The
15-odd private projects that have been approved in recent years are
expected to add about 60 million-tonnes of excess capacity, taking the
total capacity to 290 million tonnes. However, with older ports toning
up their efficiencies and the projected traffic in 2002 estimated at
300 million tonne, the question of excess capacity in the sector
rises.
However Mr Pinto says, with private players entering the fray,
capacity will find its level based on market forces.
Further, there are other opportunities like cargo trans-shipment that
are unresolved. Cargo trans-shipment is a lucrative business area
which the government /port trusts are looking seriously at. The
Colombo, Singapore and Dubai ports earn huge revenues at the cost of
Indian ports because mainliners do not call on Indian ports.
Cumbersome custom procedures are also another reason cited for India
losing out good business.
To overcome these problems, an advisory group has been set up to
explore the prospects of trans-shipments and a report is expected
soon. We also have to look at issues like segregation of containers
and concession in rates for trans-shipment, says Pinto.
The government is planning to make JNPT and Chennai Port as hub ports.
Though Tuticorin Port is planning to become a hub port but that hinges
on the long pending Sethusamudram Canal project.
Though innumerable problems
continue to constrain the growth of private participation in the port
sector, port managements cannot afford to turn their backs on private
investment, which may yet save the day for them.
also see :
A skewed equation
Are
our ports ship-shape?
The other point of view
Swimming with their hands tied
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