.

PROJECT REPORT
On
“A Study of Initiatives taken by JNPT to promote Ease of
Doing Business”

Submitted by
Mr. YATISH SANTOSH PATIL

In Partial fulfilment of
Masters of Management Studies (MMS)-Operations
University of Mumbai
2017-18
 ACKNOWLEDGEMENT
The idea of this case study was mooted by the World Bank’s Doing Business report and I am
extremely grateful to Mr. S.S Gaikwad (Assistant Manager PEM, JNPT) and Mr.
Chincholkar (Assistant Manager -Traffic, JNPT) for taking a keen interest in the study,
providing all necessary support and co-operation and giving me their valuable inputs all the
way through.
My internship at JNPT, Mumbai proved to be highly productive and insightful.
I have benefited enormously from the cooperation and support extended to me by the officials
at JNPT in carrying out this study. In particular, I must mention the names of
Mr. Jose K Joseph (Superintendent of PEM, JNPT), Mr. Jayasekaran (Superintendent of
Planning Department). During my visit, I also had very productive discussions with Mr.
Gowirle (Assistant Engineer) and Mr. Sugam Thakur (Assistant Engineer). I thank them all
for sparing their valuable time to share with me their views and experience working with
JNPT.
Finally I would like to thank Mr. Sandip Patil of (DPD Department, JNPT) who was
responsible in getting me this internship
Any errors or omissions remain my sole responsibility.

Yatish Santosh Patil

MMS – Operations
Mumbai University

Table of Contents
1. INTRODUCTION............................................................................................................................. 5
1.1 Background ................................................................................................................................. 5
1.2 Ease of Doing Business’ in respect of ‘Trading Across Borders’. .......................................... 6
1.3-Ranking methodology for ‘Trading Across Borders’ indicator and India’s ranking .......... 7
1.4-Sensitivities of the various restrictions presently in place ....................................................... 8
1.5. The Indian Port Industry .......................................................................................................... 9
2. CASE STUDY OF JAWHARLAL NEHRU PORT TRUST, MUMBAI ..................................... 9
2.1 Nature of Cargo handled at JNPT Port .................................................................................. 10
3. INITIATIVES TAKEN BY JNPT TO PROMOTE EASE OF DOING BUSINESS ................ 11
3.1 Faster and Economical Operations ......................................................................................... 12
3.1.1 Direct Port Delivery ........................................................................................................... 12
Direct Port Entry (DPE) ensures unhindered entry for export Containers. ............................. 13
3.1.2 Inter Terminal Movement of Tractor Trailers ............................................................... 14
3.1.3 Development of Parking Areas ......................................................................................... 14
3.1.4 New Evacuation Corridor ................................................................................................. 16
3.1.5 Movement of Containers by Rail ...................................................................................... 16
Movement of containers by rail to reduce congestion on roads.................................................. 16
3.1.6 Installation of Additional Container Scanners ................................................................ 17
Radiological Detection Equipment (RDE) helps faster evacuation of corridors. ...................... 17
3.1.7 Setting Up of laboratories for speedy clearance .............................................................. 17
3.2 Digitization and Automation .................................................................................................... 17
3.2.1 Abolition of manual form-13 and form-11....................................................................... 17
3.2.1 Implementation of RFID ................................................................................................... 18
 3.2.2 E-Delivery Orders .............................................................................................................. 18
3.2.3 Integration of IGM Filing System with Terminal Operating System ........................... 18
3.3 Transparency & Trade Empowerment................................................................................... 19
3.3.1 Disclosure of Tariffs by Shipping Lines and CFSs ......................................................... 19
3.3.2 On-line Berthing / Un-Berthing ........................................................................................ 19
3.3.3 Creation of Logistic Data Bank for Tracking of Containers ......................................... 19
3.4 Impact of Initiatives .................................................................................................................. 19
4. FUTURE PLANS/ONGOING PROJECTS ................................................................................. 21
4.1 Capacity Addition: .................................................................................................................... 21
4.1.1 Development of fourth container terminal ...................................................................... 21
4.1.2 Development of Coastal Birth ........................................................................................... 21
4.2 Road Connectivity: ................................................................................................................... 21
4.2.1Development of Fly over in port area at Y junction ........................................................ 21
4.2.2 Widening of NH 4B, SH-54 and Amra Marg to 6/8 lanes .............................................. 21
4.3 Modernization: .......................................................................................................................... 22
4.3.1 Development of infrastructure in Port based Multi product SEZ at JNPT ................. 22
4.3.2 Restructuring of container Yard for optimal yard utilization ....................................... 22
4.3.3 Development of integrated centralized parking plaza .................................................... 22
4.3.4 Development of common Rail yard inside Port ............................................................... 22
4.3.4Modernization of cargo handling equipments RTGCs .................................................... 22
4.3.5 Development of Dry Port at Wardha ............................................................................... 22
4.3.6 Solar Power projects (25MW) .......................................................................................... 22
4.3.7 Development of Dry Port at Jalna .................................................................................... 23
4.4 Dredging: ............................................................................................................................... 23
5. JNPT STATISTICS ........................................................................................................................ 24
1. INTRODUCTION
In recent years, the ease of doing business (EDB) rank has become one of the most widely
watched and discussed statistic in Indian policy economic policy circles and more so in India
over the last year. It is often been cited by our Prime Minister Narendra Modi after he was
elected in May 2014.
More crucially he has stressed his goal of raising India’s ranking to within the top 50.
Ensuring sustainable growth stays high and above 8% has become one of the goals of top
policymakers in many countries. A better EDB rank is seen as a critical factor in achieving
this goal.

1.1 Background
‘Doing Business’ (DB) Report published every year by World Bank is one of the best
available compilation of international indicators that compares the ease and cost of doing
business in most countries. It provides very good indicators for measuring and comparing the
Business Processes adopted by various countries in the field and can also be used for
assessing the results of any process improvements undertaken by any country over a time.
The DB Report compares and ranks various countries on the ease of doing business index on
the following indicators, namely, (i) starting a business, (ii) dealing with construction
permits, (iii) getting electricity, (iv) registering property, (v) getting credit, (vi) protecting
minority investors, (vii) paying taxes, (viii) trading across borders, (ix) enforcing contracts
and (x) resolving insolvency. DB Report also measures labour market regulation, but that
indicator is not included in the rankings of DB 2018 Report. In this report, however, we are
dealing only with the ‘Trading Across Borders’ indicator of the DB Report.
Doing Business (DB) 2018 Report ranked 189 economies on measures and regulations
affecting 10 areas relevant to a business. India’s ranking in DB 2018 Report is 100 which is a
decline of 30 places as compared to DB 2017 Report.

1.2 Ease of Doing Business’ in respect of ‘Trading Across Borders’.

It is well established that higher levels of Trade activities give a boost to the economy, create
wealth, provide employment and lead to improved standards of living. Therefore, it is
imperative for any country that aspires to benefit from the Trade activities and have a larger
share of the World trade, to improve its trading environment and facilitate trading.
Historically, India was the largest Trading country in the World and Indian goods were traded
all across the globe, bringing in wealth and gold in exchange for the goods exported by
Indian craftsmen. As such, India owed its wealth to its International Trade. However, in
recent times India has come down from the heights it had achieved in its glorious past and
presently India’s total share in global merchandise trade is only 5 %. If India has to regain its
lost glory, then not only will it have to improve the quality and competitiveness of its
manufactures but also improve its trading environment and make it easy for the entrepreneurs
to import raw materials and capital goods, wherever required, and export their value added
and finished products. In short, we have to improve the ‘Ease of Doing Business’ in respect
of ‘Trading Across Borders’.
This report identifies issues that impact our trading environment and proposes actionable
recommendations for improving ‘Ease of Doing Business’ in India, in respect of ‘Trading
Across Borders’ indicator, in order to improve India’s trading competitiveness. The report
focuses on making recommendations that will simplify trading procedures and cut down
transaction costs and time. These recommendations are based largely on process
simplification, weeding out of unnecessary documents, integrating and automating
procedures across the Departments/Agencies involved and to minimise human interface, with
24x7 online operations and handling of consignments.

1.3-Ranking methodology for ‘Trading Across Borders’ indicator and

India’s ranking

‘Trading Across Borders’ component of ‘Doing Business’ 2018 Report ranks India 146 out of
189 economies. The ranking for ‘Trading Across Borders’ indicator is done by the World
Bank on the basis of 3 parameters, namely (i) Number of documents required for
Export/Import, (ii) Time taken in the process of Export/Import and (iii) Cost of
exporting/importing a consignment. The report mentions that in India (Mumbai) exporting a
standard container of goods requires 7 documents, takes 16 days and costs US $1120.
Importing the same container of goods requires 10 documents, takes 20 days and costs US
$1250.
The World Bank has arrived at its findings on the basis of export/import taking place at JNPT
Port, Mumbai. The items of export and import considered by the World Bank for their Report
were 'Textiles - Readymade garments' for exports and 'Electronic items - Mobile phones' for
imports.
The DB 2018 Report mentions India’s ranking in 2017 as 132, whereas the DB 2017 Report
mentioned India’s ranking for this indicator in the year 2017 as 142. This seeming
discrepancy has happened as the World Bank has changed the criteria for deciding the
rankings this year (DB 2018). Since DB 2017 report ranked India in ‘Trading Across
Borders’ on 142, whereas DB 2018 Report ranks India at 146, apparently there should have
been a jump of 6 ranks in India’s ranking. However, on account of changed methodology
there is a decline of 4 ranks from 142 in year 2017 to 146 in DB 2018.
1.4-Sensitivities of the various restrictions presently in place
The Committee, while fully appreciating the urgent need to simplify and rationalise the
various import and export related processes and reducing the number of documents, was also
sensitive to the fact that many of the restrictions or processes that are in place today were
introduced with an apparently good reason, in order to safeguard certain national interests.
There are certain areas and aspects like health concerns, food safety related issues,
environmental hazards, terrorism and security related threats etc. which cannot and must not
be ignored or compromised in our zeal and eagerness to improve DB ranking. India faces
threats that are typical in nature for our country, on account of our geo-political sensitivities
(e.g. terrorism related) or climate, environment, health related vulnerabilities. These issues
become especially important when dealing with the imports. We simply cannot afford to
compromise on safety and security of the country and let our guard down as importation of a
deadly virus (Ebola, bird flu etc.) or a dangerous weed may wipe out our entire poultry, live-
stock or take heavy toll of human lives or destroy our agricultural crops. While a risk
assessment based Risk Management System (RMS) may be acceptable for Customs as the
only risk involved is that of loss of revenue, which may be recovered/compensated by heavy
penalty and larger benefits of faster clearance of goods, the same would not be the case where
serious environmental or health issues/risks are involved.

1.5. The Indian Port Industry

2. CASE STUDY OF JAWHARLAL NEHRU PORT TRUST,

MUMBAI

Among the 12 major Indian ports, the Jawaharlal Nehru Port Trust (JNPT) occupies a place
of prominence. Commissioned in 1989 and located within the Mumbai harbour on the west
coast of India, JNPT is the second youngest and one of the most modern major ports of the
country. Certified an ISO 9002 port, it was initially planned to be a “satellite port” to the
Mumbai Port with the purpose of decongesting traffic at the latter. Being one of the oldest
ports in India, the Mumbai port was proving to be structurally inadequate to meet the
requirements of modern cargo handling. Shallowness of the channel, congestion of roads and
railways through the Mumbai city linking the port to its hinterland, as well as labour
problems, including over-manning, were among the major problems ailing the Mumbai Port
in the pre-reform days. As a result, the Port was simply incapable of handling the expanding
volume of modern cargo directed to the west coast and there was an urgent need for a new
port in the Mumbai region, which eventually led to the birth of JNPT in 1989.
The port was completed at a cost of Rs. 1,109 crores, out of which Rs. 956.97 crores were
obtained as loans from various funding agencies, with the World Bank being one of the major
contributors.
Although JNPT was initially being planned as a “satellite port” to Mumbai under the Mumbai
Port Trust, eventually however, the JNPT was developed as an independent port on its own
right and it became the country’s largest container port, presently handling about 60% of
India’s container cargo. JNPT is the 36th largest container port in the world. The land area
in possession of the JNPT measures 2,584 hectares with enough back-up area ideally suited
for developing additional facilities for future maritime requirements of the country.
Equipped with modern cargo handling facilities among major Indian ports, JNPT started
operating with two dedicated terminals, one for handling import and export of containerized
cargo, with 8 container freight stations, and the other for handling dry bulk cargo. JNPT has
also been a pioneer in running its day-to-day operations with the help of information
technology (IT), including Electronic Data Interchange (EDI) and vessel traffic management
system (VTMS). JNPT enjoys very good road and rail linkages with its hinterland as well as
important business centers like Thane, Nasik and Ahmedabad, which facilitate excellent port
industry interface. JNPT is also characterized by highly automated and round-the clock
operations and has demonstrated enough potential and capacity to develop as India’s first
major hub port.

2.1 Nature of Cargo handled at JNPT Port

It was informed by JNPT officials that JNPT port is essentially a Container Port and almost
98% of the Cargo handled here is containerized. The cargo clearance procedures adopted at
JNPT, therefore, are slightly different from other Ports that also handle Bulk cargo. Out of the
total export/import cargo at JNPT nearly 20% of the cargo is handled through Railways and
around 80 % of the cargo is handled by Road. For imports, nearly 60-70% cargo is handled
through CFS, nearly 25-30 % through ICD and the balance 5-10 % is directly delivered to the
importers. Further, out of the total export cargo nearly 70% of the cargo is factory stuffed that
comes with the Excise seal and the balance 30% cargo comes first to CFSs and after Custom
clearance (obtaining LEO) there, it enters the Port.

2.2 Equipment and Infrastructure

At the time of its inception, JNPT was equipped with modern container and bulk handling
facilities, with a separate terminal dedicated to each type of cargo. In particular, the container
terminal of 680 meter quay length (three berths) was designed and equipped to handle large
container vessels. JNPT was also provided with adequate liquid cargo berth, shallow draft
berth and multipurpose berths.
Moreover, compared to most other major Indian ports, JNPT enjoyed better communication
through intensive use of IT. Right from its inception, it has made ample use of the container
tracking and management system as well as the vessel traffic management system (VTMS).
The port also has the most advanced Electronic Data Interchange (EDI), which ensured
unhindered and efficient interaction between the port, the port users and the customs.
Better connectivity of JNPT with its hinterland, which facilitated faster clearance of cargo
from the port, was ensured by close proximity to National Highways 4B and 17 and other
state highways that directly link JNPT to Thane, Nasik and Ahmedabad. The port also
enjoyed road connections with 23 inland container depots (ICDs) as well as with the Konkan,
Central and Western railway systems. The primary mode of container cargo movement was
through road, but railways, operating through the Container Corporation of India
(CONCOR), also accounted for about 33% of the same.

3. INITIATIVES TAKEN BY JNPT TO PROMOTE EASE OF

DOING BUSINESS

As India’s leading container port, JNPT is constantly innovating and up-scaling operations to
not only meet but exceed global benchmarks with an underlining commitment to provide
seamless customer service and ease of doing business.

During recent years, JNPT has taken a number of initiatives for faster and economical
operations along with automation that has helped in streamlining the processes and helping in
reduction of cost, time and documents and thus making it easier for clients and partners to
business with JNPT. To bring more transparency in the operations for the logistic chain we
share all the relevant information about the Port and other stakeholders with the trade, and in
the process empower the trade in making the right business decisions.

3.1 Faster and Economical Operations

Speed is an important attribute of what sets apart from its contemporaries and competitors.
JN Port has achieved its leading status in the nation due to its minimal turnaround time, fast
movement of consignments and prompt delivery to customers.

The port has various initiatives in place for faster business processes leading to reduced
transaction time and economical services.

3.1.1 Direct Port Delivery

In an innovative effort to decongest the Port, expedite delivery of consignments and reduce
costs, Direct Port Delivery Facility (DPD) has been initiated. In Feb’ 2007, JN Port started
this facility for the import laden containers wherein the container is directly delivered to the
client’s doorstep, for all the custom approved ACP clients on minimum volume criteria.
Between Feb’ 2007 and Jan’ 2016, 11 clients signed up for this facility.
In Feb 2016, JNPT took a path breaking initiative of eliminating the minimum volume
criteria for availing of the DPD facility, so that a maximum number of clients take advantage
of this service. As a result, the number of clients has doubled from 11 to 26 in just 3-4
months. JN Port is fully prepared to accommodate all the eligible clients and wants maximum
ACP clients to benefit from this initiative. To further streamline the process, registration as
well as renewal to avail DPD, is made available online through JNPT’s website.
This facility has reduced the import dwell time from the earlier 9-11 days (inclusive of 7-8
days of process time at CFSs end) to 1.5 days. Apart from reduction in import dwell time,
trade is also saving approximately Rs. 25,000/- to Rs. 40,000/- per TEU in transaction,
inventory and container detention cost.
 Direct Port Entry (DPE) ensures unhindered entry for export Containers.
 Created dedicated parking to complete the documentation process with customs conveniently

 To reduce the transaction costs, TTs have to pay just ₹. 60/- for 8 hours of parking instead of
routing the cargo to buffer yards with higher costs

 Almost 75% port users are availing this facility

 RFID tagging at holding yards making TT’s entry smooth and direct to JN Port

 Exporters can now plan their cargo movements in a better way, saving time and fuel costs,
thereby reducing pollution and congestion. This has led to decongestion of port roads and
gates.

 Cost per TEU in transaction, inventory and container detention has reduced substantially with
a net saving of Rs. 10,000/- to Rs.20,000/-

 Import Dwell Time has reduced drastically to just 1.5 days from the earlier 7-8 days

 Registration/renewal can be done online through Terminal websites

 Elimination of minimum volume criteria has increased DPD users from a mere 11 to 778 in
just one year, which caters to almost 60% of total import duty

 DPD reduces costs and expedites delivery of consignments to Importers

3.1.2 Inter Terminal Movement of Tractor Trailers
Since the terminals at JN Port were not inter-connected, any Tractor Trailer (TT), after
exiting from one terminal, had to repeatedly stand in a queue to enter the other terminal
leading to longer queues and added to congestion. This was a matter of concern for trade as it
was an added expense in terms of time and cost. Acting on this long pending demand of the
trade and for optimal utilisation of TTs, JN Port allowed the Inter-Terminal Transfer of
Tractor-Trailers (TT) by allowing the sideways movement between all the three terminals in
a phased manner from Feb’2015.
With this initiative, trade has benefitted in the saving of at least a 7.5 km road movement per
trip by completing two commercial transactions in one trip, leading to faster turnaround time
along with reduced fuel consumption and pollution in and around the Port area.
As of today, a total of 216,000 trucks with 270,000 transactions have already availed of this
facility, resulting in drastic load reduction at terminal gates as it has resulted into reduction of
traffic on port roads by more than 6% besides saving of approx. Rs. 10 crore purely on fuel
cost.

3.1.3 Development of Parking Areas

Another factor which added to congestion at JNPT roads were the factory stuffed containers
coming to the port without proper documentation and being parked on ports till the
documentation was done. To address this problem, JN Port allotted two dedicated parking
plots of 6 Hectares each to private terminal operators APMT and NSICT, to be used as a
“Holding Area” to complete the document verification process. This initiative has helped the
port in ensuring that factory stuffed container traffic is streamlined.
JN Port is also up-scaling its infrastructure by developing a Centralized Parking Plaza
covering 45 hectares, which would accommodate approximately 2000 TTs. These parking
plot will ensure free movement on the approach roads and will help the trade in planning their
TT movements in a better way.
 3.1.4 New Evacuation Corridor
JN Port is well connected to the main hinterland by the National Highway-4B and the State
Highway-54. These roads also connect to the National Highway NH-4, Mumbai-Pune
Expressway and NH-17, which connect to Southern region along with Central and Northern
region of the country through NH-3 and NH-8.
In Exim trade, road connectivity plays a major part in business decisions. To cater to the
increased traffic due to upcoming Port expansion projects, work of 6/8 laning of NH-4B, SH-
54 and construction of grade separators at Gavhan Junction and Karal Junction has been
initiated at a total cost of Rs. 2936 crore, for which the funds are being arranged by JNPT
through ECB funding. This project has been taken up by an SPV formed between JNPT,
CIDCO and NHAI, namely Mumbai-JNPT Port Road Co. Ltd, with NHAI being the
implementing agency. The project is being executed on EPC mode is four civil packages,
which has been awarded and on-site work has already commenced.
Completion of this project will ensure faster evacuation of cargo with least inconvenience to
non-port traffic. In addition to above projects, JN Port is also planning to shift some of the
cargo from peak hours to non-peak hours to ensure free flow of traffic in both directions.

3.1.5 Movement of Containers by Rail

To reduce the existing load on port road, JNPT is encouraging movement of containers by
rail. To facilitate this ‘modal shift’, JN Port has started offering a rebate of Rs. 728/- per TEU
in handling charges to all CFS having rail connectivity. This initiative has shown a positive
result as the container movement by rail has more than doubled from 5,700 TEUs per month
to 11,000 TEUs per month after the extension of the rebate.

Movement of containers by rail to reduce congestion on roads.

 JNPT is encouraging movement of containers by rail, offering better connectivity to trade

 To facilitate 'Modal Shift', JNPCT has equalized the rates for containers moving by rail and
road

 The movement of containers by rail has reduced load on JN Port roads by 4%

 This has reduced congestion and pollution in and around JN Port

 3.1.6 Installation of Additional Container Scanners
The shortage of scanners was an area of concern for the Port authorities as it resulted in
higher truck turnaround time and congestion at Port roads. To resolve this problem, JN Port
has decided to procure three scanners through its own resources.
Once the scanner installation is complete, each terminal will have an independent Container
Scanner leading to reduced scanner detention time and faster evacuation.

Radiological Detection Equipment (RDE) helps faster evacuation of corridors.

 In keeping with international safety standards, JNPT is the only Port in India to install RDE
for screening containers, promoting a hassle-free inspection and evacuation of cargo

 With this, JNPT has become 100% secure in complete scanning of hazardous materials

 To reduce scanner detention time and speedier evacuation of containers, JNPT is installing
additional 3 container scanners at a cost of ` 150 crore

3.1.7 Setting Up of laboratories for speedy clearance

The Ministry of Finance has taken an initiative to provide single window clearance to trade.
To support this initiative, JN Port has started the process of bringing all regulatory agencies
under one roof and has already allotted office space and land to all regulatory agencies, i.e.
Animal Quarantine, Plant Quarantine, Textile Committee, Drug controller and FSSAI for
setting up laboratories and offices. This would help in speedy clearance of the cargo.

3.2 Digitization and Automation

We live in world that is rapidly shrinking and expanding at the same time, thanks to the
digital revolution. In the 21st century, the comprehensive prowess of any port is being judged
by its ability to automate processes and digitize procedures. JN Port, in line with the Digital
India initiative of our Honourable Prime Minister has initiated several reforms towards being
a paperless Port, which would also help in easing out the processes for doing business with
the Port.

3.2.1 Abolition of manual form-13 and form-11

JN Port has discontinued the manual submission of Form-13 and Form-11 which were the
only physical documents required by the Port. This has been replaced with web based entry
system for Gate-In and Gate-Out, facilitating the exchange of data electronically and helping
the trade in saving time and cost.
3.2.1 Implementation of RFID
Verification of TT details at the terminal gate was a time consuming process and it used to
increase the Gate-In time, leading to congestion on the approach roads.
JN Port took a proactive initiative to standardize the gate processes by implementing RFID
based tagging of the containers. All the details of TT are fed in the tag and once the TT
reaches the terminal gate, this RFID captures the data to allow gate in. This process
eliminates human interaction and facilitates hassle free entry in the terminal area. The
transaction time has been reduced to less than 1 minute as compared to 5 minutes taken
earlier.
Out of the four container terminals operating in JN Port, NSICT and APMT has completed
the RFID-based Gate Automation work. JNPCT and NSIGT are in the process of
implementing the same and will commission by October’2016.
3.2.2 E-Delivery Orders
To obtain delivery order from Shipping Lines, Consignee or Custom House Agents (CHAs)
were required to submit the documents physically over the counter and it used to result in
unnecessary delays and long queues. On the initiative of JN Port, now all Shipping Lines
have implemented the issuance of e-Delivery Orders (e-do) instead of manual handing over
of Delivery Orders to CHAs & CFSs. This electronic transfer of data has helped in saving
time & cost for the trade.
3.2.3 Integration of IGM Filing System with Terminal Operating System
JN Port has integrated the Customs IGM EDI message with JNPT’s Terminal Operating
System (TOS), along with Bill of Entry and Out of Charge messages. It has facilitated the
exchange of information electronically by doing away with manual Bill of Entry and out of
Charge Messages resulting in faster and safer processing of information for the trade.
Benefits of Digitization and Automation
• All the transaction of MM and Finance and Billing electronically

• All the payments electronically

• PCS and Customs messages through SAP

• Better Control of Projects

• Moving towards paperless office

• Integration of all the Port activities

• Consistent and timely reporting at all the levels

3.3 Transparency & Trade Empowerment

Aligning with the vision of Hon’ble Prime Minister, Shri Narendra Modi of maximum
governance with minimal government, JN Port is striding rapidly towards achieving absolute
transparency with its digitising initiatives. Empowering clients and providing satisfaction to
customers is at the core of JN Port's commitment. To achieve this, the port has simplified port
processes and ensured transparent operations in all areas.
3.3.1 Disclosure of Tariffs by Shipping Lines and CFSs
Trading across borders is a very price sensitive market. To give competitive advantage to
trade, JN Port has uploaded tariffs levied by CFSs, Shipping Lines and Terminal Operators
on its website under the link ‘INFO/TARRIFF’. This is a step towards empowering the trade
and bringing complete transparency in the system.
3.3.2 On-line Berthing / Un-Berthing
One more initiative towards process automation by JN Port is the replacement of daily Pre-
Berthing meetings between Port and Shipping lines by e-online berthing/unberthing facility.
This has made the entire process transparent & paperless and has also made it possible for the
trade to get real-time updates. JN Port is also displaying the Berthing details on Port website
on a daily basis.
3.3.3 Creation of Logistic Data Bank for Tracking of Containers
JN Port is the first port in the country to implement a logistic data bank tagging of containers.
All the three terminals at JN Port have started the tagging of containers from 1st July’ 2016.
The trade can get a real time information about the location and movement of the container
during transit.
This facility will bring more accountability and transparency in the system and will help trade
in advance business planning.

3.4 Impact of Initiatives

As a result of these initiatives, the Average Import Dwell time at JN Port has reduced to 1.5
days, which is comparable to international benchmark of 1-2 days. Similarly Average Export
Dwell Time is reduced to 63 hours from the earlier 88 hours. We are committed to improve
this further, to create more value for trade in doing business with JNPT.
 55 % of container cargo amongst Major Ports in India is handled by JNPT.
 5-7 days of time saving under DPD initiative.
 36 hours of average dwell time for DPD customer, which is at par with international
ports.
 Rs. 8,000-Rs.20,000 per container savings with Direct Port Delivery (DPD) of import
containers.
 Rs. 3,000-Rs.4,000 per container savings with Direct Port Entry (DPE) of export
containers.
 6% traffic reduced due to Inter Terminal Movement of Tractor Trailers.
 4. FUTURE PLANS/ONGOING PROJECTS
4.1 Capacity Addition:
4.1.1 Development of fourth container terminal
On December 2014, JNPT awarded the prestigious 4th container terminal to M/s. Bharat
Mumbai Container subsidiary of PSA, Singapore on DBFOT basis with a capacity of 4.8
million tonnes with Quay length of 2kms. The project is taken up in 2 phases. The
construction of Phase-1 is completed on 22nd Dec’2017 and put up for the vessel operations.
Estimate cost - Phase I - Rs.4719 Cr / Phase II - Rs.3196 Cr. Total Rs.7915 Cr.
4.1.2 Development of Coastal Birth
The construction work of coastal birth along with two approaches bridges in backup of
reclamation area is 11 hectare has been taken up. The work was awarded on 31 st March,
2017. Estimated cost is 143.32 Cr, and will be completed within 24 months.

4.2 Road Connectivity:

4.2.1Development of Fly over in port area at Y junction
The port has awarded the work of two fly overs in JN port area.
i. The work of construction of fly over at North gate complex is awarded in March 2017. The
work is commenced at site. Estimated cost is 127 crores
ii. The work of construction of fly over near Y junction is awarded in March 2017.The work is
commenced at site. Estimated cost is 82.95 crores
4.2.2 Widening of NH 4B, SH-54 and Amra Marg to 6/8 lanes
The project of “widening of NH- 4B,SH -54 and Amra Marg to 6/8 lanes on the boundaries
of the proposed Navi Mumbai international level at total project cost of Rs.2935.91 crores for
a total length of 43.91 KMs is in progress. The work is taken up in 4 phases. The funding is
being done by JNPT by obtaining ECB loan from SBI Hongkong & DBS Singapore, for loan
amount of 400 million USD i.e. Rs.2600 crores, The work is in progress and will be
completed during the year 2018.
4.3 Modernization:
4.3.1 Development of infrastructure in Port based Multi product SEZ at JNPT
JN Port has planned SEZ in 277 hectares area. The work of land development is completed
and construction of boundary wall work is substantially completed. The engineering,
procurement & construction work is awarded in the month of oct 2016, Rs 476 crores. The
EPC work will be compilted by 2018.
4.3.2 Restructuring of container Yard for optimal yard utilization
This project will help in optimum utilization of yards and will improve the performance
parameters. The work is phase I is awarded in March, 2017. The work is commenced at site.
4.3.3 Development of integrated centralized parking plaza
The work of development of further infrastructure work in 45 hectare area such as top
pavement buildings, RCC drains, firefighting , gates boundary wall etc.is taken up. This
work was awarded in March 2017. The work is commenced at site and is in progress.
Estimate cost is 149.31 crores.
4.3.4 Development of common Rail yard inside Port
The work is taken up through Indian Port Road Company Ltd. (IPRCL). The work is awarded
in March 2017. Estimate cost is 91.91 crores. The work is commenced at site.
4.3.4Modernization of cargo handling equipments RTGCs
JNPT has awarded the work of supply of 15 nos E-RTGCs to M/s Sany Group of companies,
with an estimated cost of Rs.160 crores by March 2017, 15 nos. of E-RTGCs received in the
port and 9 nos. and commissioned in November -2017
4.3.5 Development of Dry Port at Wardha
The Wardha Dry Port is being developed in a bid to cater effective logistics services to the
industries in Vidarbha region and improve cargo throughput at the port. The land acquisition
of Dry Port is completed. The dry port is proposed to be constructed over an area of 140 Ha
in phased development, of which around 21 Ha is being developed in the phase-I. An
investors meeting will be conducted at a convenient date as per approval from authorities for
tender process for selection of ICD. The construction work for the boundary wall of the dry
port is in process.
4.3.6 Solar Power projects (25MW)
At present solar power projects of 0.8 MW on roof tops of Port building taken by JNPT. For
development f additional solar power projects of 25 MW, JNPT has decided to assess the
viability of the project or else to purchase the solar power through power purchase agreement
(PPA)

4.3.7 Development of Dry Port at Jalna

JNPT is developing a Dry Port at Jalna to cater to the traffic from the Marathwada region.
The land acquisition (190 hectares) for the project has already completed. Planning and
estimates for Phase-I is in process. The Area levelling work for Phase-1 (60Ha) has also
commenced. The construction of boundary wall is in process. The Detailed Project Report for
development of Dry Port is in process.

4.4 Dredging:
Deepinging and widening of Mumbai Harbour channel and JN Port Channel (Phase II)
The capital dredging project for deepening and widening of (Phase II) from 14 Mtrs to 15
Mtrs draft is under consideration by the Ministry of Shipping, which will enable berthing of
vessels of 12,500 TEUs capacity by using tidal window. The estimate project cost is
Rs.1963.17 crores. The work is awarded in March 2017. The work is commenced from 2-09-
2017 and is in progress.
 5. JNPT STATISTICS
The Jawaharlal Nehru Port Trust (JNPT) at Navi Mumbai (formerly known as the Nhava
Sheva Port) is India’s largest containerized port handling 55% of the containerized cargo
across all major ports in India. Commissioned on 26th May, 1989 the port has evolved from
being a single government owned terminal to a world class facility with four terminals.
The recently added fourth terminal at JNPT is expected to double its capacity to about 10
million TEUs by 2022.
Already, by the end of February 2018, the total container traffic handled by JNPT has crossed
97% of the traffic handled last year. The turnaround time of the ships calling at JNPT will
also be much faster because the new terminal can accommodate mother ships given its deep
draft, longer quay length and cranes for handling bigger ships. Along with the successful
implementation of DPD by JNPT, this newly added infrastructure is expected to give a much
needed fillip to faster clearance of cargo enabling the country to meet the commitments made
in the National Action Plan under TFA.

(in TEU)
JNPT 2016-17 2017-18
Container JNPCT NSICT APMT NSIGT JNPT JNPCT NSICT APMT NSIGT BMCT JNPT
Traffic port PL port
Total Total
Vessel 7,63,521 316,846 942,634 227,485 22,50,486 674,942 233,005 993,042 292,421 4,382 21,97,79
Discharge 2
Vessel Load 7,43,490 403,567 842,579 215,553 22,05,189 662,088 349,464 852,784 272,786 5,998 21,43,12
0
Transhipme 26,964 8,147 7,290 2,073 44,414 32,941 6,154 13,340 7,559 60 60,054
nt
Total of 15,33,975 728,560 1,792,503 445,111 45,00,149 13,69,97 588,623 18,59,16 572,766 10,440 44,00,96
Terminal 1 6 6
 CONTAINER TRAFFIC (TEU)
5000000
4500000
4000000
3500000
3000000
TEUs

2500000
2000000 CONTAINER TRAFFIC
(TEU)
1500000
1000000
500000
0
89-90
91-92
93-94
95-96
97-98
99-2000
2001-02
2003-04
2005-06
2007-08
2009-10
2011-12
2013-14
2015-16