¨ÁUÀ 1 - Kargazette.kar.nic.in/11-9-2014/Part-1-(Pages-1149-1192).pdf2014/09/11 · ¨ÁUÀ 1...

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¨sÁUÀ 1 gÁdå ¸ÀPÁðgÀzÀ ªÀÄÄRå DzÉÃ±ÀUÀ¼ÀÄ ºÁUÀÆ ¸ÀÄvÉÆÛÃ¯É ªÀÄÄAvÁzÀ

J¯Áè E¯ÁSÉUÀ½UÀÆ ¸ÀA§A¢ü¹zÀ DzÉÃ±ÀUÀ¼ÀÄ COMMERCE AND INDUSTRIES SECRETARIAT

Sub : Approval for allotment of land by Karnataka Industrial Areas Development Board on 99 years

lease basis – Regarding.

Ref : (1) Government Order No: CI 358 SPQ 2009, dated 13.05.2010

(2) Letter No: KIADB/ 1104/ 2014-15, dated 03.05.2014

PREAMBLE :

Karnataka Industrial Areas Development Board which is constituted under the Karnataka Industrial Area Development Act,

1966, for the purpose of establishing industrial areas and encouraging establishment of industries in a planned manner, is performing

the work of acquiring lands, for industrial use and other projects approved by competent Committees.

Under Section-14 of KIADB Act, 1966 and under Section-5 of Karnataka Industrial Areas Development Board Regulations

1966, the Board has power to acquire and hold such property, both movable and immovable including buildings, as it may deem

necessary, for the performance of any of its activities and allot the property on lease or sale or lease-cum-sale basis to industries.

Government vide Order NO: CI 358 SPQ 2009 dated 13.05.2010 provided for the lease period of ten years for the purpose of

execution of sale deed for all allotments including single unit complexes. Accordingly, the lease-cum-sale agreement was suitably

amended

It has come to the notice of the Government that the units after executing sale deeds, were further selling the industrial plots

for .purposes other than industries as they possessed free hold rights of the property. This type of transactions has been leading to loss

of industrial lands and the purpose for which the lands were being acquired was defeated.

The issue was discussed in the KIAD Board and a resolution was passed in the Board on 21.12.2013 to request the

Government to permit allotment of land on 30 years lease basis instead of the existing procedure of lease-cum-sale basis.

Representations were received from industrialists and trade associations/ bodies against the 30 years lease period policy

expressing the difficulties being faced in obtaining financial assistances from the financial institutions. It was also represented that 30

years lease period was too short for recovering large investments made by them in the industry.

In this context, the land allotment policy of neighbouring States such as Tamil Nadu, Maharashtra, Pondicherry and Gujarat

were studied, where the system was functioning well with 99 years lease.

KlAD Board deliberated on the issue again in its Board meeting held on 22.05.2014 and resolved to request Government for

permission to allot land on 99 years lease period.

After considering all the facts, examining the recommendations of KIADB, requests of industrialists / trade bodies and

practices being followed in neighbouring States, the Government now proposes allotment of lands by KIADB on lease basis for a period

of 99 years.

Hence the following order:-

GOVERNMENT ORDER No: CI 511 SPQ 2013, BANGALORE DATED 7TH AUGUST 2014

¸ÀA¥ÀÄl 149 Volume 149

ÉAUÀ¼ÀÆgÀÄ, UÀÄgÀÄªÁgÀ, ¸É¥ÉÖA§gï 11, 2014 ( sÁzÀæ¥ÀzÀ 20, ±ÀPÀ ªÀµÀð 1936) Bangalore, Thursday, September 11, 2014 (Bhadrapada 20, Shaka Varsha 1936)

¸ÀAaPÉ 37 Issue 37

1150 PÀ£ÁðlPÀ gÁdå¥ÀvÀæ, UÀÄgÀÄªÁgÀ, É¥ÉÖA§gï 11, 2014 sÁUÀ 1

I. Government is pleased to approve the allotment of land by KIADB in their industrial areas including Single Unit

Complexes and Housing Complexes on lease for a period of 99 years.

II. The lease will also apply to such projects cleared by SHLCC/ SLSWCC/ DLSWCC and KIADB Allotment Committee

prior to 23.08.2013, but where lease-cum-sale agreement has not been signed due to the following reasons:

i) land acquisition is not completed

ii) land is under litigation and court cases

iii) layout plan has not been approved

iv) tentative allotment rate of land has not been fixed

v) applications filed with partial initial deposit.

vi) for any other valid reasons

III. Further Government is also pleased to approve for inclusion of the following terms and conditions in the new lease deed

to be executed by KIADB:

1 Consideration 100% premium payable within 180 days

2 Lease Rent Lease Rent Rs. 1000/ - per acre per annum together with maintenance charges to

be notified from time to time by the KIADB

3 Lease Period Lease for 99 years with a provision for cancellation of lease automatically in case

the land is not utilized within a period of three years in case of MSME, large

projects and five years for mega, ultra mega, super mega projects without

obtaining valid extensions from the concerned investment approving committees.

4 Execution of lease agreement Within 30 days after payment of 100% of consideration and before handing over

the possession of the land.

5 Commencement of construction Should commence the construction within 9 months after handing over the

possession and complete the project by commencing production.

(i) within a period of three years after handing over the possession, in case of

MSME, large and

(ii) five years for mega, ultra mega, super mega projects.

(iii) Promoters to obtain extensions of time if there are valid reasons.

6 Penal Clause for grant of extension. a) 2% of allotment cost as penalty for first extension.

b) 5% of allotment cost as penalty for second extension. No further extensions.

7 Payment of local taxes The allottee is required to pay future taxes, rates etc to the respective jurisdictional

local authorities

8 Land Utilisation Not less than 50% of the scheduled property.

9 Mortgage of lease hold rights Provision to be made to grant permission in favour of Scheduled Commercial

Banks / Financial Institution

10 Environment Promoter to obtain environment clearance, CFE and CFO from the competent

authorities wherever applicable.

11 Sub-Lease Sub-lease of land and building is permitted, wherever the project requires such

facility, subject to approval of the concerned investment approval committee and

subject to payment of sub-lease rent to be notified by KIADB from time to time

12 Transfer of lease hold rights The Lessor may, with the prior approval of the concerned investment approval

committee, permit transfer of lease hold rights in favour of new entrepreneurs

during the currency of the lease period subject to the condition that the lessee has

implemented the project as per the terms and conditions stipulated in the lease

document. Facility of transfer of lease hold rights is applicable only if the units have

completed the implementation of the project and completed 10 years of operation.

In such a case, the Lessee & the Lessor will share the differential cost of new

allotment and old allotment equally.

13 Determination of Lease and

Resumption

It shall be open to the Lessor during the currency of the lease to take possession

of the allotted plot together with factory and other buildings and fixtures located for

any violation of any of the conditions of this deed or the terms and conditions of

allotment. In such an event, the Lessee shall be entitled for a compensation of

50% of the original allotment cost and actual amount paid.

sÁUÀ 1 PÀ£ÁðlPÀ gÁdå¥ÀvÀæ, UÀÄgÀÄªÁgÀ, É¥ÉÖA§gï 11, 2014 1151

14 Proceedings by Banks and Financial

Institutions for recovery of dues.

In case of default by the lessee in paying the dues to the financial institutions and

they in turn decide to proceed against the lessee for recovery, the Lessor Board

reserves the right to determine the lease.

15 . Liquidation In case, the Lessee goes into liquidation or winding up proceedings without

implementing the project fully, the lease agreement shall stand determined and the

land will come back to the Lessor.

16 Providing Job Opportunities Providing minimum one job for each family of land losers.

17 Jurisdictional Court Only courts situated in the city of Bangalore /Gulbarga / Dharwad shall have the

Jurisdiction.

18 Change in constitution Permitted with the permission of the Lesser and subject to the applicants holding

minimum 51% interest.

19 Amalgamation In case of amalgamation of company through due process of law / orders of high

court, the successor company shall not liable to pay penalty.

20 Voluntary Surrender Subject to levy of penalty @ 15% of the allotment cost per annum.

21 Floor Area Ratio As per building regulations to be notified from time to time by KIADB in accordance

with guidelines of local Planning Authority

IV. Government further is pleased to continue allotment of 9,583 Sq.ft of developed land per acre in lieu of the

compensation amount to be paid to the land owners whose lands have been acquired as per the Government Order No:

CI 495 SPQ 2008, dated 13.05.2010.

V. Government further is pleased to approve the amendment of lease period to 99 years wherever 30 years lease period

has been mentioned in the Government Orders pursuant to SHLCC / SLSWCC decisions and amend the lease

documents accordingly.

VI. The allotment and lease automatically gets cancelled and the land gets resumed to Government if:

i) the land is not utilized for the project for which it is allotted within a period of three years in case of MSME and Large

projects.

or

ii) the land is not utilized for the project for which it is allotted within a period of five years in case of mega, ultra mega,

super mega.

or

iii) the land is not utilized within a specified period approved by SLSWCC or SHLCC or DLSWCC.

and

iv) extensions to implement the project are not taken from the concerned investment approving committees (DLSWCC

/ SLSWCC and SHLCC), prior to the above mentioned periods.

Note: The concerned investment approval committee, on application by the allottee may give extensions twice after careful

examination of the request, depending on the requirement of the project based on the ground realities and genuineness of the

requests.

This order issues with the concurrence of the Department of Law, Justice and Human Rights vide No: LAW 607 OPN 2013

dated 26.11.2013, and LAW 607 OPN 2013 dated 25.06.2014 and Finance Department vide No: FD 725 Exp,l/ 2014 dated 08.07.2014.

PR. 643

SC. 1000

By Order and in the name of the Governor of Karnataka,

K. RATNA PRABHA,

Additional Chief Secretary to Government,

Commerce and Industries Department,

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MlÄÖ 1.20 355.880 28.360 15.760 401.20

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MlÄÖ 0.90 236.070 52.740 11.190 300.90




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22. zsÁgÀªÁqÀ f ÉèAiÀÄ «zsÁ£À À sÁ PÉëÃvÀæUÀ¼ÀÄ

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R.N.I. No. KARBIL/2001/47147 POSTAL REGN. No. RNP/KA/BGS/2202/2014-16

Licensed to post without prepayment WPP No. 297


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GOVERNMENT OF KARNATAKA

MINOR PORTS DEVELOPMENT POLICY

1. SHORT TITLE

This policy is called the “Karnataka Minor Ports Development Policy of 2014”

2. INTRODUCTION. -

2.1. Karnataka State

Karnataka has been a pioneer state in industry and has a distinction of building a strong and vibrant Industrial base,

which combines the strengths of the large public sector, large and medium privately owned industries and a very

wide and dispersed small scale sector. In more recent times Karnataka has emerged as the knowledge and

technical capital of the country.

Karnataka is targeting an impressive industrial growth and there has been an increased emphasis on the expansion

and growth in infrastructure sectors. The prospects of rapid growth in infrastructure sectors is driven by two

factors– (1) sustainable economic growth is contingent upon the support of strong infrastructure development and

(2) the Government’s thrust on private sector participation in development of these sectors. Since ports are the

trade gateways for a state, their ability to meet the increasing demands of a rapidly growing economy is crucial for

addressing the rising import and export traffic. Several Industries are importing large quantities of raw materials and

exporting finished products, to carry out these activities several major industries presently depend on the ports of

adjoining states.


The Karnataka State has a maritime coastline of 155 nautical miles (300 Kilometers), studded with twelve Minor

Ports from Karwar in the North to Mangalore in the south, situated in the three Coastal Districts of Uttara Kannada,

Udupi and Dakshina Kannada. The twelve minor ports of the State from the North to the South are Karwar,

Belekeri, Tadri, Pavinakurve, Honnavar, Manki, Bhatkal, Kundapur, Hangarkatta, Malpe, Padubidri & Old

Mangalore Port. [A map showing the locations of above mentioned ports is indicated below]. Out of these twelve

ports, Karwar is the only All Weather Port while the other eleven minor ports are the reverine lighterage ports. Some

of the Salient features of these ports are mentioned below.

2.2. Maritime History.

The Karnataka Coast is also known as the Malabar Coast. It is endowed with a coastline of about 300 km, by the

Arabian Sea, along the Western Ghats. Throughout recorded history, right from 3000 BC, had been a major trading

center in commercial intercourse with Mesopotamia, Egypt, Greece, Rome, Jerusalem and the Arabs. Shivappa

Nayaka (1645-60), a great soldier and statesman ousted the Portuguese, of their possessions on the West Coast,

namely Mangalore, Honnavar and Basrur. He reformed the land revenue system, and it is renowned as ‘Sisthu’. He

helped reclamation of land on a large scale. Keladi enjoyed a rich overseas trade, especially in spices, textiles and

rice. In the later stages Tippu Sultan used Mangalore port extensively for his foreign trade activities.

2.3. Location.

The Karnataka State is situated between Latitude 12o45’25’ to 14

o 54’00” N. It is situated in the south west of India

on the Deccan plateau and ensures a salubrious climate in most part of the state. It is the eighth largest state in the

country, covering an area of 1,91,791 sq. km. which is 6.3% of total area of the country. The state is divided into

four revenue divisions with 30 districts comprising 176 taluks. The state has an average rainfall about 1100 mm

annually, mostly through the south – west monsoon.

2.4. Karnataka as an emerging industrial giant.

Today, Karnataka has emerged as one of the leading industrialized state in India. In line with economic, trade and

industrial reforms, initiated by the Government of India, Karnataka has taken several steps to attract and activate

global investment in economic activities including that in infrastructure apart from IT sector. The Karnataka Vision

2020 document envisages Industrial growth of 9% per annum and is today experiencing substantial interest by

local, national, international and multinational investments in various sectors, more particularly in IT sector,

automobiles, heavy engineering, electronics hardware, iron & steel, power and other mineral processing etc.

2.5 Strategic Advantages

Apart from the location advantage, Karnataka has mineral reserves which have given birth to many metal based

industries and power sector. Apart from that, there is potential to access to the import of raw materials through its


ports which has largely been ignored so far. To support the industrial activity state has vast pool of educated, skilled

and unskilled manpower. Also policy environment of the state has many attractive propositions for various sectors

and industries

2.6. Logic of Location.

Karnataka has a matured industrial climate and culture. It has easy access to the import of raw materials through

its ports and sea routes, which is economical for the industries in its vast hinterland, which is a huge reservoir of

skilled and unskilled manpower, with a relatively cheaper labour and stable Government, committed to progress

and development.

2.7. Karnataka Ports and need to improve / develop port facilities.

The Indian Ports handled about 934 million tonnes of cargo in FY 2012-13. About 38 Million tonnes of this cargo

was handled by ports in Karnataka and the Lion share of this cargo (37 Million tons) was handled by the only major

port at Mangalore.

Indian Non Major Ports handled about 388 Million tons of Cargo in FY 2012-13, Gujarat’s Non Major ports handled

about 288 Million tons (74%) and Karnataka’s Non Major Ports handled about 1 Million ton (0.1%) There are twelve

non-major ports at Karwar, Belikeri, Tadri, Pavinakurve, Honnavar, Manki, Bhatkal, Kundapura, Hangarakata,

Malpe, padubidri and Old Mangalore. The state of the non-major ports with the exception of Karwar is not very

encouraging as they lack adequate infrastructure facilities and connectivity. Therefore majority of the Karnataka’s

cargo is being exported / imported by the ports of neighboring states.

This lack of development in ports has caused limited development of agro based and other industries. This in turn

has caused the socio-economic development to be dependent on services sector (largely IT) and the broad based

development did not happen.

3 PRESENT STATUS OF KARNATAKA PORTS. –

Along the approximate 300 Kms length of Coast line in Karnataka, there are 13 ports – 12 Minor and 1 Major port.

(i) KARWAR PORT:-

Karwar Port is situated at the northern extremity of the Karnataka coast is about 100 Kilometers south of Mormugoa

Port on the southern side of the Kali River and caters to the requirement of about 2.00 lakh sq. Kms. of hinterland.

At present, this port has been developed as an all weather port in the Karwar bay with 355 mtr. quay length which

can accommodate two ships. The port has other matching infrastructure facilities.

Salient Features:-

• Location : Latitude 14 o 48` N, Longitude 74

o 07` E.

• Konkan Railway Line, NH 17 pass very close and linkage of Hubli – Ankola Railway line is under progress.

• One of the best all weather natural minor port.

• Catering to the requirement of about 2 lakh Sq. Km. Hinterland covering 3 states.

(ii) BELEKERI PORT:-

This port is located 26 Kms south of Karwar on the bank of Hattikeri River and is a fair weather lighterage port and

is open to traffic for about 8 fair weather months. This port has got a vast stacking area, good network of roads. A

number of Shipping agencies have taken interest to upgrade the port by developing their own Infrastructure to

handle export of mineral ore through the Port and Government has allotted lands on lease basis.

Salient Features:-

• Location : Latitude 14 o 42-50` N, Longitude 74

o 16` E.

• Vast stacking area and good network of roads.

• Konkan Railway, Broad Guage Line, NH - 17, NH - 63 passing very close and linkage of Hubli – Ankola Railway

line is under progress.

(iii) TADRI PORT:-

This port is situated in the estuary of the Aghanashini River and is about 25 kms. south of Belekeri Port. The

backwater of the river Aghanashini has got vast water front at this port. Konkan Railway line and NH – 17 pass very

close to the port area. Also NH – 63 and proposed Hubli – Ankola Railway line Honnavar Tumkur NH – 206 are

added infrastructural facilities for all-round development of Tadri port. Vast area of about 1850 acres has already

been acquired by the State Government and is available for development of this port. Tadri port has got and

effective hinterland of about 2,000 Sq.Kms comprising of Central and Northern parts of Karnataka and some parts

of Andhra Pradesh, which are rich in large deposits of Minerals, Forests, Agricultural and Marine wealth.

Salient Features:-

• Location : Latitude 14 o 31.5` N, Longitude 74

o 21.50` E.

• Vast stacking area and scope to develop with modern infrastructural facilities.

• Konkan Railway Line, NH - 17 pass very close and linkage of Hubli – Ankola Railway line is under progress.


(iv) PAVINAKURVE

This is newly declared port and is located near Pavinakurve village of Honnavar taluk. The shore line are sandy and

erosions move southwords towards the Sharavathi river inlet. An Island called ‘Basavarajadurga’ is also located

near the shoreline which helps in trapping of sand. This island provides protection to the shoreline intending to be

used for the port.

Salient Features:-

• Location : Latitude 14 o 22’30” North, Longitude 74

o 24.30’ East.

(v) HONNAVAR PORT:-

This port is located on the Right Bank of the Sharavathi river and at present is functioning as a fair weather

lighterage port situated at about 25 Kms South of Tadri Port. This port has a good highway connection to the

hinterland as well as the Konkan Railway connection.

Salient Features:-

• Location : Latitude 14 o 16.30` N, Longitude 74

o 27.10` E.

• Bordered by Hills and Forests on landside.

• Konkan Railway Line, NH 17 pass very close to the port.

(vi) MANKI PORT :-

This port is a captive port located between Honnavar and Bhatkal, presently this port is given on lease basis to

Renuka sugars.

• Location : Latitude 14 o 13

o North Longitude 74

o 27`.

(vii) BHATKAL PORT:-

This is a well – protected port on the bank of Bhatkal River. Presently fishing vessels are utilizing the facilities of

this port. This port is located at a distance of about 35 Kms South of Honnavar Port.

Salient Features:-


o 32` E.

• Bordered on the land side by hills.


(viii) KUNDAPUR PORT:-

This port is located on the Right Bank of the Pancha Gangoli Rivers. The estuary formed by these groups of rivers

has got a vast water spread.

Salient Features:-


o 40.50` E.


(ix) HUNGARKATTA PORT:-

This port is located on the Right Bank of Sita and Swarna Rivers situated at the distance of about 18 Kms South of

Gangolli.

Salient Features:-


o 42` E.

• Konkan Railway Line and NH 17 pass very close to the port.

(x) MALPE PORT:-

This port of Malpe is located at the estuary of Udhyavar river in Udupi District and situated at a distance of about 10

Kms south of Hungarkatta Port. Malpe is a major fishing harbour, which has been provided with breakwaters for

making it a safe harbour.

Salient Features:-

• Location : Latitude 13 o 21` N and Longitude 74

o 42.5` E.


(xi) PADUBIDRI PORT:-

This port is located in the North of Mulki River situated at distance of 20 Kms South of Malpe Port.

Salient Features:-


o 46` E.



(xii) OLD MANGALORE PORT:-

This port is situated on the confluence of Netravati and Gurupur rivers and is approximately 30 Km south of the

Padubidri Port and Kms South of New Mangalore Port. The port at present is a lighterage port with along side

berthing facilities for coastal vessels drawing a draft not exceeding 4.5 m and functional only during the fair weather

season from September to May.

Salient Features:-


o 51` E.


• Linked by Air also.

In addition to the above, the New Mangalore Port is also situated in the State of Karnataka which is the Gateway for the

import and export of the state’s various commodities. The New Mangalore Port is located at Panambur on the West Coast of

India, about 170 nautical miles south of Mormugoa Port and 190 nautical miles north of Cochin Port. The New Mangalore

Port was declared the ninth Major Port of India, on 4th May 1974 and was formally inaugurated on 11

th January 1975. A Port

Trust Board was formed under the Major Port Trust Act on 1st April 1980. Since then, the port has been functioning as one of

the Major Ports in India.

3.1 The Karnataka Maritime Board.

The Government of Karnataka has already initiated process to formulate “Karnataka Maritime Board” (KMB) as an

overarching institution to cater to the long term development of ports in state. The Karnataka Maritime Bill, 2011 which was

passed by the both houses of the Legislature and submitted for assent of the President of India. The main objective of the Bill

is for rapid Development and Management of Ports, Inland Water Ways and the Coastal region in the State. It would act as

the nodal agency to co-ordinate and implement the Minor Port Development Policy of the Government once the bill becomes

an Act.

Till such time the Board becomes operational, the Department of Public Works, Ports and I.W.T, Government of Karnataka,

will act as a Nodal Agency for implementation of this Policy.

3.2 Emerging economic Potential of Ports.

The Government of Karnataka are convinced that there is vast scope to improve the productivity of these ports by which the

ever growing volumes at the minor ports and dedicated captive jetties / ports could be handled and revenue improved. Apart

from handling cargo, coastal passenger traffic could also be effectively and economically handled which could decongest the

highways. In view of long coastal line, leisure and water sport activities could also be introduced which can attract tourists

both from within and outside the country.

3.3 Development of Ports.

Due to increasing growth of industries and their need, it is essential that the developments of infrastructures to meet such

industrial needs are put in place at the appropriate time. India, being a peninsular country, has a lot to gain out of Maritime

trade and hence it needs to develop the ports to meet these requirements. The policy hitherto followed for such development

is inadequate and is inconsistent with the industrial growth in the State. Few ports are fair weather ports, open to traffic for

most part of the year. The draft in these ports, adjacent bay and channel though not uniformly of 8 - 9 metres can be made so

with dredging. Construction of breakwater and dredging would be necessary to turn these ports into all weather ports.

3.4 Funding Pattern.

The Government of Karnataka have, under the above mentioned circumstances and in order to meet the growing demands of

Industry, trade and commerce, realised the need to involve private investments in development of these minor ports. Techno-

economic feasibility studies have to be initiated to properly assess the potential of these minor ports. The Government of

Karnataka is of the view that the potential of these ports should be jointly developed through Private Participation.

4. DEFINITIONS: -In this policy, unless the context otherwise requires, -

• 'all weather port' means port which can function during all seasons;

• 'anchor user industry' means the prime industry, which uses the port for its import and export;,

• 'berth' means alongside facility such as wharf, quay, jetty etc., for berthing the vessel;

• 'berthing dues' means charges levied for using the berth;

• 'breakwater' means strong structural material construction intended to break the force of the sea waves;

• 'captive cargo' means cargo, which are meant for the exclusive use of the port promoter;

• 'captive jetty' means artificial structure into the sea constructed by the promoter for handling exclusively his own

cargo;

• 'captive port' means port created by a promoter for handling captive cargo;

• 'coastal shipping' means movement of cargoes by ship between ports of the same country;

• 'commercial port' means a port where all the cargoes including captive and commercial are handled;


• 'dock ' means an enclosed place near a harbour or river where ships can berth to load and unload;

• 'government' means the State of Government of Karnataka.

• 'hinterland' means part of the industrial area behind or in the environs of a seaport;

• 'jetty' means artificial structure into the sea enabling passage of passengers and cargoes to and from the vessel;

• 'landing dues' means dues levied on the landed cargo;

• 'lighterage' means the provision of barge service for the transport of goods from ship to the shore and vice-versa;

• 'navigational equipment' means the guiding aids for navigation such as lights, buoys etc provided in accordance with

international rules;

• 'nodal agency' means the Department of Public Works, Ports & I.W.T, GoK.

• 'piloting' means the act carried out by a qualified pilot to navigate the vessel when entering or leaving a port;

• ‘ports’ under this policy means such minor ports declared by Government of Karnataka under clause (a) of sub-

section (1) of section 4 of the Indian Ports Act, 1908 (Central Act XV of 1908);

• 'port dues' means dues levied on the Gross Registered Tonnage of the vessels entering into port limit;

• ‘port operator’ means the individual or group or the company or their authorised agency that develops or promotes

and / or operates the port;

• ‘port user’ means the individual or group or the company or their authorised agency who uses the services of the

port;

• 'quay' means a dock within a port where cargo is imported or exported;

• 'Ro-Ro service' means conveying of wheeled cargo being driven on or off ship via a ramp. Explanation.- "Ro-Ro" is

an abbreviation of roll-on / roll-off;

• 'schedule of rates' means schedule detailing the various dues such as port dues, landing and shipping dues, license

fee, ground rent, shed rent, waterfront charges, vehicle entry fee, weigh bridge charges, hire charges, bunkering

charges, bar channel fee, harbour craft fee, pilotage dues, berthing dues etc., and the rate at which they are levied;

• 'ship waiting time' means the time spent for a berth;

• 'shipping dues' means dues levied on the shipped cargo;

• 'transshipment port' means the port meant for transfer of goods from one ship to another;

• 'tug boats' means craft to give assistance to ship;

• 'turn around time' means the time spent by a ship between arrival and departure from port;

• 'turning circle' means that portion of navigational channel of a port where a ship is permitted to turn as part of

berthing or unberthing operations;

• 'waterfront' means coastline;

• 'wharf' means a construction in a harbour or on the banks of inland water for berthing of a ship.

5. OBJECTIVES. -

1 Objectives of minor port policy.

(i) To increase the share of Karnataka State in the Export and Import sector, in National and International Trade and

Commerce, in the post-liberalisation and globalization era;

(ii) To cater to the needs of increasing traffic of Karnataka and its neighbouring States by providing efficient facilities

and services and to support the country’s domestic and international trade;

(iii) To create sufficient infrastructure facilities by both Government and Private efforts to handle 5 - 10% of India’s total

cargo in Karnataka Maritime waters in the days to come.

(iv) To provide port facilities to promote export oriented industries and port based industries in the coastal districts of

Karnataka and its hinterland.

(v) To promote port based thermal power plants by providing exclusive port facilities to import different kinds of fuels.

(vi) To decongest highways by providing facilities for coastal shipping of passengers and cargo traffic along the West

Coast of nearly 300 Kms;

(vii) To promote tourism by providing facilities for leisure and water sports activities along the coast line;

(viii) To provide facilities to encourage ship building, repairing, breaking and manufacture of cranes and floating crafts;

(ix) To facilitate optimum utilization of the port infrastructure developed in the State.

(x) To enhance the potential of ports, with Public and Private Participation.


6. POLICY AND OPERATIONAL STRATEGY. –

6.1 Private participation.

With a view to create multi user facilities capable of handling all types of cargo like bulk, break bulk, containers, petroleum

products, chemicals etc., the Government of Karnataka have decided to develop all the minor ports in the State through

Public-Private Participation / captive route.

6.2 Flexible approach.

The private participation in the construction / development of ports/ jetties and improvement of the existing minor ports or the

facilities of the existing minor ports will be encouraged, and each proposal will be considered on its own merits as per the new

port policy. The thrust of the policy will be to encourage effective private participation and speedy implementation of the

projects.

6.3 Institutional Co-ordination.

The Government of Karnataka have already established a separate Ports and I.W.T Department which will be the nodal

agency to co-ordinate and implement the port development policy till Karnataka Maritime Board is established. The

Department will have the benefit of the experts from the fields of shipping, port construction etc. The Department is

responsible for operational and functioning of Minor ports in Karnataka and has the responsibility of developing the ports.

7. CAPTIVE PORTS

Licensing of Captive Ports.

7.1 In order to satisfy the requirements of port based industries for allocation of sites for construction of captive ports

and to create the port facilities, the Government of Karnataka have decided to allow private participation. The

Nodal Agency will identify and make brief pre-feasibility study of the ports that can be offered for captive purpose.

7.2 The Private / Public Limited Companies intended to invest in the state requiring port based facilities will be allotted

sites for construction of Ports / jetties, both for captive and captive cum commercial purposes through competitive

bidding.

7.3 To take care of the increasing cargo traffic, and to facilitate optimum usage of port facilities, captive ports coming up

in the future will be permitted to handle other commercial cargo as well, with the prior approval of Government of

Karnataka.

7.4 A captive port handling only the captive cargo will be permitted on the principles of Build, Own and Operate and

transfer, (hereinafter referred to as “BOOT”);

7.5 If the captive port handles third party commercial cargo, it will be permitted on priority basis on the principles of

Build, Own, Operate, Share and transfer (hereinafter referred to as “BOOST”);

7.6 A captive port, which handles third party commercial cargo, but ceases to handle the captive cargo after some time,

the operation of the port will be on the principles of Build, Own, Operate, Share and transfer (hereinafter referred to

as “BOOST”) for the remainder of the period (Commercial Operation period) within the maximum period of 30

years;

7.7 The land and site for port and facilities will be leased out for a period of 30 years with a provision of further renewal

for the appropriate period at the discretion of Government of Karnataka at a mutually acceptable terms and

conditions

7.8 The entire construction of the captive port and the port facilities will be permitted on the principle of “BOOT” in which

the dues on the captive cargo shall be on the basis of schedule of rates fixed by the Government from time to time.

7.9 If a captive port is permitted to handle multi user specific and multi-commercial cargoes along with captive cargo, it

will be on the Principle of “BOOST” basis; in which case the dues on the captive cargo shall be on the basis of

schedule of rates fixed by the Government from time to time and the dues on the multi user-specific and multi-

commercial cargoes shall be on the basis of revenue share under the “BOOST”. However, Government of

Karnataka shall have the option, either to collect the dues as per schedule of rates or to receive the share of

revenue under “BOOST”, whichever is beneficial to the Government of Karnataka.

7.10 The construction, repair, maintenance, management of the facilities etc., will be the sole responsibility of the

developer / promoter;

8 Procedure for Licensing

The Procedure for allotment of captive ports would be as under;

8.1 The Nodal Agency will invite the competitive bids for development of captive ports and the Private Parties who

require captive port facilities, need to participate in the bidding process.

8.2 The criteria to select the parties:

• Profile of the company

• Justification for the captive use of the port,

• Related experience of the company in the captive industry,

• Financial performance of the company for the last three years,


• The proposed activity using the port and the proposed investment.

• Maximum handling capacity.

• Minimum guaranteed through put (MGT) in terms of Metric tons.

• Weightage will be given to the private parties having manufacturing industries located in Karnataka.

The bid document shall be developed by the Nodal Agency indicating the above criteria and other standard

guidelines.

8.3 The Nodal Agency will process the bids and select the party as per the criteria indicated in the bid document and

issue in principle approval to setup the port.

8.4 On Obtaining the In-principle approval the company will be expected to prepare the Techno Economic Feasibility

Report (TEFR) within 120 days, which should contain the Bathymetry Survey report, Environment aspects as per

MOEF guidelines, covering nearby water bodies, estuaries, heritage or Archeological sites, eco sensitive areas,

lighthouse etc., identifying port limits, identifying the coastal habitation lying within the port limits, identifying the

layout of the proposed port facilities, water front requirement with proper justification.

8.5 On receipt of the TEFR, the Government would analyze the details and if satisfied, it will notify/modify the port

limits.

8.6 Upon notification of the port limits, the Government will issue the final approval and Government Coastal land within

the port limits will be allotted to the company on a 30 years lease and the company thereafter will be permitted to

undertake necessary site investigations required for preparing the Detailed Project Report (DPR) containing

Topographic Survey, Soil investigation, Shallow Seismic survey, Seabed investigations by side scan survey,

Feasibility Study on Lighterage / Deep Sea operation (if required), Wave Transformation Study, Wave Tranquility

Study, Shoreline Evaluation, Dredging and disposal of dredged materials, Studies on sea water intake and outfall (if

required), EIA and EMP, along with the consent from State Pollution Control Board, approval from MOEF, New

Delhi, and approval of CRZ etc.

8.7 In case the company requires additional adjoining private land for port development purpose, the company may

purchase the same at their cost and as per the provisions of the Prevailing Land Policy, Karnataka Land Revenue

Act 1964 and Karnataka Land Reforms Act 1974. However the Government will facilitate in the proposes of land

acquisition if any.

8.8 The company is expected to submit the Detailed Project Report for the project within six months of signing of the

agreement. The Nodal Agency shall approve the DPR within a period of two months. However, the financial

closure shall be achieved within one year from the date of the agreement and commence port construction activities

within three months from the date of the financial closure and commission the project within 3 years from the date of

commencement of port construction activities. If the project is not completed with in the specified time by the

developer, the allotted land will be withdrawn by the nodal agency with the prior approval of the Government.

8.9 The mode of transfer of project assets at the end of the agreement period will be detailed in the respective

concession agreement / lease agreement.

9. COMMERCIAL PORTS:

Licensing of Commercial Ports.

The minor ports (both existing and upcoming) will be offered for development through private sector participation.

9.1 For the selection of promoters for the ports identified for commercial developments, bids would be initially invited for

the selection of suitable promoters on a competitive basis and they will be selected as per technical and financial

evaluation keeping in view the guidelines issued or to be issued by the DEA/Planning Commission, GOI for

selection of concessionaire under PPP. In case of development of new ports, the bids will be invited after notifying

the port limits.

Procedure for selection:

• The main criteria considered for technical evaluation are company’s profile, annual turnover, land

requirement, project cost, funding capacity, asset / infrastructure creation, port modernization, maximum

handling capacity and minimum guaranteed throughput (MGT) in terms of Metric Tons.

• The main criteria for financial evaluation is ‘maximum revenue share’ to be offered to Government or any

other criteria to be indicated in notification.

• Only such companies who qualify in technical bids will be considered for financial evaluation.

• Bid document will be developed by the nodal agency for inviting the bids.

9.2 In cases where suitable offers are not forth coming as under para 9.1 above, development of such ports will be

done through joint venture with Government agencies including Public Sector Undertakings of Government of

Karnataka. The JV partner shall be selected on competitive bidding basis keeping in view the guidelines on

establishing JV in infrastructure sectors of Planning Commission / GOI.


Minimum requirements to be fulfilled.

I. A Minimum investment of Rs.1000 crores is made in Port infrastructure over a period of five years. Such

investment will be for the following items:-

• Construction of breakwaters.

• Capital dredging of approach channel.

• Capital dredging of Water basin inside breakwaters; turning circle and dock arms/ channels.

• Construction of Berths and Jetties.

• Reclamation of land

• Construction of stockyards, roads, buildings and other port related facilities.

• Navigational equipments including tug boats and service vessels.

• Port handling equipments including topside facilities of berths/ jetties, pipelines and tank farms.

• Rail / road connectivity inside the port area or upto the nearby location shall always be the part of the

project.

• Utilities including distribution networks, sewerage/ waste handling equipments / facilities, storage and

ware housing and amenities;

II. A Special Purpose Company (hereinafter referred to as “the Port Company”) that may be formed to

implement and operate the minor port can be a Joint Venture between the Promoters or a consortium of

promoters and Government Agencies including Corporations / Boards of Government of Karnataka and

other Government of Karnataka Enterprises;

III. The aggregate investment by such Government Agencies including Public sector Corporations / Boards

of Government of Karnataka and other Government of Karnataka Enterprises in the equity of the Port

Company will be up to 11% of the total equity;

IV. The port company may also include the anchor user industries / projects as its stakeholders. Such

Anchor Industrial projects should have achieved financial closures for the respective projects prior to the

Port Company’s financial closure;

V. Aggregate investments of anchor Industries / projects should be at least Rs.2000 Crores over a period of

five years;

VI. The total investment in the port infrastructure and the Anchor user industries / projects should thus be at

least Rs.3000 Crores over a period of five years;

VII. Port company will obtain commitments from the Anchor user industries / Projects for handling minimum of

50% of the total cargo that may be required by such Anchor user Industries / projects through the

proposed port;

VIII. The lands for the Port backup area will be procured / reclaimed by the Port Company and by its

nominated agencies. As per the provisions of prevailing land policy. Such lands may also include those

transferred by Government and or its agencies to the port company on lease basis;

IX. The right to construct and operate the Port will be on nonexclusive basis;

9.3 The entire project will be on the principle of Build, Own, Operate, Share and Transfer (BOOST);

9.4 The period of lease will be initially for 30 years with a provision for further renewal as decided by the Government at

mutually acceptable terms and conditions;

9.5 The lease period for more than 30 years could be considered unless otherwise required as per financial analysis of

the project or for projects which entail sizable capital investment on account of site specific marine conditions

and backup infrastructure such as road, rail linkages and which are either part of special economic zones

(SEZs) / Petroleum, Chemicals and Petro-chemicals Investment Regions (PCPIRs) and or included as anchor

entities of such SEZs and PCPIRs developed as per the Acts / Rules of Government of India and Government

of Karnataka;

9.6 Government shall have the option, either to collect the dues as per the schedule of rates or to receive the share of

revenue under BOOST, whichever is beneficial to Government;

9.7 If the project is not completed within the stipulated time as enunciated in the Concession / lease Agreement / TOR,

the allotted land will be withdrawn by the nodal agency with the prior approval of the Government. The mode

of transfer of project assets at the end of the agreement period will be detailed in the respective concession /

lease agreement / TOR.

9.8 The company entrusted with the development of port will raise the required capital for the development of the port,

create all facilities in the port, maintain and operate the port;

9.9 Where the Government do not participate in the equity, they will nominate one Director on the Board of Directors

and in other cases two or more as may be decided by the government in respect of each such project;

9.10 The expenditure for the construction of one primary road leading to the port will be shared equally between the

developer / promoter and the Government. However, any construction / development cost within the port area

shall be borne by the developer / promoter;


9.11 The port developer is responsible for establishing the facilities and running the port under the International Ships

and Port facility Security Code (ISPS) and would therefore be responsible for all the activities relating to the

port waters;

9.12 Apart from handling cargo, the port may construct and provide facilities for passenger water transport and leisure

cum water sports activities. In such cases, the Government of Karnataka shall have a right to fix tariff and

recover dues as applicable and as approved by Government.

9.13 COLLECTION OF LEVIES, DUES ETC.,

The following table indicates the Parties who shall levy, collect, pay and appropriate the dues / charges in

connection with the Port services.

Sl.

No Nature of Activity

Levied and

Collected by

Payable

by Appropriated by

1 Captive Port handling only Captive

Cargo

Dues Collectable : Dues at the rates to

be fixed by the Government from time to

time on various items.

Government of

Karnataka

Port User /

Operator

Government of Karnataka:

2 Captive Port handling both Captive & Commercial Cargo also

2(a) For the Captive Cargo only

Dues Collectable : Dues at the rates to

be fixed by the Government from time to

time on various items.

Government of

Karnataka

Port User /

Operator

Government of Karnataka

2(b) For the Commercial Cargo :

Dues Collectable : Tariff as fixed by

the Port Operator on various items.

Port Operator Port User Government of Karnataka:

Dues at the rates to be fixed by the Government

from time to time on various items or share of

revenue whichever is beneficial to Government

B. Port Operator: Balance Revenue

3 Commercial Port :

Dues Collectable : Tariff as fixed by

the Port Operator on various items.

Port Operator Port User Government of Karnataka:

Dues at the rates to be fixed by the Government

from time to time on various items or share of

revenue whichever is beneficial to Government

B. Port Operator: Balance Revenue

10. Explanation. -

A. Captive Ports

(i) Captive Ports handling only the captive cargo.

Levy and payment shall be as per the schedule of rates as approved by the Government of Karnataka from time to

time.

(ii) Captive Ports handling both captive and commercial cargo.

(a) In respect of the captive cargo alone, levy and payment shall be as per the schedule of rates as approved by

the Government of Karnataka.

(b) In respect of other commercial cargo, levy and payment shall be as per the schedule of rates as approved by the

Government of Karnataka or the share of revenue in accordance with the concession Agreement under

BOOST, whichever is beneficial to the Government.

B. Commercial Ports

Levy and payment shall be as per the schedule of rates as approved by the Government of Karnataka or the share

of revenue in accordance with the concession Agreement under BOOST whichever is beneficial to the Government.

C. Assessment of Cargo quantity

All landing and shipping dues shall be payable based on the quantity as stated in the customs cargo manifest.

11. Corporate Social Responsibility and Security to Ports:-

• The Developer has to provide one job per family to the land looser if private land is acquired for development.

• Passenger jetties to be provided wherever required.

• Encourage fishing activities.

• The security to the port is the responsibility of the developer. Also the developer has to make provision to berth

patrol crafts of the security agencies viz., coast guard, coastal security, navy and customs.


12. DEVELOPMENT OF NEW PORTS: –

The State level committee headed by the Chief Secretary to Government of Karnataka along with other concerned

officers as members will be formed for the overall development of all existing minor ports in the State on priority

basis and also new ports. Development of commercial ports will be given preference over captive ports.

12.1 General guidelines for modernisation of Services.

In order to attract private sector participation in modernisation of port services, the Government encourages for the

following. –

(a) To privatise the incomplete works of wharf / jetty / quay of K.P.W, P & I.W.T;

(b) To permit private companies to install modern mechanical handling equipment on the existing

wharf/jetty/quay; and

(c) To encourage the parties making investments in these locations with suitable concessions.

12.2 Services for private participation.

1. With a view to increase the efficiency of cargo handling, the Government also decide to open up the following port

services for private participation. –

(a) Lighterage or cargo handling services.

(b) Dredging.

(c) Piloting.

(d) Tug towing service.

(e) Other essential utility service in selected existing minor ports and in all new Ports. However, for use of

private barges, the operators will pay the service charges as per existing rate.

2. Government will consider joint ventures in modernization / privatization.

13. INDUSTRIALISATION: -

The major aim of port development in Karnataka is to promote regional development along the coastal line of about

300 Kms. The Government will therefore promote and establish port based industrial estates to facilitate import of

raw materials and export of finished products at competitive prices. The Government will encourage setting up of

major industries by private sector and offer all necessary infrastructure facilities. The industrial development and

port development should go hand in hand and should produce synergic impact on the socioeconomic structure of

coastal area in the state.

14. INFRASTRUCTURE DEVELOPMENT. -

The Government being aware of the need for huge investments for development of port sector is committed to

establish the complementary infrastructure facilities like roads and railways, open land sites, water and drainage,

power and technical training institutes to back up full fledged development of these ports and hinterland areas.

15. COASTAL SHIPPING :-

15.1 Transshipment Ports.

With the development of new ports with modern handling facilities many of these minor ports are expected to

emerge as Transshipment ports for Karnataka and adjoining states and the rest of the country, especially in

building up international trade with neighbouring and other countries.

15.2 Passenger Services.

Introduction of Ro-Ro Service, and hover craft / catamaran service linking different terminals on the West Coast

over 300 Kms. is bound to be not only popular in passenger and cargo transport but also cheaper, safer and

quicker. This is bound further to decongest the highways and reduce the pressure on rail and road haulage. It is

sure to promote leisure and water sport activities, which will attract both foreign and local tourists. The terminal

facilities will be created by Government and such coastal shipping will of course follow the development of these

ports and at the ripe time these will also be offered for private participation.

PWD 183 PSP 2013

PR. 581

SC. 500

T.N.Chikkarayappa

Secretary to Government,

Public Works, Ports & Inland

Water Transport Department


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