Port Wings News Network:
Given the consistent growth in port-related business in the region, we are planning to develop two more container freight stations (CFSs) in Andhra Pradesh in next two years, Mr. G.Sambasiva Rao, Managing Director, Sravan Shipping Services Pvt Ltd, has said.
In an exclusive interview to Port Wings, Mr Sambasiva Rao said, “The business potential will double after the completion of second CFS near Gangavaram Port in the near future, a reality by the end of 2015. Krishnapatnam CFS is the third making inroads by the first half of 2017.”
“I am very optimistic about achieving this goal. With additional CFSs and Logistics space coming up, we will provide the much needed back up support infrastructure,” he added.
G Sambasiva Rao: “As an entrepreneur, I have the satisfaction of having created an organization of 1200 people by setting up first Container Freight Station in private sector in Visakhapatnam, Andhra Pradesh in 2004 having 10 lakh Sq. ft. covered warehouse( including customs bonded) space & 25 lakh sq. ft open storage space with business verticals of stevedoring, Custom House Agency, Shipping agency, Clearing & Forwarding, cargo handling & warehousing and Transportation with end-end logistics services based on a robust foundation of innovation, people, values, and customer-centricity.”
Q. Will you share your entrepreneurship journey like how it began?
GSR: “An entrepreneur is a person who undertakes and operates a new venture, and assumes accountability for the inherent risks associated with it. An entrepreneur is one who made significant progress in translating his insight into reality. I saw the big picture for end-end-logistics with having world class CFS first in the private sector in AP and warehousing facilities with ISO 9001-2008 Quality standards in and around East coast of India. It helped me to ring-fence the ripples of contemporary developments.”
Q. Tell us about the growth of Brand Sravan over the years?
GSR: “Buoyed by the initial success, I aggressively built SRAVAN brand and even now keep our customers sharply in focus. It helped me to open the right doors for Sravan Shipping Services Pvt Ltd. My ability to discern the direction of change and steering the ship well in time is keeping the company ahead of competition. After putting SSSPL on a steady growth course, now I am focusing on charting out the “next horizon” for the company. In that role, I am working on not only seeing the future but also in preparing SSSPL to thrive in that future. Tirelessly, I am moving on the vision for the organization with basic parameters like how to achieve on time performance and reliability that is springboard to success.”
Q. Share your experience in building the Brand Sravan?
GSR: “Looking back today, I believe my sincere efforts contributed as much to my success as anything else. The journey so far for me has been full of thrilling moments and disappointing times, as is the case with any entrepreneurial venture. Only unbridled passion would help you to pass through the rigor and pains that are part and parcel of any start-up process. I strongly believe business excellence is all about creativity. Growth can be seen from the way the business looks with new thoughts and new segments are lined up for expansion.”
Q. How do you see the new government and its initiatives?
GSR: “India is a huge country but if everybody works in their respective districts and focuses on the development of that district, we will have balanced and well distributed growth. There is no stopping India from becoming one of the major forces in the world by 2020. Yet more needs to be done. We have to cut down a lot on licenses and bring the Single Window Policy to realization. We need to train more skilled manpower (not only engineers, graduates and post-graduates).”
Q. In your view, which sector could foster entrepreneurship skills in youth?
GSR: “I firmly believe that educational institutions can help foster entrepreneurship, which is why I want to involve with the Innovation & Entrepreneurship Programmes in educational institutions — a business Incubator where ideas from students and alumni can be commercialized. I am excited by the potential and drive in today’s generation of aspiring entrepreneurs and very optimistic about the future of entrepreneurship in India. Entrepreneurship is all about passion and a vision. You don’t require only money to build great businesses. You require looking beyond, seeing the future and just grabbing the opportunity and then having a lot of perseverance.”
Q. What is your message to the budding entrepreneurs?
GSR: “This is a good time to be an entrepreneur in India. Today, we have successful role models, India is growing rapidly, economic liberalization is going on in full swing, and India enjoys a favorable positioning as a brand in the global markets. Government policy is increasingly becoming progressive and the business environment is more conducive, which is a very welcome development because India needs many more entrepreneurs across industries if it has to achieve and sustain the kind of growth we as a nation seek. There is no business in the world that is non-profitable but everybody has not been able to build profitable businesses. There are risks and so also rewards. Patience is important. Any business that makes money overnight will not have strong fundamentals.”
The decision by the Life Insurance Corporation of India to invest about 1.5 lakh crore in Indian Railways is a welcome move indeed.
Even though the LIC has been investing in public-sector firms for the past several years, the latest decision committing a whopping 1.5 lakh crores for the growth of Indian Railways, another public sector transport institution linking every nook and corner of the country and ferrying huge quantity of freight and lakhs of passengers every day, has once again proved that LIC is the most dependable automated teller machine for the government.
It is worth recalling here that LIC manages assets worth Rs 13 lakh crore which is equal to 15% of India’s gross domestic product of Rs 85 lakh crore. Its investment in government-owned companies as on May 2012 was about Rs 1 lakh crore. This is the first time that LIC has unveiled its intention to invest such a huge amount for a single entity.
LIC, a Government of India enterprise founded in 1956, is the largest life insurance company and also the largest investor of the country.
Over the years, LIC, which had been patronized by one and all with numerous policies and registering upward revenue year after year, was facing difficulty in managing the ever-accumulating funds.
After a thorough analysis of options before the Corporation, LIC decided to invest those extra funds to get good returns.
However, its policy to invest in share market met with stiff opposition from the policy holders, who decried that it was an ill-advised move.
With its market-linked policies proved a trap, LIC slowly withdrew from the markets and started focusing on government companies.
One may argue that considering LIC’s huge corpus, these investments in PSUs, are like a drop in the ocean. Thus, they do not present substantial risk to policyholders.
But this does not give LIC the right to overlook policyholders’ interest and make investments on their whims and fancies.
It is very important now that the money is spent judiciously. Otherwise it would further deteriorate condition of already sick Indian Railway. It would turn into a high debt company. There needs to be professional SPV implementing projects.
The list of corrective measures is endless. We hope the Railway Minister would go in details of these shortcomings and rectify them. Otherwise, all the money would go down the drain.
Hello, Dear ALL,
Let’s look back what we have achieved in the 2014 art project, and look forward to the 2015, a better Chenglong wetlands and village. Happy Chinese New Year!!! 🙂
(“來去海口住一個月”環境藝術志工 熱情召募中, 3/2截止, 趕快來報名: https://artproject4wetland.wordpress.com/2015/01/21/2015-call-for-volunteers/ )
Port Wings News Network:
Sustained as well as coordinated efforts by the Chennai Port management for the past few weeks have resulted in easing the trailer congestion, which has been a synonym for the port for years.
Speaking to Port Wings jointly, Mr Atulya Misra, Chairman, Chennai Port Trust (ChPT) and Mr I Jeyakumar said that the port management’s efforts on easing congestion of container trailers have borne expected results and we have achieved what was not achievable until a few weeks ago.
For the last few years, the Chennai Port Trust (ChPT) has been witnessing long haul trailers lined up for miles, sometime upto 20 kms till Ernavoor, to get into the two container terminals through its Zero Gate.
As a cascading effect of the growing container trade, problem of congestion by box-laden trailers started rearing its ugly head. At one point of time, the EXIM fraternity in Chennai, including the transporters, started blaming the Chennai Port management for not taking adequate measures to nip the congestion issue in its bud itself.
Though the port management took several initiatives, due to some external factors beyond their limit, they fell flat and congestion was taking monstrous proportion.
The congestion also led to diversion of containers and other commodities to nearby ports such as Krishnapatnam, Karaikal, Kakinada, Visakhapatnam, Kamarajar, L&T Kattupalli and VO Chidambaranar Port.
On a question about how the port managed the issue and pulled it back to normalcy, they said, “With the concerted efforts of our team of HoDs, we were able to set several things on right perspective, which finally culminated into a result-oriented process.”
“We are happy that the congestion has become a thing of past in Chennai Port and we can proudly say that we are successful in reducing the 24-hour transit time for trailers into just eight hours. With the proposed introduction of RFID-enabled process from the third week of February, the transit time could be brought well within four hours that is a healthy sign for the EXIM trade,” both the senior officials told Port Wings.
Speaking about the measures which had helped the port to ease congestion, they said, “Measures like termination of export-cargo boxes at CFSs, removal of double checking of Customs officers inside the port premises, streamlining of trailer movement inside as well as outside the port, daily monitoring of productivity at both the container terminals and other similar measures have helped the port to ease congestion issue comprehensively.”
“With these measures in place, we hope that we would be in a better position to market Chennai Port infront of the EXIM trade in the region and bring back those players who moved to other ports due to congestion,” they further added.
Port Wings News Network:
With the view to decreasing the congestion of container-laden trailers along Ennore Expressway and Madhavaram to the port, Central Warehousing Corporation (CWC) on Nov 29, 2013 inaugurated its parking yard cum seal verification centre at Thiruvottiyur.
However, 15 months have passed by now, but nothing moved beyond the proposal level. And now the Exim fraternity in Chennai has appealed to the CWC to start the operations soon at Thiruvottiyur as two other ports in close proximity started attracting cargoes originating from the region.
In the presence of Central Warehousing Corporation (CWC) managing director Mr B B Patnaik and Chennai Port Trust Chairman Mr Atulya Misra, the then Union Minister of Shipping Mr G K Vasan inaugurated the operations of the Thiruvottiyur Parking Yard by flagging off the first container-laden trailer to the yard.
Chennai Port has developed in the first phase the parking facility for around 250 trailers investing around Rs 6 crores in 17,500 sq metrers area.
On full functioning, all Chennai Port-bound laden container lorries shall first come to the parking yard and after verification of all the documents shall proceed to the port and there would not be any waiting of container lorries in the Ennore Expressway upto Zero Gate .
The project has been envisaged primarily to reduce traffic congestion created by container trailers in North Chennai.
Though the Inter Ministerial Committee (IMC), which has cleared the proposal in mid 2013, Chennai Port had applied to the Department of Revenue, Ministry of Finance to approval through Chennai Customs.
About the advantages of Parking Yard, a senior port official said that besides seal verification and parking facility, we are planning to open a 24X7 pass issuing section inside the yard, so that it could reduce waiting time for trailers as well and agents who throng at main pass section near port premises.
Speaking to Port Wings, a regular exporter said that the CWC should start the seal-verification operations soon and any further delay would not augur not well for both the Chennai Port as well as CWC, who is having another similar facility at Madhavaram.
“L&T Kattupalli Port has started attracting more containers and if the CWC fully operationalises both of its seal verification facilities (Madhavaram & Thiruvottiyur) it would help the big time exporters who bank on stuffing in their own warehouses and customs clearance at these facilities,” the exporter added.
When contacted, Mr.A.T.Shankar, Regional Manager, CWC, told Port Wings that the seal verification centre proposal at Thiruvottiyur has crossed several hurdles and waiting for the final approval, which could be anytime in next few weeks.
“Once the IMC meeting slated in coming weeks clears the proposal, we would approach the Chennai Customs Commissionerate for final approval and once the clearance comes, it will be a matter of few days to begin operations there,” the official added.
Port Wings News Network:
In a city that hosts international events like the Chennai Open and the Chennai Marathon, the sport of sailing has gained prominence over the past decade and we wish to put Chennai on world sailors’ map, Mr. Ashok Thakkar, Commodore of Tamil Nadu Sailing Association (TNSA) has said.
Speaking to Port Wings, Mr Thakkar, a known personality among shipping fraternity and a sailing enthusiast, who has also served on the Board of Chennai Port Trust and headed the Hindustan Chamber of Commerce during its diamond Jubilee year said that setting up of a dedicated Tamil Nadu Sailing Academy in Chennai would not only help us provide a better training to budding sailors here, it will also attract the international sailors, who are out on high-seas throughout the year under different expeditions and circumnavigating around he globe to visit Chennai regularly.
Q. Tell us about the TNSA, its activities?
Mr Thakkar: Tamil Nadu Sailing Association, which began its journey in 2001 founded by a group of sailing enthusiast with the support of Union Government and Tamil Nadu state government, is a not-for-profit, non-political and non-sectarian association based in Chennai. The main objective of TNSA is to foster, encourage and train people in the sport of Sailing and allied Water Sports. The objective also includes building fraternal relations with other Yacht Clubs and Sailing Association in India and abroad. The three classes of boats that we started supporting are –“Optimist”, the starter single-handed boat for sailors from the age of 7 to 15, The “Laser4.7” for which the first nationals were hosted by TNSA and “29er” a double-handed skiff for sailors up to the age of 19.
Q. Tell us about Sailing as sports?
AT: Sailing teaches and trains the child to face challenges in life and also the brain to concentrate for a long duration of time and builds immense self confidence. It is not just taking on winds that blow against you but is a complex skill set that train a person in strategy / concentration and physical endurance and most import self confidence, decision making and dedication. It would make a person hold in good stead in whatever the career he or she may choose later. TNSA promote sailing as a healthy and enjoyable sport for pleasure and competition for everyone. We provide the right platform for Indian sailing community, in particular youth sailors, with a terrific opportunity to learn and develop into future world champions in the segment.
Q. Tell us about growth of sailing as sports in Chennai over the years?
AT: Since 2004, two years after TNSA’s inception, we conducted the first ever National Championships in three classes simultaneously, and since then TNSA has been conducting National Sailing Championships every year. With the largest youth fleet in the country, TNSA sailors have been dominating the junior level nationally and marking their presence globally. It is wonderful to be spearheading the growth of a nascent sport in Tamil Nadu. TNSA also brought to India the only International Youth Regatta where the best from the world come and sail. With regular events, there is no doubt that they will spark great interest in the sport and draw more youngsters to sailing.
Q. Shed some light on ups and downs in TNSA?
AT: During 2004 Tsunami, more than 16 boats used for training by the sailors were badly damaged and the loss had put a question mark over the future of association. However, we overcame the tragedy with Central government’s grant and members support to buy new boats for training. In the Ups we were the first to have introduced the Laser4.7 championships and also introduced a new class the 29er and 49er into Indian sailing.
Q. Elaborate us about the Tamil Nadu Sailing Academy proposal?
AT: Though we enjoy total support from the Tamil Nadu government as well as the Centre in promoting sailing as sports, setting up an academy for sailing in Chennai has been our consistent endeavor. We already have basic infrastructure in our association and there are students who are learning sailing from us. But once the academy is launched, it will give a big boost to the sailing sport. We are in regular touch with the Tamil Nadu government and Sports Development Authority of Tamil Nadu (SDAT), Yachting Association of India and Sports Authority of India. We are hopeful for a positive reply from the government soon on the academy.
Q. What are the advantages of having such Academy for sailing in Chennai?
AT: As a setup, Academy for Sailing in Chennai would augur well for the growth of water sports in the region. TNSA had studied a few academy models from world’s leading sailing nations and the success they achieved after setting up academies. Specifically after seeing the growth of the sports in those countries, we feel that this academy will not just help Tamilnadu but also our Country as a whole. Certain cold countries are unable to sail during winters as the water is either too cold or has frozen they can also come to Chennai and continue with their training and help Indian sailing to pace and learn along with them.
We call our Beach the Marina Beach but there is no Marina that misnomer will get corrected. We will be creating another recreation facility for the citizens of Chennai. Looking at sailing more people may things of taking a career in Merchant Navy or Indian Navy. The waters of Cooum can be maintained clean and once the same is achieved the mosquito menace faced by the city will be reduced. Employments opportunity can be created also.
Q, Why are you so confident that you will be able to achieve this goal now?
AT: The present Government when in power during 2001 had accorded the permission to set up the TNSA and also accorded permission for the Secretary Sports to be on the Governing Council of TNSA.
The State has several schemes under which the sportsperson in every discipline are being supported financially. Infact the Elites Sports person Scheme of the state Government has supported the two TN girls to train for the Olympics and they have brought the first Girls Asian Games Medal for India. The Chief of Naval Staff is also creating opportunities for sailors to train and also enroll in the Indian navy. He is also trying to create more centres to spread the sport and this will also help in creating a security blanket around the coastal waters.
After extensive consultation across the spectrum of stakeholders including State governments, domain experts and relevant institutions, Prime Minister Narendra Modi, who had promised to get rid of Nehruvian Era legacy –Planning Commission, gave life to ruling BJP’s “Bharatiya” aspirations the NITI Aayog (National Institution for Transforming India) few days ago.
The NITI Aayog will work towards many objectives, mainly to evolve a shared vision of national development priorities, sectors and strategies with the active involvement of States in the light of national objectives.
Though the main opposition Indian National Congress Party quickly disapproved the Modi Govt’s decision to rename the Planning Commission, it is now up to the Centre to prove it is not a futile exercise, as claimed by Congress, by injecting new blood in the centuries’ old institution.
According to the structure, the institution will serve as ‘Think Tank’ of the Government-a directional and policy dynamo.
NITI Aayog will provide Governments at the central and state levels with relevant strategic and technical advice across the spectrum of key elements of policy, which includes matters of national and international import on the economic front, dissemination of best practices from within the country as well as from other nations, the infusion of new policy ideas and specific issue-based support.
The Planning Commission was set up on March 15th, 1950 through a Cabinet Resolution. Nearly 65 years later, the country has metamorphosed from an under-developed economy to an emergent global nation with one of the world’s largest economies.
Until now, Planning Commission remained just a body of elites and never even tried to understand the grass-root level problems of Indians. Having grasped the understanding the common man and the visible disconnect between Raja and Prajah, Prime Minister Modi evolved a workable mechanism of NITI Aayog, which is undoubtedly envisaged to link the planning and execution parts between the Centre and states.
Until government systems are completely revamped, there is a Plan versus non-Plan distinction in expenditure, not quite the same as the revenue versus capital distinction.
However, now the ball is in the court of Centre to prove NITI Aayog is better than Planning Commission in transforming India.
Undoubtedly, its going to be a tough challenge for Prime Minister Modi to prove beyond any shred of doubt.
Only time will tell whether NITI Aayog is old wine in new bottle or really brand new vision in new avatar.
“Even if the Centre decides today, it will take a minimum five years to dock the first vessel at the port. By then, Vizhinjam Port would be fully developed as a transshipment hub on the International sea route. Under such circumstances, the port project would become economically unviable.”
Port Wings News Network:
The proposed Major Port at Colachel (by the Union government) is not economically viable because of lack of industrial activity in the hinterland and due to Vizhinjam Port, being built hardly 50 kms away from Colachel, Mr S A Mahesh, Founder of All India Traditional Fishermen Association and a vocal voice for fishermen in the region.
Speaking to Port Wings after repeated reports on mainstream media that Colachel is soon going to become a Major Port, Mr Mahesh said, “As of now, the Colachel Port is under the administrative control of the Tamil Nadu Government and the state government is well on course to develop it as a modern fishing harbor.”
Q. Tell us about the background of Colachel?
S A Mahesh: Colachel is a second grade Municipal town situated on the west coast of Kanyakumari District. People of Colachel do a variety of jobs including fishing with catamarans, deep sea fishing with mechanized boats, exporting fish, coconut fibre production, fibre works, coir making and palm fibre works. Colachel Harbour on the Malabar coast, 20 km North-West of Kanyakumari, the southernmost tip of peninsular India, serves as a base for thousands of fishermen living along the coast of Colachel.
Q. What is the current status of the Colachel Harbour and how many fishing boats and fishermen are dependent on the port for livelihood?
Mahesh: Based on local fishermen’s request, the Tamil Nadu government is developing Colachel as modern state-of-the-art fishing harbor. More than 500 mechanised boats and about 1000 fibre fishing boats are operating out of Colachel Fishing Harbour. Besides, thousands of families are dependent on the harbour for their livelihood.
Q. After strong objection from local community and fishermen in 2008, proposal for developing Colachel Port as container hub dropped. What is your stand now?
Mahesh: As a Son of the Soil, my stand is as same as in 2008. We don’t subscribe to the false projection that such developments bring economic prosperity to the people here. Our experience from the previous such projects, be it Chennai or Karaikal, all such promises proved total humbug. It is like sacrificing thousands of fishermen families for a few wealthy people, who will draw benefits out of those port projects.
Q. If suppose the state government or Centre comes out with port projects despite your opposition, what would the local community’s stand on the issue?
Mahesh: Our Stand will not differ at any point of time. Since the State Government, which has the control over the port, is developing it as a modern fishing harbour, there will be fewer options for them to convert it into Centre-managed Major Port in near future. While the Centre can persuade the State govt and eventually convince them for the Port, there are several practical difficulties in notifying the fishing harbour as Major Port.
Q. Centre pitching for the international standard port at Colachel mainly due to its proximity to international sea route and natural depth. Are they right in pitching for it?
Mahesh: In our view, Central Government should focus on the development of India than independent states. Vizhinjam Port, which is taking wings slowly, is located just 50 km away from the proposed Colachel Major Port. Even if the Centre decides today, it will take a minimum five years to dock the first vessel at the port. By then, Vizhinjam Port would be fully developed as a transshipment hub on the International sea route. Under such circumstances, the port project would become economically unviable.
Port Wings Editorial, Dec 31, 2014:
India has a coastline spanning 7516.6 kilometers, forming one of the biggest peninsulas in the world. It is serviced by 12 major ports and over 180 non-major ports.
Since the Indian government has a federal structure, maritime transport is to be administered by both the Central and the State governments.
While the central government’s shipping ministry administers the major ports, the non-major ports are administered by the relevant departments or ministries in the nine coastal states West Bengal, Odisha, Andhra Pradesh, Tamil Nadu, Kerala, Karnataka, Goa, Maharashtra and Gujarat.
The port infrastructure in our country, be it major ports or non-major ports, is abysmally low when compared to other developed maritime nations. There is a growing demand to have longer quay length facilities to accommodate even the 18000 TEUs-capacity vessels to dock.
The telling example of country’s present status of maritime infrastructure is CSCL Globe, currently world’s largest container carrying vessel, which cannot dock in any Indian ports due to its size and draft requirements.
While the shipping companies are intending to go for larger vessels to save their cost on bunkering and transportation, availability of only larger vessels in future could spell doom for Indian ports.
So, it is time for the government of India to develop two ports, one in the east coast and one on the west coast, to accommodate bigger and larger vessels.
While Chennai Port, one of the oldest ports in the country and known as the “Eastern Gateway Port” by Exim fraternity in the region, had plans to go for mega container terminal with a capacity to accommodate 18000-TEUs capacity vessels. However, the project slipped to cold storage due to poor response from developers.
Chennai in the east coast and JNPT in the west coast would be ideal ports to develop such facilities, where they can accommodate larger vessels.
According to latest data on larger vessels, about 260 ships larger than 10,000 TEU were operated by 16 of the top 25 carriers, while another 143 units were on order. Their capacities range between 10,000 TEU and around 19,000 TEU. The average nominal capacity of all existing and coming ultra large container ships (ULCS) is 13,500 TEU.
So, it is time for Government of India to ponder over the issue seriously and set its goal for setting up such facilities sooner than later.
Otherwise, Indian ports will simply become a feeder ports transshipping containers originating from the country to either at Colombo or to Port Klang in future.
Port Wings News Network:
With the existing as well as proposed expansion projects lined up in the port, we are hopeful to reach 100 Million Tonnes (MTPA)capacity by 2020, Mr M A Bhaskarachar, Chairman-cum-Managing Director of Kamarajar Port Limited, the erstwhile Ennore Port, has said.
In an exclusive interview to Port Wings, Mr Bhaskarachar said, “Our existing capacity is 30 MT and projects for adding another 39 MT have already been awarded. In the next five years, we have planned to award another 32 MT capacity addition projects. So, all put together, KPL would be a 100 MTPA facility by 2020.”
It’s worth recalled here that KPL received two prestigious awards — “PSE Excellence Award 2014 for Operational Performance” and “Company of the Year” from the Department of Public Enterprises, Government of India and Indian Chamber of Commerce recently.
Q: Tell us about your mission 100 MTPA?
M A Bhaskarachar: “We have existing facilities like Coal Terminal for TNEB (12 MT), Common User Marine Liquid Terminal (3 MT), Common User Coal Terminal (8 MT), Common User Iron Ore Terminal (6 MT) and Automobile Export Terminal with one MT. Besides the 30 MT existing capacity, we have awarded capacity adding projects like development of Container Terminal (16.8 MT), multi-cargo terminal (2 MT), construction of coal berth-3 for TNEB (9 MT) upgradation of coal berth-2 (4 MT), development of LNG Terminal (5 MT) and enhancement of common user coal terminal-1 (2 MT). Furthermore, in the next five years, we have planned to award another 32 MT capacity adding projects like development of common user MTL-2, construction of coal berth-4 for TNEB, development of second automobile export terminal, captive berth for bulk cargo and upgradation of conversion of Iron Ore terminal. So, the capacity of the port will be upgraded to 100 Million Tonnes per annum (MTPA) by the end of 2020.
Q. Tell us about the status of Northern Rail Link (NRL)?
MAB: With the increasing rail traffic of Kamarajar Port and also in order to have an alternate rail route from the main line to KPL, apart from existing rail connectivity, we have evinced interest in providing Northern Rail Link. The proposed NRL takes off from the northern side of Minjur Station (in the Chennai-Gudur Railway mainline) and enters into KPL. A “Y” connection is proposed both at Minjur take off and at the Port entry/exit side. The dtailed feasibility report has been approved by the Railways. The total length of the proposed NRL is about 12 kms. Preparation of DPR is completed.
Q. Tell us about the status of road connectivity projects?
MAB: A road link known as Northern Port Access Road was initially planned to link KPL to NH-5 at Tachur by NHAI for providing seamless evacuation of cargo from Kamarajar Port. Now the project has been undertaken by the Tamil Nadu Government and the first phase of the project linking KPL to the Outer Ring Road (ORR) is being undertaken by the state. Alignment of the road has been finalized. State govt. is going to issue notification for land acquisition shortly. Regular follow-up of the project is being done by KPL with the state government. As far as the four-laning of TPP Road is concerned, the work was completed.