indian economy will continue to grow more than 7 per cent in 2016-17.
As per the global consumer confidence index created by Nielsen. India’s consumer confidence in
Q1 2016 highest since pre-global recessions levels. Do not see any improvement in India’s export
performance as the uncertainty in the global economy continues to persist and there is no sign of
global demand picking up. Industry is looking forward to domestic reforms like implementation of
GST at the earliest aimed at improving export competitiveness. Currently market is going through
difficult period where rates have rock bottomed and inventory is surplus. Volumes have dropped
due to global slowdown. Imbalance in Exim trade continues to add on the operating cost. For
Inland ICDs rail cost is a major concern. Due lack of cargo and proper infrastructure at hinterland,
multiple handling of equipment is leading to increase in the cost. Long staying containers has
been one of the major issue at major ICD in North India and till date no solution has been provid-
ed by the concerned authorities. Since this issue is localized, all is need a dedicated task force
with timeline to address old cases and put SOP in place for future.
Year 2017 though some improvement is expected. Following factors will play important role on
shipping at North:
• Gap in supply and demand
• New alliances
• Consolidation
Industry is upbeat about expected
rise in domestic consumption once
GST is implemented but increase
in export volumes will depend upon
global market conditions. Good
rains are expected this year which
may drive increase in agri export.
At Inland, with number of ICDs no
proper common storage place with
reasonable cost and repair facility
adding to the cost.
11
CAPT DHEERAJ BHATIA
MANAGING DIRECTOR, HAPAG LLOYD INDIA.
Container market outlook

I think in the Indian perspective if you look at the first six months, there has been an increase
in the volume. If we look at Europe, there is a ten percent increase in volumes compared to last
year. What we find is that volumes to China and Far East are this year are lower than last year
because the whole slow down in China. China is sourcing less of commodities. That market is
down. What is hitting us is over capacity. That is the main culprit.
If you look at India, everybody has increased vessel size as shipping lines are trying to cut costs.
We have bigger vessels now too and that will affect the market. If the growth in the market is
not greater than the demand and supply mismatch, then I do not think it will be beneficial for the
industry. So, there is growth in volume, but we are unable to reap the benefits because of excess
tonnage. So, in the first half, volumes have grown in the major direction. US, Europe there has
been small growth. In most trades, the rates have come down by last year by 60 percent because
of overcapacity.
Growth opportunities
So our estimates on the first half of India like I said is in the close to ten percent range up to to
May. The reefer business has done well compared to last year with fruit. I think sourcing from
India is increasing and the country seems to be a bigger market for everyone. This is one market
that looks positive and they are trying to put in more vessels here. There is a gradual increase in
the size of vessels as they bring in bigger ships they are trying to cut costs and aim for growth.
Containerisation of commodities
So, this year the reefer season has been pretty good in the first quarter from Feb to May. Grapes
from India, particularly. Everything else is on a rise apart and Hapag Llyod is doing better on all
fronts compared to the others with project cargo growing too. Commodities such as sugar, gran-
ite and cotton can completely shift to getting containerised. But it depends on the freight rates of
bulk vessels. But the lines are not after containerising cargo.
Challenges in Indian market
I think the biggest challenge is infrastructure, the frequent shutdowns and other issues. On an
average a shipping line executive in India spends time resolving issues of the customers than on
12
building business. Because of poor infrastructure all the way, there is a lot of work that happens
behind the scenes to make things work. The other challenge is connectivity because even today
50 percent of our volumes are going towards far east which is towards the right and 40 per cent
of the cargo comes from Delhi and NCR and we are having to bring the vessel to Nhava Sheva
or Mundra. The government should improve the roads and rail connectivity to the East Coast so
cargo can go to China directly. It is also because the trade is used to going towards the Western
India.
Hapag Lloyd’s business focus
In general, the second half of the year is better. To Europe and US we do expect the volumes to
be better. The outlook has to be looked at in two ways. How the volume is growing and compare
that against the demand and supply. How much this situation will improve, I have my doubts.
But I do think volumes are growing. Not by a large percentage, but just by three or four percent
globally and in India by seven to eight percent/ The Far East is showing poor signs this year.
Because we are having better monsoons and better rains. This impact will be seen next year and
not immediately.
As a shipping line, we welcome more attention to this sector. But there are too many knots to
untie and too many links to this business. Ports, logistics, roads are linked to this business and
more than anything it is manufacturing. How can we expect this industry to take off without any
uptick in manufacturing? So, the new government has all the plans to improve the manufacturing
sector; we need to see that grow. Port-led industrial development and infrastructure within and
outside the port are crucial for customers to benefit from. Internal transportation is where we will
need more investments.
13
CAPT VK SINGH
CEO, SHREYAS SHIPPING & LOGISTICS LIMITED
Current market scenerio

The market is a little challenging and it will remain so. We foresee the market to continue like
this for some more time, at least all of 2016 with no changes there. Hopefully, something can
come in by 2017.
Freight rates
The recovery again depends on the market’s performance. I don’t think anything is being done
for the market to recover. We have to analyse why the market went down. For one, there has
been an excess tonnage in the container industry and the business has dropped. The global
economy too has not been doing great. Except for the tankers that are doing better, offshore, bulk
and containers have been a bit of a drag. The container segment has just about been managing
to continue with better prospects till last year. But now it has come to a low level and unless the
global economy revives or tonnages or new orders are scaled down, I do not see the industry
recovering immediately. If new vessels come by in the larger segments, then the freight rates will
get depressed again. May be the lower segment up to 2,000 teu will do well because not many
vessels have been ordered in this space. But overall, when the freight is depressed, we don’t find
the freights going up on the smaller vessels on the small hauls as well. That’s the effect on us as
regional, coastal players feel.
Coastal shipping market
Of late, even in Indian container scenario or the coastal scenario, a similar effect is being felt. We
are feeling the pinch. But this was of course expected. If you see our performance in 2015, there
were lots of opportunities on the coast. Here the market is very small; if you increase the capac-
ity even by a little, there will be an imbalance and with that, the gap becomes wider. The coastal
shipping market too will mimic the the exim trade’s pattern.
Because if you exactly see the coastal trade overall, we are doing something around 3.5mn
tonnes of domestic volumes on the containers on the coast for the year. If you look at the
tonnage availability today, it is in excess of 0.5 million a month on one leg. That means 12 million
tonnes capacity of tonnage per month. Unless this capacity is absorbed, we go the main
lines way.
14
Drawbacks for coastal trade
Absence of cargo is the major drawback. About 60 per cent that we carry is out of one industry
which is situated closer to the coast in hinterland. So, we need many more industries along the
coastline. If we have industries deeper in the hinterland, then coastal shipping will not work be-
cause if you have a larger first mile or last mile distance, there’s no point of talking about coastal
movement. Coastal movement is not about moving cargo from port to port. It is movement of
cargo from the industry to the final destination. Also, India’s geographical layout is peninsular. So,
if cargo were to move from Gujarat to West Bengal, the distance by road is 2,300km and by sea
is 8,500 km. So, if you want to move 3.5 times the distance, why would one want to shift to sea
mode unless it is cheaper and faster? So, India’s coast is not like China’s. So you cannot say that
China is moving 30 per cent of cargo is moving by sea, so India’s also should move at the same
pace. We do not have return cargo, so our costs would go up. Here the burden is on one way. To
add to it, port costs are expensive. This makes coastal shipping expensive.
Not an easy market
They made sound so because we had a first mover advantage. When we were controlling the
market and tonnage, we were growing. Today if I say, 60 to 70 per cent of tonnage is on the east
coast, it might seem unbelievable. They sought similar growth too. But after coming in, they’re
realising that it’s not that easy. In India we have grown because we have taken the plunged,
absorbed the cost and taken a beating and yet done business on the east coast which was a
tough market. Secondly, they find India a suitable home for their vessels as they’ve not been so
profitable in the other regions.
Coastal cargo
On the domestic side, it is mainly it is big cargo. Construction material to start with, tiles and
granite form the bulk of containerised cargo. Marble from Rajasthan, cotton and cement have
started coming in too. Some minerals and food grains do get containerised too on a easonal basis
Unless we do something drastic about developing industrial belts along the coast, the industry will
not pick up. Although the Sagarmala project has been envisioned this for this particular reason, it
may take a few years before we see it happening. The government is looking at a modal shift of
cargo and it has to provide a little more incentive for the shift to happen. There is greater awareness
of coastal shipping on the eastern region now and any help from the government will aid growth.
15
ENNARASU KARUNESAN
CEO – APSEZ MUNDRA & TUNA PORTS, ADANI PORTS & SEZ LTD
Drivers for container growth

India’s GDP has grown progressively over the past two decades due to a combination of factors,
including the export-import (EXIM) trade volume, which has been increasing at a higher rate than
the GDP. This has driven growth in container traffic, as shippers are increasingly digressing from
general or bulk shipping to container transport. Rising containerisation levels for erstwhile break-
bulk commodities have increased India’s share in global container traffic.
From my view, I see that trade has begun to pick up from the second quarter of the year 2016
in comparison to the previous quarter. We can expect a positive outlook in the third and fourth
quarters as well and further.
Containerisation levels
About 22 per cent of general cargo is containerised in India where as in China, the scope of
containerisation is 65 per cent. All other developed nations have 80 per cent containerised cargo.
This tells us that there is a huge gap between containerised cargo and general cargo in India.
Containerised cargo is proven to be more efficient and cost effective by providing faster mode of
transportation.
Challenges of Indian market
The three main challenges as I view it are speedy evacuation of cargo/containers i.e. to and
from the port, absence of a sound inland waterways transportation system and a well connected
coastal shipping and transportation system to ensure faster movement of cargo between the
ports.
All developing countries are keen to attract foreign investment and the current Indian government
is taking appropriate steps by opening new sectors to FDI, by opening eight to nine sectors for
receiving investment from other destinations and institutions. The whole of Indian Inc. welcomes
the government’s decision of easing FDI norms. It sends a positive signal to investors. Liberalisa-
tion of FDI in important sectors such as Defence, Manufacturing among others will bring in much
- needed technology into the country which can then be leveraged to make India an exporting
nation in the high-tech engineering industries. And yes, definitely the ports and shipping indus-
tries will be a beneficiary of FDI opened to major sectors by establishing port based industries.
16
This is again an affirmation of the government’s commitment to strengthen the economy.
My first steps would be to revamp the policy to adopt the current economic conditions. Next would
be to create more awareness on the ports sector for people to come and invest and finally create
and offer a collaborative approach for the government and private players to work together.
New SOLAS guidelines
A welcome step for India is the new SOLAS rule to enforce container weighment. To support a
safety-conscious culture, the cargo owners should declare the exact weight of container and
terminal equipment can facilitate the same.
Competition from neighbours
Competition is always there in every operating system. Let’s get our acts together to facilitate the
India EXIM trade for the benefit of our consignees or shippers.
17
INDIAN CONTAINER
MARKET: AN OVERVIEW
Growth of Container Traffic in India
Container handling at Indian ports has grown at a CAGR of 8 per cent over the last 10 years. In
terms of throughput top three container ports are JNPT, Mundra and Chennai together controlling
almost 75 per cent of India’s total container traffic.
14 30%
26% 25%
12
20%
10 18%
(Throughput (million teu)
17% 15%
Y-o-Y growth in %
8 14%
12%
10% 10%
6 7%
5% 5%
4 2%
3% 0%
2 -5% -5%
0 -10%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Calender year
Throughput Annual growth - RHS
Fig 1: India’s historical container traffic (million teu)
18
Major vs. Non Major ports
The development of non-major ports due to growth in private-sector participation has led to shift
in cargo traffic from major ports. Presently, non major ports are key to the container business
growth in India; these ports are growing much faster than the major ports in past 10 years. In
addition to the development of ports and terminals the private sector has extensively participated
in optimizing hinterland connection such as rail operations. Indian ports are still experiencing
efficiency related issues but things are changing with private participation. Mundra port is one of
the successful example of privately owned port which is set to position as the major gateway hub
for north western belt in the country providing congestion free and cost-effective port option.
20 100%
16 80%
Share of major ports %

Throughput million teu
12 60%
8 40%
4 20%
0 0%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Calender year
Major ports Non-Major ports Share of Major ports RHS
Fig 2: Declining share of major ports
West Vs East coast ports

Traditionally, ports on the west coast of India have dominated cargo traffic compared to east
coast. This supremacy can be credited to the historical context as well; British India had trade
contacts mainly with the western world which was facilitated by ports on the west coast.
Geographical advantage is also one of the reasons, since west coast is closer to India’s major
consumption centers and the industrial belt of Northwest India.
100%
80%
60%
40%
20%
0%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Calender year
East coast ports West coast ports
Fig 3: Share of containers handled at west coast and east coast ports
19
COMMODITY
PROFILES -
RESERACH
METHODOLOGY
UNCOMTRADE database was used for getting the trade figures
for India’s exports and imports. The data was extracted at the
HS2 digit (Chapter) level of the Harmonised System (HS) 2002.
After data extraction, pure bulk commodities (e.g., Ores, Crude oil)
were eliminated from the list. Only containerised/containerisable
commodities were considered in the list. Data was sorted on the
basis of volume (in tonnes) to get the high volume goods. For high
growth goods, CAGR of 5 years (2011 to 2015) was used with a
minimum threshold value of 0.5 million tonnes in 2015. All the pie
charts (partner profiles) are based on 2015 data.
Although the classifications were purely based on HS2 digit
products, similar commodities were clubbed together. Chapter 72
& 73 were clubbed together and named as Iron and steel prod-
ucts. Further, Chapter 50 to 63 were clubbed together and named
as Textiles & garments. All volumes and values mentioned in the
commodity profiles are based on calender year data.
20
MAJOR
COMMODITIES
BY VOLUME -
TOP 5 EXPORTS
21
1 CEREALS
EXPORT
VOLUMES
24 12
10.9
10.1
19.8 21.0
18 19.4 9
8.7
6.8
Million Tonnes
Billion US$
12 5.4 12.9 6
9.7
6 3
0 0
2011 2012 2013 2014 2015
Volume (Million Tonnes) Value (Billion US$)-RHS
MAJOR
DESTINATIONS
Bangladesh 10%
Others 39%
Saudi Arabia 9%
Guinea 3% Nepal 7%
Cote d'Ivoire 3% UAE 7%
Senegal 7%
Iraq 4%
Iran 7%
Benin 4%
OVERVIEW
Cereals constitute a share of 7.2% share in India’s total exports in terms of volume. It has grown with a CAGR
of 7% during the last five years (CY2011-CY2015). India is a major exporter of cereals and second largest
producer of rice. Rice (including Basmati and Non- Basmati) occupy major share (about 65%) in India's total
cereals export while other cereals including wheat represent 35% share. Major states producing rice are Punjab,
Uttarakhand, and Uttar Pradesh. Likewise, the major importing countries of India's cereals during this period
were Bangladesh, Saudi Arabia, and UAE.
22
2 IRON AND STEEL PRODUCTS
EXPORT
VOLUMES
20 20
17.6
16.6
15 14.4 15.4 16.1 15
14.9
12.8
12.4 12.2
Million Tonnes
11.6
Billion US$
10 10
5 5
0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Others 37% USA 9%
UAE 8%
China 2%
Nepal 6%
Malaysia 2%
Italy 6%
Germany 2%
Iran 5%
Japan 2%
Bangladesh 5%
Iraq 2%
Saudi Arabia 3%
Sri Lanka 2% Thailand 3%
Belgium 3%
Spain 2% Korea 2%
OVERVIEW
The steel industry in India witnessed a rapid rise in production over the past few years on the backdrop of
capacity enhancement. This has resulted in India becoming the third largest producer of crude steel. Turbulence
in global economy has affected adversely on the global steel demand. This has resulted in decline in steel and
steel products exports in recent years. Recently the government has raised the import tariff on steel to protect
domestic steel manufacturers from cheap Chinese steel. However, the engineering and manufacturing firms
in the country are now demanding to lift the tariff to reduce raw material cost and make the end products
competitive in the international market.
23
3 TEXTILES & GARMENTS
EXPORT
VOLUMES
10 50
9.1
8 40.2 38.6 40
37.2
33.4 32.7
6.9
6.6
6 6.1 6.5 30
Million Tonnes
Billion US$
4 20
2 10
0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
China 19%
Others 38%
Bangladesh 12%
Egypt 2%
UAE 2%
USA 10%
Vietnam 3% Pakistan 6%
Korea 3% Turkey 5%
OVERVIEW
India is one of the largest producer and exporter of textile and garment in the world. The industry has a very
strong base in the country with wide range of fibre/yarns from natural fibres like cotton, jute, silk, wool and
synthetic /man fibres. India is the second largest producer of raw cotton and cotton yarn. Asian countries
including China dominate the apparel and textile exports and India not far behind. However, with the escalating
cost and increasing domestic demand in China, its export growth is expected to come down. This can be an
opportunity for India to tap additional market share.
24
4 SUGARS AND SUGAR CONFECTIONERY
EXPORT
VOLUMES
5 5
4 4.1 4
3.6
3.2
3 3
Million Tonnes
2.8
Billion US$
2.4
2 2.1 2.2 2
1.3 1.4
1 1.2 1
0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Sudan 14%
Others 38%
Myanmar 13%
Pakistan 3%
South Africa 3% Somalia 9%
Tanzania 3% Sri Lanka 7%
UAE 5% Netherlands 5%
OVERVIEW
India is one of the major global producers of sugar along with Brazil, and China. Major sugar producing states are
Uttar Pradesh, Maharashtra, Karnataka, Tamil Nadu, Andhra Pradesh, Telangana, Bihar, Gujrat and Uttarakhand.
25
5 PLASTIC PRODUCTS
EXPORT
VOLUMES
8 8
6 6.3 6
5.5 5.5
5.0 5.1
Million Tonnes
Billion US$
4 4
3.7
3.0 2.7 2.9
2.6
2 2
0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
China 8%
USA 8%
Others 38%
Turkey 6%
Italy 5%
Israel 2%
UAE 5%
Sri Lanka 2% Bangladesh 4%

Nepal 3%
Indonesia 2%
Pakistan 3%
Nigeria 2% Saudi Arabia 2%
Germany 2% Egypt 2%
UK 2% Vietnam 2%
OVERVIEW
India is one of the major exporters of plastic in the developing world. The products range from raw materials to
finished goods, such as, polyester films, plastic woven sacks and bags, electrical accessories etc. Exports of
plastic finished goods have increased double fold during 2007 to 2012. But fierce competition from countries such
as China, Taiwan and other regional countries are restricting growth. Exports during 2011 till 2015 have hovered
around 5.5 million tonnes. The exports of value added plastic products could be a huge growth opportunity for
India as the country has excellent potential in terms of capacity, infrastructure and cheap labour availability. The
industry is less dependent on imports as the raw materials, including polypropylene, high-density polyethylene,
PVC are manufactured domestically.
26
MAJOR
COMMODITIES
BY HIGH GROWTH -
TOP 5 EXPORTS
27
1 ALUMINIUM PRODUCTS
EXPORT
VOLUMES
2.0 4
1.5 3
2.6 2.7
Million Tonnes
1.1
Billion US$
1.0 2.1 1.0 2
1.6 0.7
1.4
0.5 0.6 1
0.5
0.0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Korea 26%
Others 38%
Mexico 10%
Singapore 3%
Turkey 4% USA 8%
Taiwan 4% Malaysia 7%
OVERVIEW
In India’s total export volume, aluminium registered a CAGR of 24% during CY2011-15. In line with rising
aluminium exports, production capacity rose to 2.65 million tonnes in 2015-16 from 1.8 million tonnes in 2013-
14, with a y-o-y increase of 21%. Aluminium production is mainly concentrated around Chhattisgarh, Madhya
Pradesh, Odisha, Uttar Pradesh and Tamil Nadu. High growth in exports in 2015 is also attributed to the slowing
aluminium demand within the country. During FY2015-16, Hindalco, one of the major aluminium producers in the
country exported half of its production compared to a fifth in the previous year.
28
2 ANIMAL & VEGETABLE FATS, OILS
EXPORT
VOLUMES
2.0 2.0
1.5 1.5
Million Tonnes
Billion US$
1.0 1.0 1.0 1.0
1.0 0.9 0.9
0.7
0.6 0.7
0.6
0.5 0.5 0.5
0.0 0.0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Others 27%
China 33%
Malaysia 7%
USA 10% Netherlands 13%
France 10%
OVERVIEW
Animal & vegetable fats and oil exports grew at a CAGR of 7% during CY2011-CY2015. Karnataka, Andhra
Pradesh Maharashtra and Bihar are the major states producing oil seeds which are processed into vegetable fat.
Vegetable fat is the major export item. India exports particularly oilcakes and oilseeds to advance countries like
China, Netherlands, France USA and Malaysia.
29
3 PAINTS & DYEING MATERIALS
EXPORT
VOLUMES
2.0 2.0
1.6
1.5 1.5 1.4 1.5
1.4
1.2
Million Tonnes
Billion US$
1.0 1.0
0.7 0.7 0.6

0.5 0.5 0.6 0.5
0.0 0.0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Bangladesh 7%
Germany 7%
USA 6%
Others 38%
Turkey 6%
Spain 2% China 4%
Sudan 2% Brazil 3%
Singapore 2% Italy 3%
Indonesia 3%
Netherlands 2%
Korea 3%
Egypt 2% UAE 3%
Thailand 3% Pakistan 3%
OVERVIEW
Exports of paints & dyeing materials grew at a CAGR of 6% during CY2011-CY2015. Maharashtra and Gujarat
account for majority of dyestuff production due to availability of raw materials and dominance of textile industry.
India already has a strong presence in the export market of the sub-segments of dyes, pharmaceuticals and agro
chemicals. Exports of dyes are also expected to increase due to the shift of production bases from developed
countries to India on account of stringent pollution control measures being adopted in those countries. India
exports dyes to Germany, UK, US, Bangladesh, Spain, Turkey, Singapore and Japan.
30
4 ELECTRICAL & ELECTRONIC EQUIPMENTS
EXPORT
VOLUMES
1.5 15
11.7 11.2
10.8
1.0 10
9.0
Million Tonnes
7.9
Billion US$
0.7
0.6 0.6 0.6 0.6
0.5 5
0.0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
Others 40% UAE 12%
USA 11%
Sri Lanka 1%
Germany 7%
Australia 1% UK 5%
Saudi Arabia 4%
Myanmar 2%
Singapore 3%
Spain 2% Iran 2%
Oman 2%
France 2%
Nigeria 2%
Bangladesh 2% Turkey 2%
OVERVIEW
The Indian Electrical Equipment (IEE) industry, which includes power generation and transmission & distribution
(T&D) equipment, is very matured. There is huge transformer manufacturing capacity and India is catering to the
need of many developing nations around the world. Similarly, insulated wire exports are also increasing.
31
5 ART OF STONE, PLASTER, CEMENT, ETC
EXPORT
VOLUMES
3 3
2.2 2.2
2 2.1 2
1.9
Million Tonnes
1.7
Billion US$
1.4 1.4 1.3
1.1
1 1.0 1
0 0
2011 2012 2013 2014 2015
MAJOR
DESTINATIONS
USA 20%
Others 39%
UAE 10%
Poland 2% Turkey 6%
Italy 2% Saudi Arabia 6%
Vietnam 3% Egypt 4%
UK 4% Germany 4%
OVERVIEW
India has been known for decades for its stone industry and it is one of the biggest exporters of natural stone
and monuments in the world. The majority of factories are in Tamil Nadu. The demand for artefacts especially
carved work is on the rise all over the world. These include articles made up of granite, marble, plasters and
cement. The main markets are USA, UAE, Turkey and Saudi Arabia.
32
MAJOR
COMMODITIES
BY VOLUME -
TOP 5 IMPORTS
33
1 IRON AND STEEL PRODUCTS
IMPORT
VOLUMES
24 24
21.2
19.5
18 17.4 18
18.0 16.1
16.8 14.5 15.5
15.4
Million Tonnes
13.9
Billion US$
12 12
6 6
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
China 23%
Others 35%
Korea 15%
USA 5%
Japan 12%
South Africa 5%
UAE 5%
OVERVIEW
Import of iron and steel products rose at a CAGR of 6% during CY2011-CY2015 to reach 21.2 million tonnes.
Iron imports rose moderately till 2014. However, there was a sharp rise of 32% year-on-year in 2015. Steel
scrap constitutes about 30% of this import. India's steel industry is expected to boost its scrap consumption over
the next few years. Imports of steel scraps are expected to rise in coming years due to strong demand for steel.
34
2 ANIMAL & VEGETABLE FATS & OILS
IMPORT
VOLUMES
16 16
15.1
12 12.2 12
11.0 11.0
10.6 10.5
9.2 10.1 9.8
Million Tonnes
Billion US$
8 7.8 8
4 4
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
Brazil 5% Others 4%
Ukraine 10%
Indonesia 39%
Argentina 17%
Malaysia 25%
OVERVIEW
Imports of Animal/vegetable fats and oil rose at a CAGR of 18% during last five years. India, the world's leading
buyer of vegetable oil, mostly imports palm oil followed by soybean and sunflower oil. Imports are getting
cheaper following measures taken by Indonesia and Malaysia – two of the world's top palm oil producers to clear
their huge stock. Domestic demand is expected to rise as household consumption of oil is bound to increase due
to the demographic change.
35
3 PLASTIC PRODUCTS
IMPORT
VOLUMES
8 11.8 12
11.4
10.0 6.7
6 9.3 6.1 9
8.0 5.2
5.0
Million Tonnes
Billion US$
4 3.8 6
2 3
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
Korea 12%
Others 35% China 12%
Thailand 6% Saudi Arabia 11%
Taiwan 9%
Singapore 7% UAE 8%
OVERVIEW
Import of plastic products rose at a CAGR of 15% in the last five years’ (CY2011-CY2015). Ethylene and Polyvinyl
Chloride (PVC) are major products. In India, demand for PVC is driven by the agriculture and construction sector.
PVC pipes for irrigation and water distribution account for a bulk of the country’s demand as domestic production
fails to keep pace. Demands for such plastic products are expected to rise further in coming years. PVC is
consumed by a large number of small and medium sized manufacturers to make finished products.
36
4 EDIBLE VEGETABLES, ROOTS & TUBERS
IMPORT
VOLUMES
6 6
5.5
4.5
4 3.8 3.8 4
3.7
Million Tonnes
3.2
Billion US$
2.7
2.3 2.3
2 1.9 2
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
Others 18%
USA 4%
Canada 45%
Russia 8%
Australia 10%
Myanmar 15%
OVERVIEW
Import of edible vegetables, roots & tubers increased at a CAGR of 14% during CY2011-CY2015. Leguminous
vegetables, dried shelled fruits continue to be largest segment of import trade. India is also one of the major
importers of leguminous vegetables like Peas, Lentils Seeds, Broad beans, kidney beans etc. Major import
sources are Canada, Myanmar and Australia.
37
5 PULP OF WOOD OR OTHER FIBROUS MATERIAL
IMPORT
VOLUMES
6 3
4.4 4.4
4 2
3.6
Million Tonnes
3.3 1.7 1.6
Billion US$
3.0
1.3 1.4
1.3
2 1
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
Others 35% USA 33%
Indonesia 4%
UAE 8%
Sweden 4%
UK 6%
South Africa 5% Canada 5%
OVERVIEW
Import of wood pulp grew at a CAGR of 10% during CY2011-CY2015. India is a wood fiber deficient country,
with the domestic demand and supply widening every year. Therefore, domestic manufacturers are looking
towards cheaper imports to fulfill their demand.
38
MAJOR
COMMODITIES
BY HIGH GROWTH -
TOP 5 IMPORTS
39
1 SUGARS AND SUGAR CONFECTIONERY
IMPORT
VOLUMES
2.0 2.0
1.7
1.5 1.5 1.5
Million Tonnes
Billion US$
1.0 1.0
0.9
0.8
0.6 0.6
0.5 0.5 0.5 0.5
0.1
0.1
0.0 0.0
2011 2012 2013 2014 2015
MAJOR
SOURCES
United States 0% Germany 0%
Nepal 2% Others 2%
China 2%
Brazil 94%
OVERVIEW
Sugar and sugar confectionary imports increased at an astounding CAGR of 93% during CY2011-CY2015.
International price of sugar is currently low which is offering incentive for importers to replace domestic supply
of beet sugar with cheaper imports for producing finished goods. Substantial part of India’s sugar imports came
from Brazil (more than 90%).
40
2 COPPER PRODUCTS
IMPORT
VOLUMES
2.0 4
3.2 3.3
1.5 3
2.9 2.8
2.6
Million Tonnes
Billion US$
1.0 2
0.5 0.6 1
0.5
0.3 0.4 0.4
0.0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
UAE 17%
Others 36%
Zambia 11%
UK 4%
Malaysia 10%
Germany 4% Russia 8%
China 5% Saudi Arabia 5%
OVERVIEW
Copper imports rose at a CAGR of 14% during CY2011-CY2015. India imports copper scrap and transforms it
into refined copper which is both consumed in the country and exported to the international market. Copper is
indispensable for many sectors which are on fast growth track. Electrical, transport, general engineering, and
consumer durables are high growth potential markets in India. Key drivers for demand growth are infrastructure
development which is a key priority for the government and growing domestic market extending to rural areas.
41
3 RUBBER PRODUCTS
IMPORT
VOLUMES
2.0 3.9 4
3.5 3.5 3.4
2.9
1.5 3
1.3 1.4
Million Tonnes
1.1
Billion US$
1.0 1.0 2
0.8
0.5 1
0.0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
Indonesia 16%
Others 36%
Korea 14%
Russia 5%
UK 12%
Vietnam 6%
Thailand 11%
OVERVIEW
Imports of rubber products increased at a CAGR of 10% in the last five years (CY2011-CY2015). Indian rubber
industry is unique in the sense it is a major producer and consumer of natural rubber. Major import sources are
Indonesia, Korea and UK.
42
4 ALUMINIUM PRODUCTS
IMPORT
VOLUMES
2.0 4
3.6
3.6
3.2 1.7
1.5 3.1 1.5 3
2.8 1.4
1.3
Million Tonnes
Billion US$
1.0 1.0 2
0.5 1
0.0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
China 15%
Others 39%
UAE 13%
South Africa 4% UK 7%
Australia 4% Saudi Arabia 7%
Malaysia 6%
USA 5%
OVERVIEW
Indian import of aluminium grew at a CAGR of 12% during CY2011-CY2015. Although India has large bauxite
reserves, converting the metal for its scraps is always cost effective. Therefore, about half of the India’s imports
in this category is scrap. As discussed above, this metal and its products are also categorised in high growth
exports mostly unwrought aluminium.
43
5 TEXTILES & GARMENTS
IMPORT
VOLUMES
3 5.9 5.9 6
5.4
5.2
4.9
2 2.1 4
1.9
1.7 1.7
Million Tonnes
Billion US$
1.5
1 2
0 0
2011 2012 2013 2014 2015
MAJOR
SOURCES
China 23%
Others 40%
Bangladesh 15%
Thailand 3%
USA 13%
Korea 3%
Indonesia 3%
OVERVIEW
Indian import of textiles and garments rose at a CAGR of 8% during CY2011-CY2015. Imports in this category
mostly constitute yarns, bed accessories and other furnishings fabrics. China, Bangladesh and USA are among
major import partners of India.
44
INDIAN CONTAINER
TERMINALS
FACT SHEET
45
46
47
PERFORMANCE OF INDIAN CONTAINER TERMINALS (FY 2015-16)
Names Volume Handled Annual Growth
APM Terminals Pipavav Medium Low
Mundra International Container Terminal Medium Low
Adani Mundra Container Terminal Medium High
Adani International Container Terminal High High
Adani Hazira Container Terminal Low High
Paradip Container Terminal Low High
Chennai Container Terminal Medium Medium
PSA Chennai International Terminal Medium Low
Visakha Container Terminal Low High
Krishnapatnam Port Container Terminal Low High
Kattupalli International Container Terminal India Low High
Jawaharlal Nehru Port Container Terminal High Low
JNPT - SWB Low High
Nhava Sheva International Container Terminal Medium Low
Nhava Sheva (India) Gateway Terminal Low High
APM Terminals Mumbai High Low
Bharat Kolkata Container Terminal Medium Medium
Haldia International Container Terminal Low Low
Vallarpadam ICTT Low High
Mumbai Port - Containers Low Low
PSA SICAL Tuticorin Container Terminal Medium Low
Dakshin Bharat Gateway Terminal Low High
New Mangalore Port - Containers Low High
Mormugao Port - Containers Low Medium
Reference Volume(Mi TEUs)* Annual Growth

Low 0-0.5 <5%
Medium 0.5-1 5-10%
High >1 10%+
* Mi TEUs - Million Twenty Foot Equivalent Unites
48
APM TERMINALS MUMBAI
DRAFT
(meters)
14.0 BERTHS
880
REEFER PLUGS
GROUND SLOTS
(TEUs)
9723
02 03
52
RMG CRANES
712
QUAY LENGTH
(meters)
YARD AREA
QUAY CRANES
(hectares)
06
10
FORK LIFTS
POST
PANAMAX
1,860,283 THROUGHPUT
(TEUs)
RTG
CRANES
40
02
REACH STACKERS
INSTALLED
103
CAPACITY MSC, CMT, OEL, Sima Marine, Sea
(million TEUs) CAPACITY
1.8 00.0
UTILIZATION Consortium, CMA CGM, Maersk CARRIERS
(percentage) Line, GLD, Emirates, NYK Line, HSI, CALLING
HLI, CSAV Group, SCI, X -Press
Feeders, Sea Consortium, SMS,
CARGO PROFILE MOL, UASC, HJS, OOCL, Hamburg
Chemicals, Machinery, Plastics, Sud MSP, Hanjin, KMD, HMM, EGI,
Vegetable oils, Electrical Wanhai, APL, Yangming
equipments, Aluminum, Non-ferrous
metals, Equipments, Motor Vehicles,
1.4 RMG, Sporting products, Carpets
and other Home textile, Embroidery
RAIL
CONNECTIVITY
Operated approximatley 150
trains in a month and 90% of
this terminal's EXIM handled
AVERAGE equipments, Frozen meat, and
TURNAROUND by CONCOR's rail connectivity.
Engineering goods 15 export trains are placed on
TIME (DAYS)
daily basis to Delhi, Ludhiana,
30 AVERAGE CRANE
MOVES PER HOUR
Mulund, Ahmedabad, Hyderabad,
Nagpur,Jodhpur, Aurangabad,
Vadodara, etc.
APM Terminals Mumbai (APMT) Mumbai is India’s largest container terminal handling facility in terms of
container throughput and installed capacity. APMT volumes handled in FY 2016 represents approximately
41.42 per cent of JNPT's total capacity. This terminal has witnessed a CAGR of 3.32 per cent during FY2011-
FY 2016. APMT contributes approximately 16 per cent to the total Indian containers volumes handled in FY16.
49
JAWAHARLAL NEHRU PORT CONTAINER TERMINAL
DRAFT
(meters)
14.0 BERTHS
390
REEFER PLUGS
GROUND SLOTS
(TEUs)
10482
03 05
62
RMG CRANES
680 QUAY LENGTH

(meters)
YARD AREA
03
(hectares)
09
FORK LIFTS
SUPER
QUAY CRANES POST
PANAMAX
(TEUs)
RTG
CRANES
18
08
REACH STACKERS
INSTALLED
114
CAPACITY
(million TEUs) CAPACITY HLI, OOCL, NYK Line, CMA CGM,
1.2
UTILIZATION CARRIERS
APL Newark, Norfolk, Savannah, CALLING
(percentage) Charleston, Port Said, Jeddah
CARGO PROFILE
Chemicals, Machinery, Plastics,
Vegetable oils, Electrical
Equipments, Aluminum,
Non-ferrous metals, Motor 90% of this terminal's EXIM
Vehicles, Knitted garments, handled by CONCOR's rail
1.4 Sporting products, Readymade
Garments, Carpets, Other home
textile, Embroidery equipments,
RAIL
CONNECTIVITY
connectivity. 15 export trains are
placed on daily basis to Delhi,
AVERAGE Frozen meat, Medicaments and Ludhiana, Mulund, Ahmedabad,
TURNAROUND Engineering goods Hyderabad, Nagpur,Jodhpur,
TIME (DAYS) Aurangabad, Vadodara,
18 AVERAGE CRANE
MOVES PER HOUR
Moradabad etc. Direct rail
connecitivity to 46 ICDs.
Jawaharlal Nehru Port Container Terminal (JNPCT) is a port owned container terminal of JNPT, largest major
port in india. JNPCT has registered a 10.45 per cent growth in FY 2016. Despite, exhausted installed capacity,
congestion across the port and tough competition from its peers, still the port maintained impressive growth.
This terminal has an excellent connectivity by rail and road to the hinterland with backup infrastructure of 34
CFSs and connectivity with 46 ICDs. With the current trend, JNPCT is projecting to handle around 1,600,000
TEUs during the year 2016-17, which will again result 10 per cent increase over the previous year.
50
ADANI INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
16.0 BERTHS
405
REEFER PLUGS
02
GROUND SLOTS
(TEUs)
8260
810 QUAY LENGTH
(meters)
QUAY CRANES
SUPER
POST
PANAMAX
06 RTG
CRANES
18
(TEUs)
03
REACH STACKERS
INSTALLED
CAPACITY
1.3 82.59 82.6

(percentage) CALLING
MSC, UASC, MSC Agency,

CARGO PROFILE CSAV Group (CIN), SCI,RSA,
Mica, Talcum Powder, Feldspar J.M.Baxi,USC,RSA, SSG, UASC
Powder, Magnesium Silicate,
Granite, Ceramic Tiles & Sanitary
0.8 Wares, Agri Commodities,
Speciality Chemicals, Rice , RAIL Connectivity to all major
AVERAGE Metals, Minarals, Aluminium
TURNAROUND CONNECTIVITY North & West India ICDs
Scrap, Chemicals, Wood Products
TIME (DAYS) and operates double stack
container trains to ICD Patli
30 AVERAGE CRANE
MOVES PER HOUR
& others ICDs in NCR zone.
Adani International Container Terminal(AICT), a joint venture of MSC S. A. and Adani Ports & SEZ Ltd(APSEZ),
is emerging as a transshipment hub on Indian West Coast with direct connections to Middle East, South Asia
markets. Strategic joint venture with MSC, is a fillip to handle highest transshipment volumes of around 30
per cent in the FY 15 when compared with all the other Indian terminals. This terminal recorded an impressive
CAGR of 16.73 per cent during FY 2013- FY 2016 with growth of 18 per cent in total volume handled in FY 16.
The major advantages of this terminal include deep draft to handle large container ships & seamless rail and
road connectivity to the cargo catchment centres in Northern and Western hinterland.
51
NHAVA SHEVA INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
14.0 BERTHS
778
REEFER PLUGS
GROUND SLOTS
(TEUs)
6222
02 03
26
RMG CRANES
600
QUAY LENGTH
(meters)
YARD AREA
02
(hectares)
QUAY CRANES
06 02
FORK LIFTS
SUPER
POST POST
PANAMAX PANAMAX
999,680 THROUGHPUT
(TEUs)
RTG
CRANES
29
03
REACH STACKERS
INSTALLED
CAPACITY
1.5 66.65 66.7

UTILIZATION MSC, CMA CGM, Maersk Line, CARRIERS
(percentage) OOCL, Master Group, APL, UASC,
CALLING
Hanjin, Emirates, MSP, KMD, PIL,
ZIM
CARGO PROFILE
equipments, Aluminum, Non-ferrous RAIL 90% of this terminal's EXIM
1.4
metals, Motor Vehicles, RMG, CONNECTIVITY handled by CONCOR's rail
Sporting products, Cotton shirts, connectivity. 15 export trains
AVERAGE Carpets and other Home textile, are placed on daily basis
TURNAROUND Embroidery equipments, Frozen to Delhi, Ludhiana, Mulund,
TIME (DAYS) meat, and Engineering goods Ahmedabad, Hyderabad,
Nagpur,Jodhpur, Aurangabad,
22 AVERAGE CRANE
MOVES PER HOUR
Vadodara, Moradabad etc. direct
rail connecitivity to 46 ICDs.
Nhava Sheva International Container Terminal (NSICT) is DP World's flagship container terminal facility
located in JNPT. NCSIT witnessed slight dip in handled volume in FY 16, but on flip side commencement of
there another terminal near to existing facility recorded combined throughput of more than 1.2 million teus in
FY-16. DP World Nhava Sheva contributes to 18 per cent of India's total container trade from one of the small
capacities. DP World Nhava Sheva links to a wide network of ICDs in Pune, Nagpur, Ahmadabad, Hyderabad,
Ludhiana and New Delhi through two sets of railway sidings ensures efficient operation. Further the terminal is
connected to India’s major highway and rail networks, which give access to all its neighbouring states.
52
MUNDRA INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
14.5 BERTHS
366
REEFER PLUGS
GROUND SLOTS
(TEUs)
5400
02 02
24
RMG CRANES
632 QUAY LENGTH

(meters)
YARD AREA
QUAY CRANES
(hectares)
04
FORK LIFTS
02 POST
PANAMAX
SUPER
POST
PANAMAX
06
985,627 02
RTG
CRANES
THROUGHPUT
(TEUs)
18 REACH STACKERS
INSTALLED
CAPACITY
1.1 89.60 89.6

NYK, OOCL, RCL, KMTC, IRISL,
NVOCC, HDS, HLL, MBK, XPF,
PMA, OEL, Master Marine, RSA,
Mater Marine, MBK, ESA, SSK,
CARGO PROFILE MSP, HJN,
Granite / Marble, HMS, Non
0.5 Ferrous Scrap (High Value),

Auto Parts, Solar Panels, Used
Clothing (Rags), Waste Paper, RAIL
AVERAGE Handles 160 trains monthly,
TURNAROUND Rubber, Resin , Logs, Minerals CONNECTIVITY
80 trains to the NCR Region
TIME (DAYS) (Tuglakabad, Loni, Dadri,
31 AVERAGE CRANE Faridabad, Patli, Garhi

MOVES PER HOUR Harsaru)
Mundra International Container Terminal Pvt Ltd (MICT), DP World facility in the privately owned largest port
of Adani, is one of the most technically advanced port facilities in the Indian Subcontinent. This terminal is
reported a steady growth with CAGR of 6.44 per cent during FY 2013- FY 2016. MICT is totally automated
and uses a real time tracking system which helps the customers to access status reports on Vessel and Yard
electronically. MICT has the maximum rail connectivity to major markets in the hinterland amongst all ports
in Gujarat. This terminal constantly invests in infrastructure, equipment, technology and training to increase
operational efficiency to ensure a fast turnaround of vessels.
53
ADANI MUNDRA CONTAINER TERMINAL
DRAFT
(meters)
14.5 BERTHS
366
REEFER PLUGS
GROUND SLOTS
(TEUs)
4014
02
631 QUAY LENGTH
(meters)
QUAY CRANES
SUPER
POST
PANAMAX
06 RTG
CRANES
03
REACH STACKERS
20
936,599 THROUGHPUT
(TEUs)
INSTALLED UASC, CMA CGM S.A.,

CAPACITY CARRIERS
(million TEUs) CAPACITY MARINE CONTAINER
1.0 93.66 93.6 SERVICES (I). PVT. LTD, TCI CALLING

UTILIZATION
(percentage) SEAWAYS, MBK, SAI, ESA,
SSG, SCI, PML, MOL, ULS, ZIM
Lines, TCI, JWL, HJS, COSCO,
CARGO PROFILE WAN HAI , EMC, NYK, PMA,
Mica, Talcum Powder Feldspar, OOCL, YML, HLL, Simatech,
Powder, Magnesium Silicate, SSK, TSL
Granite, CeramicTiles & Sanitary
0.78 wares, Agri Commodities,
speciality chemicals, Rice
RAIL
AVERAGE Metals, Minarals, Aluminium Connectivity to all major North
TURNAROUND Scrap, Chemicals, specilaity CONNECTIVITY & West India ICDs and operates
TIME (DAYS) Chemicals, Wood Products,..etc double stack container trains
to ICD Patli & others ICDs in
30 AVERAGE CRANE
MOVES PER HOUR
NCR zone.
Adani owned Mundra Port is emerged as an alternative gateway for the country's container trade. The port
owned container terminal "Adani Mundra Container Terminal (AMCT)" registered a CAGR of 11.58 per cent
during FY 2011 - FY 2016 with growth of 12.09 per cent traffic handled in FY 16. This exponential growth is
derived from the increase in services, enhanced rail connectvity, especially from north indian inland container
depots (ICDs) and the world class operational efficiencies, complemented by the Port's ideal location.
54
CHENNAI CONTAINER TERMINAL
DRAFT
(meters)
13.4 BERTHS
355
REEFER PLUGS
GROUND SLOTS
(TEUs)
3960
04 03
18
RMG CRANES
885 QUAY LENGTH

(meters)
YARD AREA
01
(hectares)
QUAY CRANES
08
FORK LIFTS
SUPER
POST
PANAMAX
867,549 THROUGHPUT
(TEUs)
RTG
CRANES
23
02
REACH STACKERS
INSTALLED
CAPACITY
72.30 72.3
1.2
UTILIZATION
(percentage) CMA CGM, Hapag LIoyd, CARRIERS
MAERSK LINE, MSC, Hanjin, CALLING
Simatech, TS Lines, BTL, SCI,
Sea Horse, CCG, Seacon,
HMM, NYK, RCL, Samudera,
CARGO PROFILE APL, Wan Hai, OEL and MSC
Chemicals, Electrical & Electronic
goods, Auto parts & spares,
1.00 Newsprint, Fruits, Granite,
Stones, Onions, Agri products and RAIL
CONNECTIVITY
Currently using the CONCOR
AVERAGE Automobiles Rail Connectivity 1 km away
TURNAROUND from the terminal for Bangalore
TIME (DAYS) Market
27 AVERAGE CRANE
MOVES PER HOUR
Chennai Container Terminal - DP World (CCT) has witnessed a CAGR of 8.64 per cent during FY 2013 to
FY 2016 with handled volume growth of 5 per cent in FY2016. CCT is trying to attract the hinterland with
many effective ways by expanding rail connectivity for the seemless flow of cargo and improvment in vessel
turnaround time which has reduced from 7 days in 2001 to less than 24 hours today. This terminal is serving
the trade with 8 mainline services connecting over 56 ports in the world and direct services to Europe and the
Far East. DP World Chennai supports 60 per cent of South India’s container market and one of the preferred
choices for South India’s booming trade.
55
CHENNAI INTERNATIONAL TERMINAL
DRAFT
(meters) 15.5 BERTHS
306
REEFER PLUGS
03
832 QUAY LENGTH
(meters) 35
YARD AREA
(hectares)
GROUND SLOTS
(TEUs)
5424
QUAY CRANES
03 POST
PANAMAX
SUPER
POST
PANAMAX
04
06
RTG
695,611
CRANES
THROUGHPUT
(TEUs) 18 REACH STACKERS
INSTALLED
CAPACITY
55.65 55.6
1.2
MOL, RCL, HMM, Nyk line, RCL,
NYK Line, Wan Hai, Hyundai,
OOCL, COSCO,
CARGO PROFILE
Automobile, pharmaceuticals,
1.2 textile, leather, light engineering
and chemical
RAIL
CONNECTIVITY
Concor runs 1-2 rakes per
day from Bangalore to
AVERAGE Chennai, DLI runs weekly
TURNAROUND service from Bangalore
TIME (DAYS) and Hyderabad to chennai,
27
Nagpur, Delhi, Vijayawada,
AVERAGE CRANE ICD Tondiarpet.
MOVES PER HOUR
Chennai International Terminal (CITPL), is ideally positioned to tap the high growth chennai region. CITPL
registered a CAGR of 8.18 per cent during FY11 to FY 16 while registering a slight dip in growth of traffic
handled in FY 16. This terminal is catering to the fast growing industries namely automobile, pharmaceuticals,
textile, leather, light engineering and chemical manufacturing units. This terminal is connected Inland Container
Deports with on-dock rail siding within its premises to offer seamless rail services to its customers for both
Imports & Exports.
56
APM TERMINALS – PIPAVAV
DRAFT
(meters)
14.5 BERTHS
526
REEFER PLUGS
GROUND SLOTS
(TEUs)
3,409
02 04
13
RMG CRANES
735 QUAY LENGTH

(meters)
YARD AREA
QUAY CRANES
(hectares)
02
FORK LIFTS
03 POST
PANAMAX
SUPER
POST
PANAMAX
05
694,612 09
RTG
CRANES
THROUGHPUT
(TEUs)
18 REACH STACKERS
INSTALLED
CAPACITY
(million TEUs) CAPACITY Maersk Line, Safmarine, GSL,
1.35 51.5 51.5

UTILIZATION TSL, Hyundai, OCL, ESA, CARRIERS
(percentage) APL, MOL, HSUD, HLL, NYK, CALLING
Seacon, SRS, SCI, MSC, PIL,
PMA, OMS, MBK, Simatech,
MCS, HLL, NYK, XPF, SSA,
Jindal, SSL, RCL, Wan Hai,
CARGO PROFILE YML, KMTC, Hanjin, CCA, ANL,
ULS, OMS, and CNC
Automobiles, electronics
rice, white goods, scrap
0.53 waste paper, chemicals agri
commodities and engineering
RAIL
CONNECTIVITY
"Dadri, Loni, Moradabad,
Tughalakabad, Vododra,
AVERAGE goods
Khodiyar, Jamnagar, Ankleshwar,
TURNAROUND Sanand, Amritsar, Ludhiana,
TIME (DAYS) Sahnewal, Jaipur, Jodhpur, Kota,
Faridabad, Patli, Garhi Harsaru,
29 AVERAGE CRANE
MOVES PER HOUR
BallabhgarhRewari, Dronagiri,
Malanpur”
APM Terminals Pipavav(APMT) is located near to the important maritime trade route which connects India
with international destinations such as the Far East, Middle East, Africa, Europe and the US. This terminal
witnessed a sustainable upward CAGR of 6.92 per cent during 2011 FY to 2016 FY. The investments made
in the last financial year triggered the better efficiency and productivity. The enhancements mainly includes
strengthening of the existing berths, dredging, and the improvement of the container yard and internal roads at
the port. Nearly 70 per cent of the total container volume handled is evacuated by rail and the number of high
cube double stack trains handled has also steadily increased.
57
BHARAT KOLKATA CONTAINER TERMINAL
DRAFT
(meters) 8.5 GROUND SLOTS
(TEUs)
3000
812 QUAY LENGTH

(meters) 13
YARD AREA
(hectares)
BERTHS
05 577,000 09
REACH STACKERS
THROUGHPUT
(TEUs)
INSTALLED
CAPACITY
(million TEUs)
0.867.88 CAPACITY
UTILIZATION
(percentage) 67.9
Far Shipping, Samudera
CARRIERS
CALLING
Shipping, X-Press/BTL
CARGO PROFILE
Peas, Metal scrap, Raw
asbestos, Resins, Electronic
4.0 goods, Machineries, Chemicals,
Jute & Jute products, CI goods, RAIL Sealdah-Budge Budge
- KDS, KDS-Diamond
AVERAGE Aluminium products, Ateel and CONNECTIVITY
TURNAROUND Ferrochrome. Harbour Station
TIME (DAYS)
30 AVERAGE CRANE
MOVES PER HOUR
Bharat Kolkata Container Terminals (BKCT) is located in the riverine Kolkata Port with a 203km channel leading
to the sea. This terminal is reported a upward CAGR of 8.88 per cent during FY2011-FY2016. Many large Indian
corporations set up their industrial units in Kolkata, producing a wide range of products including electronics,
electrical equipment, engineering products, automobiles, tea, pharmaceuticals, chemicals, food products, jute
products and more. The city has recently been transformed into one of India’s major information technology
hub which can further bolster the growth of container volumes. BKCT is a gateway to the hinterland comprising
eastern and northeastern India as well as two land-locked neighbouring countries – Nepal and Bhutan. It is well
connected by the national highways and railway lines to key cities in the region.
58
TUTICORIN CONTAINER TERMINAL - PSA SICAL
DRAFT
(meters)
10.9 BERTHS
84
REEFER PLUGS
01
10
GROUND SLOTS
1000
370
(TEUs)
QUAY LENGTH
(meters)
YARD AREA
01
(hectares)
FORK LIFTS
QUAY CRANES PANAMAX

03 RTG
CRANES
08
02
REACH STACKERS
INSTALLED THROUGHPUT
CAPACITY (TEUs)
(million TEUs)
0.4 495,000 CARGO PROFILE

JFS, X Press Feeder, BTL,
Seacon, Shreyas, RSA, Wan Hai
CARRIERS
CALLING
Raw Cashew, Timber, Machinery,

Waste Paper, Cotton, Metal scrap,
Chemicals, Rubber products,
Textile, Garments, Paper, Cashew
0.5 processed, Minerals, Garnet
Sand, Cotton Yarn, Handlooms,
RAIL
CONNECTIVITY Two CONCOR rail services
per week linking Tuticorin
AVERAGE Machinery, Sea Food, Granite and
TURNAROUND to Bangalore. Also linked to
Coir pith etc. ICDs at Madurai, Tirupur,
TIME (DAYS)
40
Karur, Salem, Coimbatore,
AVERAGE CRANE Chennai and Bangalore.
MOVES PER HOUR
Tuticorin Container Terminal (TCT) is operating at south-eastern tip of the state of Tamil Nadu in India has an
advantage of very less voyage time to ferries the cargo to Colombo. TCT has registered a CAGR of 2.14 per cent
during FY 2011 to FY 2016. The port possesses one ICD and thirteen CFS's in its vicinity ensures seamless flow of
containers to and from the port. PSA SICAL Container Terminal runs 8 services a week, of which 6 are operated
between Tuticorin and Colombo, 1 coastal service (Tuticorin, Hazira, Mundra, Cochin, Tuticorin) and 1 Smile service
connecting Tuticorin, Colombo, Mundra, Jebel Ali, Mundra, Pipavav, Cochin and Tuticorin. The terminal is well
linked to the major trade hinterland industrial clusters and cities such as Bengaluru, Chennai, Cochin, Coimbatore,
Madurai and Tirupur by state by national highways and rail connections.
59
VALLARPADAM ICTT
DRAFT
(meters)
14.5 BERTHS
450
REEFER PLUGS
02
605 QUAY LENGTH
(meters)
40YARD AREA
(hectares)
GROUND SLOTS
(TEUs)
2500
QUAY CRANES
SUPER
POST
PANAMAX
04
429,000 03
RTG
CRANES
THROUGHPUT
(TEUs) 15 REACH STACKERS
INSTALLED
CAPACITY CAPACITY JM Baxi, Simatech, Hapag
42.90
(million TEUs)
42.9 Lloyd, KMT, Emirates Shpg, TCI CARRIERS
1.0
UTILIZATION
(percentage) SEAWAYS, RELAY SHIPPING, ISS CALLING
SHIPPING, SHREYAS SHIPPING,
ZIM INTEGRATED, EMIRATES
CARGO PROFILE SHIPPING, MBK LOGISTIX,
JAIRAM & SONS, PIL(INDIA)
Sanitary ware, Raw Cashew PVT.LTD, EVERGREEN SHIPPING,
nuts, Construction Materials,
Interior decoratives, Lighting SEAHORSE, MAERSK INDIA PVT.
Products, Plastic products, LTD, ESL, KMTC, RCL and Hanjin
1.7 Ceramic derivatives, Cotton Yarn,
Plastic Products, Processed Foods, RAIL
AVERAGE Agri Ingredients, Coir, Oils, Food
TURNAROUND CONNECTIVITY
Ingredients, Food products and ICD-Whitefield, Bengaluru
TIME (DAYS) Frozen foods, to Vallarpadam ICTT on
31 AVERAGE CRANE every Monday, Every

MOVES PER HOUR firday from ICD Irugur,
ICD
DP World - International Container Transhipment Terminal (ICTT) is strategically located 11 nautical miles
away from the direct Middle East - Far East sea-route. This terminal serves as the natural gateway to the
vast industrial and agricultural produce markets of the south and west of India. This terminal has registered
a whopping growth of 17.5 per cent in total traffic handled in the FY 2016 while crossing the mark of 4 lakh
TEUs. This terminal has shown impressive performance in April 2016 with 32 per cent growth in volumes
handled in the first quarter of the current calendar year (January to March 2016). Connectivity for all mainline
carriers on the East-West shipping routes and regular scheduled train services to Inland Container Depots (ICDs)
located in Irugur (Coimbatore) and Whitefield (Bengaluru) are catalysts for the impressive growth.
60
ADANI HAZIRA CONTAINER TERMINAL
DRAFT
120
REEFER PLUGS
02 GROUND SLOTS
637 3500
(TEUs)
QUAY LENGTH
(meters)
QUAY CRANES
04 02
SUPER RTG
POST POST CRANES
16
PANAMAX PANAMAX
302,755 THROUGHPUT
(TEUs)
02
REACH STACKERS
INSTALLED
CAPACITY
0.8 40.37 40.4

UTILIZATION Maersk, MSC, CMA CGM, CARRIERS
(percentage) OOCL, PIL, Simatech, Emirates, CALLING
UASC, Perma Shipping, Freight
Connection, Caravel, Balaji,
Trans Asia, IAL are offering
weekly service to worldwide
destinations.
CARGO PROFILE
Chemicals, Metals, Wood Pulp,
0.55 Waste Paper, Scrap, Food Products,
Copper and Copper Alloys, Cotton RAIL
CONNECTIVITY
ICD Pithampur, ICD Ratlam,
AVERAGE Yarn, Fibers and Rubber Products ICD TKD, ICD Dadri , and
TURNAROUND Nagpur ICDs
TIME (DAYS)
30 AVERAGE CRANE
MOVES PER HOUR
Adani Hazira Container Terminal (AHCT) is situated in the middle of India’s biggest chemical manufacturing
corridor i.e. South Gujarat (from Vapi to Vadodra). AHCT recorded high growth of 96 per cent for the FY
2015-16. This terminal is located close to the Delhi-Mumbai Industrial Corridor (DMIC) along the West coast
of India which accounts major part of the Indian trade. Multimodal connectivity to the northern, north-western
and central parts of India, makes this terminal well connected with the key traders. AHCT has an agreement
with Kribhco to use its rail siding located at a distance of 14 km from the terminal and capable of handling 6-8
trains a day.
61
VISAKHA CONTAINER TERMINAL
DRAFT
204
REEFER PLUGS
GROUND SLOTS
(TEUs)
2500
02
16
450 QUAY LENGTH
(meters)
YARD AREA
(hectares)
QUAY CRANES 03
FORK LIFTS
02 PANAMAX
POST
PANAMAX
02
293,000 THROUGHPUT
(TEUs)
RTG
CRANES
06
05
REACH STACKERS
INSTALLED
CAPACITY
CAPACITY
48.83
(million TEUs)
48.8
0.6
UTILIZATION
(percentage) BTL, NYK, Maersk, BTL, CARRIERS
Far Shipping, Simatech,
CALLING
Evergreen, NYK, MOL,RCL,
CARGO PROFILE Xpress Feeders,Shreyas
Refractories, Scrap, Machinery, Shipping, HJN, HSL
Cashew, Paper, Minerals
& Alloys, Quick Lime,
Pharmaceuticals(Chemicals),
0.82 Wood pulp, Ferro Alloys, Aluminum
Products, Sea Foods, Steel, Agri RAIL
CONNECTIVITY
Connected with ICD Raipur,
AVERAGE Products, Minerals, Granite, Nagpur, Kalinganagar, Delhi
TURNAROUND Refractory, Paper, Chemicals and (NCR), Birgunj ICD (Nepal).
TIME (DAYS) Pharma(finished goods) Approximately handles 25 trains
25 AVERAGE CRANE per month.

MOVES PER HOUR
Visakha Container Terminal (VCTPL) achieved a growth rate of 18 per cent in this FY 2016. VCTPL is ideally
located on the center of the East Coast of India to cater vast hinterland of Andhra Pradesh, Odisha, Chhattisgarh,
Jharkhand, MP, UP, North India and West Bengal. With excellent rail and road connectivity, it is an ideal alternative
especially for shipments to and from Far East and South East Asian regions to Delhi and other nearby ICDs of
Hyderabad, Nagpur and Raipur. Presently, this is the only container terminal on the east coast, serving as a
transhipment hub with approximatley 18 per cent of total traffic handled in the last year is transhipmment cargo.
Terminal is projecting to reach 3.6 - 4 lakh TEUs volume in the FY 17 year as it is already crossed highest mark of
35000 TEUs in a month of July 16.
62
NHAVA SHEVA INDIA GATEWAY TERMINAL
DRAFT
(meters)
14.0 BERTHS
336
REEFER PLUGS 27
01
YARD AREA
(hectares)
330 QUAY LENGTH

(meters)
RTG
CRANES
12
QUAY CRANES
04
202,328 THROUGHPUT
(TEUs)
01
REACH STACKERS
CAPACITY
25.29
UTILIZATION
(percentage) 25.0 MSC, CMA CGM, Maersk Line,
OOCL, Master Group, APL, UASC,
CARRIERS
CALLING
Hanjin, Emirates, MSP, KMD,
PIL, ZIM
INSTALLED
CAPACITY
(million TEUs) CARGO PROFILE
0.8
Equipments, Aluminum, 90% of this terminal's EXIM
Non-ferrous metals, Motor RAIL handled by CONCOR's rail
Vehicles, Knitted garments, CONNECTIVITY connectivity. 15 export trains
are placed on daily basis
30
Sporting products, Readymade
Garments, Carpets, other Home to Delhi, Ludhiana, Mulund,
textile, Embroidery equipments, Ahmedabad, Hyderabad,
Frozen meat, Medicaments and Nagpur,Jodhpur, Aurangabad,
AVERAGE CRANE Vadodara, Moradabad etc. direct
MOVES PER HOUR Engineering goods
rail connecitivity to 46 ICDs.
Nhava Sheva India Gateway Terminal (NSIGT) is commemced operations in FY 16 and reported high volumes
in its initial year of operations. This terminal possesses remote opearted quay cranes capable to handle next
generation large size vessels. NSIGT hosted the largest container vessel MSC Francesca with a length of 363
metre, can carries more than 11,000 TEUs is deployed on the Himalaya Express (HEX) Service to ever call at
India’s premier container gateway, Jawaharlal Nehru Port (JNPT). NSIGT will be in a position to handle 14000
TEU vessels as it is equipped with the latest technology and terminal equipment with a draft of 16m alongside.
63
KRISHNAPATNAM PORT CONTAINER TERMINAL
DRAFT
(meters)
13.5 BERTHS
400
REEFER PLUGS
02
36
GROUND SLOTS
(TEUs)
4600
650 QUAY LENGTH
(meters) YARD AREA
(hectares)
02
FORK LIFTS
QUAY CRANES
SUPER
POST
PANAMAX
05
10
RTG
118,623
CRANES
THROUGHPUT
(TEUs)
04 REACH STACKERS
INSTALLED
CAPACITY
1.2
Seahorse& Smart Marine,
9.89
UTILIZATION
(percentage) 9.8 Maersk, Safmarine, MSC, SCI,
HMM, Evergreen, APL, MOL,
CARRIERS
CALLING
Ben Line, Star Line, Seapol,
Focus-Trans, Radiant Maritime,
St.John, Victor Express Line,
CARGO PROFILE
Trans Asia, Forbes, Shreyas
Granite, Paper, Automobile Parts,
0.4 Fruits, Billets, Cement, Chillies,
Coffee, Coir Fibre bales, Cotton
AVERAGE Linters / Hull / Yarn, Empty Bottles,
TURNAROUND Granite, Maize, Mica Powder,
RAIL
TIME (DAYS) CONNECTIVITY New connectivity started to
Minerals, Pipes, Raw cotton, Rice, Bangalore Whitefield ICD,
AVERAGE Shrimps, Sugar, Tobacco, Pulses, apart from the existing
32 CRANE Rubber Scrap, Soda Ash, Steel connectivity to hyderabad

MOVES PER Sheets, Timber, Used Tyre, Waste ICD
HOUR Paper
Krishnapatnam Port Container Terminal (KPCT), fastest growing private container terminal on the east coast,
has registered a whopping CAGR of 49.36 per cent during the last five years. KPCT broke through the 1 Lakh
TEUs barrier in FY 16 with growth of 30 per cent in volume handled. Terminal is also envisaged to keep up the
brisk pace in its growth with its enhancement of rail and road connectivity to serve the farmost hinterland.
A new rail service from ICD Bengaluru Whitefield to KPCT. Apart from ramping up the land side connectivity,
recent launch of weekly vessel service of MV Maersk Bentonville connects Krishnapatnam with Salalah (Oman)
and another service MV Harbour-1 connects KPCT with Bangladesh will further create a spurt in trade.
64
KATTUPALLI INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
14.0 BERTHS
360
REEFER PLUGS
02
25
GROUND SLOTS
(TEUs)
5120
710 QUAY LENGTH
(meters) YARD AREA
(hectares)
QUAY CRANES 04
06
FORK LIFTS
SUPER
POST
PANAMAX
115,227 THROUGHPUT
(TEUs)
RTG
CRANES
15
03
REACH STACKERS
INSTALLED
CAPACITY
16.86
1.2 16.8
UTILIZATION
(percentage) CARRIERS
Shreyas, SCI, HMM, COSCO,
Maersk, SHR, SIM, Hyundai,
CALLING
Wan Hai, NYKL and EMC.
CARGO PROFILE
Automobile accessories, Iron and
0.4
Steel products, Meat Products,
Frozen Products, Cotton Yarn, RAIL
Rubber, Valves, Plastics New rail connectivity started
AVERAGE CONNECTIVITY from Bangalore to Kattupalli.
TURNAROUND
TIME (DAYS)
28 AVERAGE CRANE
MOVES PER HOUR
Kattupalli International Container Terminal (KICT) has registered exponential growth in the
FY 2016 under the category of low volume handling ports on east coast. This new terminal has recently joined
an umbrella of Adani's container terminals in India. KICT has been struggling for survival since its commercial
launch in April 2013 amid slumping cargo volumes and growing overcapacity on India’s east coast with the
addition of new non-major ports. Despite, this terminal managed to report the upward growth in the last
financial year and poised to handled more volumes than presently handled in the next year.
65
DAKSHIN BHARAT GATEWAY TERMINAL
12.8
10
DRAFT
(meters)
BERTHS
01 YARD AREA
(hectares)
GROUND SLOTS
(TEUs)
400
345 QUAY LENGTH
(meters)
02
03
REACH STACKERS
PLANNED
QUAY CRANES
RTG
CRANES
09
103,375
INSTALLED
THROUGHPUT
(TEUs)
PLANNED
CAPACITY Seacon, OEL, SCI, Simatech, CARRIERS

CAPACITY
20.67
(million TEUs)
20.7
0.5
UTILIZATION Shreyas, PIL, BOX Consortium CALLING
(percentage) (BTL, OEL and X-Press Feeders)
CARGO PROFILE
Raw Cashew, Timber, Machinery,
Waste Paper, Cotton, Metal scrap,
1.0 Chemicals, Rubber products,
Textile, Garments, Paper, Cashew RAIL
CONNECTIVITY Concor's rail connectivity
AVERAGE processed, Minerals, Garnet is just 1 km away from the
TURNAROUND Sand, Cotton Yarn, Handlooms, terminal
TIME (DAYS) Machinery, Sea Food, Granite and
Coir pith etc.
Dakshin Bharat Gateway Terminal (DBGT) is strategically located near to the east west international sea-route.
DBGT has registered a whopping growth in the last financial year under the low volume handing container
terminals on east coast. This terminal now has two weekly services (Simatech) to Colombo. The new BOX
Consortium (BTL, OEL and X-Press Feeders) has announced a third string calling at DBGT, Tuticorin. This service
would be operated twice a week to Colombo. The maiden call of the service, by M.V. Bauhinia, commenced on
February 1, 2015. With the commencement of 2 BOX Consortium services and the existing 2 Simatech services,
the terminal would be operating 4 services every week to Colombo.
66
HALDIA INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
8.5 BERTHS
8
REEFER PLUGS
02
09
GROUND SLOTS
3000
432
(TEUs)
QUAY LENGTH
(meters)
YARD AREA
(hectares)
QUAY CRANES
02
PANAMAX
02 REACH STACKERS
85,000
RTG
THROUGHPUT CRANES
(TEUs)
04
INSTALLED
CAPACITY
0.3 28.33 28.3

Far Shipping, Seacon, OEL, CALLING
(percentage)
SCI, Simatech, Shreyas, PIL,
BOX Consortium (BTL, OEL and
X-Press Feeders)
CARGO PROFILE
Peas, Metal scrap, Raw asbestos,
Resins, Electronic goods,
1.5 Machineries, Chemicals, Jute &
Jute products, CI goods, Aluminium RAIL
CONNECTIVITY Haldia - Panskura, Haldia
AVERAGE products, Ateel and Ferrochrome.
TURNAROUND - Rajgoda
TIME (DAYS)
23 AVERAGE CRANE
MOVES PER HOUR
Kolkata Port Trust awarded the operation and maintenance contract for Haldia Container Terminal to HICT(JM
Baxi Group) for Integrated Container Handling operations for a period of 10yrs. HICT registered a negative
growth in the total volume handled during FY 2011 to FY 2016. This container terminal is envisaged for positive
growth after it is being awarded O & M contract to United Liner Agencies of India (P) Ltd of J M Baxi Group.
Ongoing upgradation, enhancements, revamping the cargo handling equipements apart from improving the
connectivity are the major key drivers for the expected positive growth.
67
KANDLA INTERNATIONAL CONTAINER TERMINAL
DRAFT
(meters)
13.0 BERTHS
48
REEFER PLUGS 19
02
YARD AREA
(hectares)
545 QUAY LENGTH

(meters)
04
REACH STACKERS
04
SUPER
RTG
CRANES
08
QUAY CRANES POST
PANAMAX
3,000 THROUGHPUT
(TEUs)
RAIL
CONNECTIVITY
Connected by BG link to Mumbai and Delhi via Ahmedabad.
0.6
Longest route i.e. via Viramgam-Ahmedabad Godhra-Ratlan-
Bayana-Jamuna Bridge to Delhi. The second route is via
INSTALLED CAPACITY Viramgam-KhodiyarMehsana-Palanpur-Ajmer to Delhi. In
(million TEUs)
addition, Port has MG connectivity with Palanpur.
New Developments
• Double Track broad gauge connectivity from Gandhidham
to Kandla as a part of SPV of Gandhidham-Palanpur
CARGO PROFILE Conversion.
Chemicals and Speciality Chemicals, Rice, Agri • By-pass at Gandhidham for Mundra/Bhuj Lines and
commodities, Salt, Quartz Powder, Granite Blocks, providing of additional Loop lines for handling facilities
Tiles, Ceramics, Sanitary wares, Automobile Parts at Adipur.
• Provision of railways sidings from Gandhidham to Tuna
(10 km).
Kandla International Container Terminal (KICT) is situated on the shores of the Kandla creek which runs into the
Gulf of Kutch at a distance of 90 nautical miles from the Arabian Sea. KICT serves as a critical gateway port for
the western and north western hinterland of India on international trade routes to Middle East and Upper Gulf.
This terminal is poised to bring back its lost market, after a halted for almost 2 -3 years due to isssues with
previous contract in between Kandla Port and operator ABG. The existing railway siding No.12 available behind
the backup area of berth Nos.11 and 12 will be the dedicated Railway Corridor to the container terminal. This
will enhance the viability of the project by attracting rail-borne cargo.
68
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Container
market
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Indian Container Market Report

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Indian

Author: Dr. Subrata K Behera

2. Indian Container Market: An Overview 18

3. Commodity Profiles - Research Methodology 20

5. Indian Container Terminals Fact Sheet 45

CAPT DHEERAJ BHATIA

Indian container market: CONCOR view

Sagarmala and containerization in India

Government’s initiatives in connectivity

Container market outlook

Current market scenerio

Drivers for container growth

Share of major ports %

West Vs East coast ports

Cote d'Ivoire 3% UAE 7%

South Africa 3% Somalia 9%

Tanzania 3% Sri Lanka 7%

Sri Lanka 2% Bangladesh 4%

USA 10% Netherlands 13%

0.7 0.7 0.6

Others 35% China 12%

Thailand 6% Saudi Arabia 11%

3.3 1.7 1.6

Others 35% USA 33%

China 5% Saudi Arabia 5%

Australia 4% Saudi Arabia 7%

Reference Volume(Mi TEUs)* Annual Growth

680 QUAY LENGTH

1.3 82.59 82.6

MSC, UASC, MSC Agency,

1.5 66.65 66.7

632 QUAY LENGTH

1.1 89.60 89.6

0.5 Ferrous Scrap (High Value),

31 AVERAGE CRANE Faridabad, Patli, Garhi

INSTALLED UASC, CMA CGM S.A.,

1.0 93.66 93.6 SERVICES (I). PVT. LTD, TCI CALLING

885 QUAY LENGTH

735 QUAY LENGTH

1.35 51.5 51.5

812 QUAY LENGTH

QUAY CRANES PANAMAX

0.4 495,000 CARGO PROFILE

Raw Cashew, Timber, Machinery,

31 AVERAGE CRANE every Monday, Every

0.8 40.37 40.4

25 AVERAGE CRANE per month.

330 QUAY LENGTH

32 CRANE Rubber Scrap, Soda Ash, Steel connectivity to hyderabad

CAPACITY Seacon, OEL, SCI, Simatech, CARRIERS

0.3 28.33 28.3

545 QUAY LENGTH

Connected by BG link to Mumbai and Delhi via Ahmedabad.

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