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New Indian Express
a day ago
- Business
- New Indian Express
Odisha set to reclaim maritime legacy with bold policies
Every year, Odisha proudly celebrates its rich maritime heritage through the grand festival of Balijatra, held on the banks of the Mahanadi River in Cuttack. This vibrant festival commemorates the historic voyages of the Sadhabas, skilled mariners who once set sail on majestic ships called Boitas, forging trade and cultural ties with present-day Indonesia, Thailand, Cambodia, and Vietnam. Echoes of these ancient maritime connections still resonate today in shared architectural motifs, artistic traditions, and linguistic traces, a testament to Odisha's enduring maritime influence. Though shifts in trade routes and colonial disruptions diminished Odisha's prominence on the seas, its seafaring spirit has never faded. Today, this proud legacy inspires the vision of 'Viksit Odisha' that reclaims its historic maritime legacy while driving India's economic resurgence. Globally, maritime economies symbolise a nation's logistical strength and trade prowess. Many developed countries have adopted port-led development as a cornerstone of their economic strategies. In fact, over 80 per cent of freight in these nations is transported via waterways, capitalizing on their vast coastlines. India, with a coastline stretching over 7,500 km, boasts of 13 major ports and more than 200 non-major ports. Yet, only about 10 pc of freight movement occurs via waterways, revealing immense untapped potential. Encouragingly, port efficiency in India has seen significant improvement, with average ship dwell time now on par with Singapore and even better than that of the United States which is 7 days, as reported in the World Bank's Logistics Performance Index. Recognising the sector's strategic value, the Government of India launched the Sagarmala Programme in 2015, aimed at modernising ports, enhancing connectivity, promoting port-led industrialisation, and developing coastal communities and inland waterways. Building on this momentum, the Maritime India Vision 2030 has identified over 150 initiatives across themes including infrastructure, logistics efficiency, shipbuilding, coastal shipping, innovation, sustainability, and global collaboration.
Business Recorder
2 days ago
- Business
- Business Recorder
Pakistan's blue economy: an ocean of missed opportunity
Pakistan's coastal waters hold the key to a multi-billion-dollar economy; nonetheless, this potential remains largely untapped. The country's blue economy has yet to find a meaningful place in national economic planning. This lack of vision risks Pakistan forfeiting its rightful share of the global blue economy, which is expected to surpass USD3 trillion by 2030. According to the United Nations Development Programme (UNDP), Pakistan's blue economy contributes a meagre 0.4 percent to the national GDP's – an astonishingly low figure considering the country's 1,050-kilometre coastline and a 290,000 square kilometre Exclusive Economic Zone (EEZ). In stark contrast, other regional countries like Bangladesh and Iran have made significant strides in harnessing the wealth of their coastal resources. By leveraging its robust fisheries sector, Bangladesh shipbuilding and shipbreaking sectors generate thousands of jobs and significant export revenue, contributing meaningfully to the national economy. Similarly, Iran, with 30 ports along its coastline, handles 235 million tons of maritime traffic. It has dedicated USD 3.7 billion to develop and digitalise its commercial ports in 2025, upscaling its potential in maritime transport. With sturgeon farming, the Iran Fisheries Organisation has exported 18.5 tons of farmed caviar and 4,600 tons of sturgeon meat in 2023. Pakistan's poor maritime governance, underinvestment, and lack of integrated policy prevent it from securing a share in the global marine economy boom. Pakistan's blue economy crisis is mainly infrastructural, as indicated by its exclusion from the Logistics Performance Index. The country's strategic coastal position enables it to function as a regional transit hub through its three major ports: Port Qasim, Karachi Port, and Gwadar. Nonetheless, Port Qasim suffers from poor logistics operations and underused facilities, as its outdated infrastructure operates below 50percent of its maximum potential. Despite handling high traffic volumes, Karachi Port faces persistent congestion and limited expansion, operating below optimal capacity. Gwadar Port holds significant value but remains disconnected from Pakistan's industrial and energy networks. Pakistan needs to invest modernisation investments, improved logistics, and streamlined governance to maximise the potential of its ports to attain recognition as a leading maritime hub. Similarly, the fisheries sector of Pakistan is chronically underperforming. The country ranks 35th worldwide on the illegal, unreported, and unregulated (IUU) Fishing Risk Index because its waters continue to experience widespread IUU fishing activities. Moreover, post-harvest losses reach 35 percent because the sector lacks adequate cold storage facilities and is experiencing poor handling practices. The fish exports from Pakistan are 136,000 metric tonnes with a value of USD 400 million, despite having the potential to reach USD 2 billion. According to the World Bank, revenues would increase by 60 percent if Pakistan implements better port management along with regulatory reform and technological improvements. Beyond trade and fisheries, Pakistan's blue economy holds immense potential in Marine Renewable Energy. Pakistan's coastline, particularly the 17 major creeks of the Indus Delta, offers significant opportunities for tidal energy generation. The estimated power output from tidal energy projects in these regions amounts to 900 to 1,100 MW, offering a renewable solution for coastal energy. The EEZ of Pakistan holds potential for the development of offshore wind and wave energy projects. Yet these possibilities remain absent from Pakistan's primary energy policy. Pakistan also has considerable scope in seabed mining and blue bio-technology. Pakistan's EEZ holds vast offshore deposits of oil, gas, and minerals, awaiting extractions. The Indus and Makran offshore areas contain hydrocarbon resources, while Murray Ridge has potential for hard rock metallic minerals. Moreover, the blue bio-technology sector leverages marine bio-diversity to develop pharmaceuticals, dietary supplements and bio-based products, offering promising applications in disease treatment. The market for this industry worldwide will expand from USD 5.65 billion in 2024 to USD 10.54 billion by 2032 at a 7.15 percent annual growth rate. Pakistan, however, lacks a roadmap or institutions to support innovation in this field. The human cost of this inaction is also worth noting. Pakistan's coastal communities, particularly in Sindh and Baluchistan, face high rates of poverty, underemployment, and environmental vulnerability. A well-governed blue economy could offer diversemarine livelihoods, skills development, and employment in sectors ranging from aquaculture to eco-tourism. Instead, years of ad hoc planning have left these communities dependent on informal fishing practices, vulnerable to climate shocks, such as coastal erosion and salinization. In short, unlocking the blue economy's potential is not a matter of discovering new resources but managing existing ones more wisely. It requires investment in coastal infrastructure, digitised port logistics, vocational training for a marine workforce, and research collaboration with universities and international partners. The private sector must also be incentivised to invest in value-added industries like seafood processing, aquaculture, and sustainable tourism. With the right ecosystem, the blue economy could become a new engine for Pakistan's economic diversification, reducing reliance on remittances and traditional agriculture while aligning with the country's climate goals. Copyright Business Recorder, 2025
Time of India
2 days ago
- Business
- Time of India
Greening India's logistics sector: Strategies for sustainable transportation
India, now the world's fourth-largest economy, is experiencing rapid growth. Amidst this growth, the country has committed to reaching net-zero carbon emissions by 2070, a goal requiring significant transformation across high-emission sectors, with logistics being one of the most critical. Road transport accounts for about 70per cent of all freight and contributes roughly 12per cent of the nation's greenhouse gases. India's modest 38th-place standing in the World Bank's Logistics Performance Index further highlights the need for reform. While aspects like inventory and information flow can play a supporting role by reducing excess stock through on-demand forecasting, improving accuracy with predictive analytics, and streamlining operations; packaging, warehousing, and transportation offer substantial opportunities for a greener logistics ecosystem. PackagingSustainable packaging focuses on minimising environmental impact by using renewable, recyclable, or biodegradable materials and reducing waste. This has led to innovative packaging solutions wherein companies use recycled paper, plant-based polymers, and bamboo fiber. Pallet pooling systems, like CHEP's, further reduce waste by sharing and reusing pallets. These materials and sustainable practices signal a promising future for environmentally friendly packaging. WarehousingGreen warehousing is rapidly gaining popularity in India as businesses prioritize sustainable logistics and supply chain practices. By focusing on energy efficiency, sustainable materials, and waste reduction, green warehousing initiatives contribute significantly to decarbonization efforts. This includes optimizing warehouse layouts, utilizing renewable energy sources, implementing energy-efficient lighting and HVAC systems, and pursuing green building certifications. Transforming Transportation Transportation holds the greatest promise for reducing emissions in the logistics sector as road transport alone accounts for 12per cent of the country's energy-related CO2 emissions. EV adoption in logistics is growing, especially in last-mile delivery using e2Ws, e3Ws, and eLCVs. This shift is also reaching mid-mile logistics, with vehicles up to 7.5 tonnes GVW playing a key role. However, EV uptake in heavy-duty commercial vehicles remains minimal, with penetration at just 0.85% India's freight system still has a heavy reliance on diesel, with more than 90per cent of MHCVs (medium and heavy commercial vehicles) requiring cleaner alternatives. EVs and hydrogen offer zero emissions, while CNG and LNG provide cost-effective, mature options. Choosing the right powertrain depends on each application's specific needs and technology readiness. Fuel Alternatives: A Closer LookBiofuelsAlthough nascent, biodiesel and bio-methanol are emerging alternatives to diesel, offering lower emissions and reduced oil dependency. Made from sources like used cooking oil, palm oil, and biomass, they hold promise but face challenges in scaling, distribution, and engine compatibility. Pilot projects, like the UCO-based plant in Delhi, are underway, though commercial adoption remains limited. Gaseous Fuel CNG and LNG are emerging as cleaner fuel alternatives for commercial vehicles. CNG, commonly used in light vehicles, is slowly expanding to heavier segments, supported by domestic availability and a target of 17,500 stations by 2030. However, its lower energy density limits payload and range, making it best suited for vehicles up to 7.5 tonnes and short hauls. LNG, with higher energy density, suits long-haul heavy-duty use, offering performance close to diesel. However, its costly cryogenic systems and the "boil-off" effect can impact fuel efficiency. Both fuels cut CO₂ emissions but still emit NOx, particularly in high engine loads. Due to their low calorific value, they become transitional options for high-volume, lower-weight transport in medium and heavy-duty vehicles. Government support for LNG corridors and OEMs introducing LNG models is expected to drive further adoption, despite the challenges. Electric Vehicles (EVs) Battery electric vehicles (BEVs) offer lower lifetime TCO in light commercial use, despite 1.5x higher upfront costs, thanks to savings in fuel and maintenance. Their instant torque is ideal for urban deliveries with frequent stops, making them well-suited for last-mile services and public transport. Indian OEMs like Tata Motors and Ashok Leyland have already launched electric light-duty trucks. However, for heavy-duty trucks, EVs remain less viable as the cost per tonne-km is 1.5 to 1.7 times higher than diesel, and battery weight reduces payload, especially on long hauls. Moreover, fast-charging infrastructure for commercial vehicles needs to be developed, requiring substantial investment for widespread adoption in long-haul use. Hydrogen Hydrogen-powered vehicles are gaining traction as a green solution for medium and heavy-duty transport in India. Hydrogen vehicles, powered either by Hydrogen ICE (H2ICE), which modifies traditional engines to run on hydrogen, or by Fuel Cell Electric Vehicles (FCEVs), which use hydrogen to generate electricity with water as the only emission, offer fast refuelling, long range, and payload capacity comparable to diesel. By overcoming key limitations of BEVs and CNGs, they are particularly well-suited for logistics operations Currently, most hydrogen is still fossil-based, and green hydrogen requires significant investment in production, storage, and fuelling infrastructure. High fuel cell costs also pose a challenge. OEMs like Tata Motors, Ashok Leyland, and Mahindra are developing hydrogen prototypes, supported by the National Green Hydrogen Mission . As infrastructure grows, hydrogen could be key to decarbonizing long-haul transport where EVs fall short. How to win Green Logistics? The push for greener logistics demands collaboration between logistics companies (demand side) and vehicle manufacturers (supply side). Each plays a distinct but complementary role. Demand Side: Role of Logistic Providers To compete in the growing green transportation market, logistics companies must adopt a two-fold strategy: selecting the right technology for each segment and deploying innovative business models. Selecting the right technology Technology choices must align with vehicle usage. For long-haul and heavy-duty transport, LNG and hydrogen offer strong emissions reductions without compromising range or performance. EVs are ideal for last-mile and intra-city deliveries (up to 7.5T), while CNG suits inter-city routes and vehicles up to 19T. Deployment of right models Logistic companies must also develop and deploy optimized solutions to thrive in the competitive logistics sector. Innovative Business Models: Concepts like 'Relay as a Service' (splitting long routes) and 'Freight Aggregation' (consolidating demand) help increase efficiency and Specialisation: Tailoring solutions to sector-specific needs, such as bulk handling for cement or rapid delivery for e-commerce, improves service quality and Offerings (1PL to 5PL): Logistics is no longer one-size-fits-all. Businesses can now choose from basic transport services (1PL) to fully outsourced logistics and consulting solutions (5PL), offering flexibility and scalability. Aligning technology with use cases and embracing flexible business models, logistics providers can meet evolving sustainability demands while enhancing their competitiveness. Supply Side: Role of OEMs OEMs can boost green logistics by designing vehicles tailored to specific applications. By combining application-based vehicle design with innovative solution selling, OEMs can create customized solutions based on cargo type, load weight, and customer requirements. For instance, E-commerce needs high-volume, low-weight vehicles, while construction and mining demand heavy-duty trucks for tough conditions. Customising chassis, suspension, and other application-specific designs improves performance, reduces downtime, and adds value for logistics operators. Green logistics is key to India's sustainable future, with transportation offering the greatest potential for emissions reduction. Success hinges on collaboration between logistics providers and OEMs. Technology choices must align with use cases like LNG and hydrogen for long-haul and heavy-duty needs, while EVs and CNG work best for urban and short-haul routes. OEMs can support this shift by developing application-specific vehicle designs and solutions. Together, through strategic action, they can lead the transformation toward a greener logistics sector.
Hans India
3 days ago
- Business
- Hans India
Union Cabinet okays Rs. 3,653 cr Badvel-Nellore highway project
Amaravati/New Delhi: In a significant push to infrastructure and logistics enhancement in Andhra Pradesh, the Cabinet Committee on Economic Affairs, chaired by Prime Minister Narendra Modi approved the construction of a 4-lane highway corridor from Badvel to Nellore. The project will be implemented under the Design-Build-Finance-Operate-Transfer (DBFOT) model at an estimated capital cost of Rs 3,653.10 crore. The 108.134-km-long corridor will begin at Gopavaram village on the National Highway 67 (NH-67) in YSR Kadapa district and terminate at Guruvindapudi village nearKrishnapatnam Port Junction on NH-16 (part of the Chennai-Kolkata corridor) in SPSR Nellore district. This strategic route will provide improved access to Krishnapatnam Port and connect key nodes across three major industrial corridors in the state. Theseinclude: • Kopparthy Node on Visakhapatnam–Chennai Industrial Corridor (VCIC) • Orvakal Node on the Hyderabad–Bengaluru Industrial Corridor (HBIC) • Krishnapatnam Node on the Chennai–Bengaluru Industrial Corridor (CBIC) According to the Centre, the new corridor will reduce the travel distance between Badvel and Krishnapatnam Port by nearly 34 km - from 142 km to 108.13 km- cutting travel time by an estimated one hour. This reduction will significantly lower fuel consumption and vehicle operating costs, contributing to both economic efficiency and environmental sustainability through a decreased carbon footprint. The project is also expected to generate substantial employment during its development. Estimates suggest the creation of approximately 20 lakh man-days of direct employment and 23 lakh man-days of indirect employment. Additionally, the improved infrastructure is anticipated to catalyze economic activity and job opportunities in the surrounding areas. Officials say the enhanced road infrastructure will contribute positively to India's Logistics Performance Index (LPI), further strengthening supply chain connectivity and boosting industrial growth in the region.
Economic Times
3 days ago
- Business
- Economic Times
Andhra four-lane corridor receives cabinet approval
NEW DELHI: The Union cabinet on Wednesday approved a road corridor in Andhra Pradesh at an estimated cost of Rs 3,653.10 crore and two additional railway lines in Madhya Pradesh and Maharashtra to be built with an investment of Rs 3,399 crore, signalling a major push for infrastructure creation in the country. The 108.134 km, four-lane Badvel-Nellore Corridor on national highway (NH) 67 will be built on design-build-finance-operate-transfer (DBFOT) mode. It will provide connectivity to important nodes in the three industrial corridors of Andhra Pradesh-Kopparthy node on the Vishakhapatnam-Chennai Industrial Corridor, Orvakal node on Hyderabad-Bengaluru Industrial Corridor and Krishnapatnam node on Chennai-Bengaluru Industrial Corridor-and will have a positive impact on India's Logistics Performance Index, said a government statement. The proposed corridor will reduce the travel distance to Krishnapatnam port by 33.9 km to 108.13 km from 142 km as compared to the existing Badvel-Nellore road. It will reduce the travel time by one hour and ensure that substantial gain is achieved in terms of reduced fuel consumption, thereby reducing carbon footprint and vehicle operating project will generate about 2 million man-days of direct employment and 2.3 million man-days of indirect employment, besides inducing additional employment opportunities due to increase in economic activity in the vicinity of the proposed corridor. Railway projects To enhance line capacity, the Cabinet Committee on Economic Affairs also approved two multitracking projects of the Indian Railways to ensure seamless and faster transportation of both passengers and goods. These are the 3rd and 4th line on the Ratlam-Nagda route and the 4th line on Wardha-Balharshah route. These projects, covering four districts in Maharashtra and Madhya Pradesh, will increase the existing Railways network by about 176 km and will be completed by to queries from ET on the incremental cargo and passenger handling capacity because of these projects, Union railwaysminister Ashwini Vaishnaw said it would lead to 18.40 million tonnes per annum of additional freight traffic. "Bottlenecks on the Ratlam-Nagda and Wardha-Balharshah routes will be eased, resulting in more passenger movement as well since track availability will increase," Vaishnaw said. ( Originally published on May 28, 2025 )
