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The need of the hour is to develop multi-modal transport systems.

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The cement industry is expected to move about 407 million tonnes of cement and another 35 to 40 per cent of this tonnage as input materials, which makes it imperative to develop multi-modal transport systems, rail, road, coastal shipping and IWT. The ICR team connects with NA Vishwanathan, Secretary, Cement Manufacturers Association, to find out the challenges on various fronts and finds out the recommendations that could enhance the economy and efficiency of the logistics involved. Excerpts from the interview.

What is your take on the need to develop multi-modal transport systems to meet the logistics challenges in the cement industry?

It is the need of the hour to develop multi-modal transport systems, rail, road, coastal shipping and IWT, for movement of cement and clinker as it is not possible for rail and road transport alone to cater to the steeply increasing transportation requirement of the industry due to practical constraints and also because the existing infrastructure are already at their saturation level.

The rail coefficient has considerably dipped, from 57 per cent to 35 per cent. Are there any constructive steps being initiated to counter this?

The rail-coefficient has gradually declined from 57 per cent to 35per cent now for cement because the end-cost in case of rail transportation has become costlier than the road transport. Apart from this, the infrastructure constraints at terminals, uncertain and inadequate availability of wagons, particularly during peak period, discourage the movement of cement by rail. CMA has been making a number of suggestions to the railways for enhancing the rail-share for cement.

The current wagon procurement scheme seems to be skewed in favour of the railways. Would you agree?

It is true that the wagon procurement scheme is skewed in favour of the railways. A number of cement companies have gone in for or evinced keen interest in the past for the wagons procurement scheme. However, they find that the investments on this scheme are not viable and the freight concession announced is just for 10-15 years, whereas the life of the wagon is 30-35 years. Therefore, it does not make good business sense to invest money on such schemes.

If the railways are really serious, they have to announce the scheme only after incorporating the views and suggestions of the major customers like cement, in the scheme, which is presently not being done.

Is there any scope of incentivising the promotion of bulk movement which stands at a dismal two per cent of the total installed capacity?

The future is for bulk movement. CMA and cement industry have been making constructive efforts through viable and practical suggestions to the railways, from time to time, on to how to encourage the bulk movement of cement. Although the railways are evincing interest for the bulk movement, nothing concrete in the form of any scheme which could be acceptable and viable to the industry, has been coming forth.

What are the major issues of integrating one mode of transport to other modes, for better movement of materials?

For integrating one mode of transport to other modes, multi-modalism is the only way. This can be done if the railways or any other transport authority takes the entire responsibility of the safe receipt of the product at its destination with only one freight.

What are the problems faced by the industry in last mile delivery?

The major problems being faced by the industry in the last mile delivery are concerning (a)Infrastructure constraints at rail terminals.

(b)Non-availability of trucks for onward movement of the material at terminals.

(c)Movement restrictions imposed by state authorities in mega cities.

(d)Labour problems for loading and unloading of material.

How do you assess the potential of coastal shipping and IWT?

There is a lot of potential both for coastal shipping and IWT. Already, movement by coastal shipping by a few cement plants has been taking place. IWT has so far, not taken off due to a number of factors. If the following issues are taken into account, IWT would certainly get a boost:

  • Necessary infrastructure needs to be created at the identified IWT terminals/jetties so as to integrate with other modes of transportations viz. road and rail.
  • Wherever cargo specific / mode specific concession is applicable, the same may be made for IWT at par with the other modes.
  • If the waterway passes through more than one state, taxes/cess/duties, etc, need to be rationalised and collected at a single point.
  • Wherever port-hinterland connectivity exists through waterways, multi-modal transportation concept may be followed up to the riverine ports/terminals.
  • Wherever waterway advantages exist, the Ro-Ro facility should be encouraged to de-congest the cities (e.g. Kolkata, Mumbai, etc.)

How business / investor friendly are the freight-related policies?

The current freight-related polices of the railways leave a lot to be desired in terms of customer-friendliness. Under the extant Dynamic Freight-Related Policies, the railways keep on increasing the busy season charge, development charge, penalty/wharfage, etc. This makes the overall transportation cost by rail unviable for a majority of market centres. CMA and the cement industry have been requesting the railways to completely scrap their Dynamic Freight-Related Policies and also make their other policies clear, transparent and customer-friendly, to give a boost to the rail-coefficient for cement. Further, schemes should be framed in such a way that they leave no scope at all for interpretation as per the convenience of the Zonal Railways/Field Officers.

What is your take on the need for a regulatory mechanism to rationalise all rail matters including tariff and demurrages?

CMA and cement industry will welcome the establishment of a regulatory mechanism to rationalise all rail matters including tariff and demurrages, to avoid regular and frequent increases (direct or indirect) in the overall transportation cost.

Cement being the third largest revenue earner for Indian railways, should preferential treatment be given to the industry?

Cement is now the second largest revenue earner for the railways, even with 35 per cent rail-coefficient. However, when it comes to the allotment of wagons, particularly during the peak period, the cement industry has not been accorded any preference or priority over fertiliser and food grains, and this completely jeopardises the industry´s movement plan. Since the cement industry is an essential commodity needed for the growth of the economy, it should be treated at par with fertiliser and food grains, so far as allotment of wagons is concerned.

What are your views about outsourcing logistics functions?

There is no harm in outsourcing logistics functions, provided it makes business sense and is viable to the user industry.

How do you view the potential of collaborating with other players in the industry to set up terminals?

The terminals are to be developed by providing all basic infrastructure facilities for faster evacuation of material. However, presently most of the terminals are lacking facilities resulting in the industry being rendered to pay huge wharfage/demurrage charges to the railways by the industry. Although there is potential for collaborating with other players in the industry to set up terminals, there are significant challenges too; this can better be highlighted by the concerned cement companies, on a case- to- case basis.

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Price hikes, drop in input costs help cement industry to post positive margins: Care Ratings

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Region-wise,the southern region comprises 35% of the total cement capacity, followed by thenorthern, eastern, western and central region comprising 20%, 18%, 14% and 13%of the capacity, respectively.

The cement industry is expected to post positive margins on decent price hikes over the months, falling raw material prices and marked drop in overall production costs, said an analysis of Care Ratings.

Wholesale and retail prices of cement have increased 11.9% and 12.4%, respectively, in the current financial year. As whole prices have remained elevated in most of the markets in the months of FY20, against the corresponding period of the previous year.

Similarly, electricity and fuel cost have declined 11.9% during 9M FY20 due to drop in crude oil prices. Logistics costs, the biggest cost for cement industry, has also dropped 7.7% (selling and distribution) as the Railways extended the benefit of exemption from busy season surcharge. Moreover, the cost of raw materials, too, declined 5.1% given the price of limestone had fallen 11.3% in the same aforementioned period, the analysis said.

According to Care Ratings, though the overall sales revenue has increased only 1.3%, against 16% growth in the year-ago period, the overall expenditure has declined 3.2% which has benefited the industry largely given the moderation in sales.

Even though FY20 has been subdued in terms of production and demand, the fall in cost of production has still supported the cement industry by clocking in positive margins, the rating agency said.

Cement demand is closely linked to the overall economic growth, particularly the housing and infrastructure sector. The cement sector will be seeing a sharp growth in volumes mainly due to increasing demand from affordable housing and other government infrastructure projects like roads, metros, airports, irrigation.

The government’s newly introduced National Infrastructure Pipeline (NIP), with its target of becoming a $5-trillion economy by 2025, is a detailed road map focused on economic revival through infrastructure development.

The NIP covers a gamut of sectors; rural and urban infrastructure and entails investments of Rs.102 lakh crore to be undertaken by the central government, state governments and the private sector. Of the total projects of the NIP, 42% are under implementation while 19% are under development, 31% are at the conceptual stage and 8% are yet to be classified.

The sectors that will be of focus will be roads, railways, power (renewable and conventional), irrigation and urban infrastructure. These sectors together account for 79% of the proposed investments in six years to 2025. Given the government’s thrust on infrastructure creation, it is likely to benefit the cement industry going forward.

Similarly, the Pradhan Mantri Awaas Yojana, aimed at providing affordable housing, will be a strong driver to lift cement demand. Prices have started correcting Q4 FY20 onwards due to revival in demand of the commodity, the agency said in its analysis.

Industry’s sales revenue has grown at a CAGR of 7.3% during FY15-19 but has grown only 1.3% in the current financial year. Tepid demand throughout the country in the first half of the year has led to the contraction of sales revenue. Fall in the total expenditure of cement firms had aided in improving the operating profit and net profit margins of the industry (OPM was 15.2 during 9M FY19 and NPM was 3.1 during 9M FY19). Interest coverage ratio, too, has improved on an overall basis (ICR was 3.3 during 9M FY19).

According to Cement Manufacturers Association, India accounts for over 8% of the overall global installed capacity. Region-wise, the southern region comprises 35% of the total cement capacity, followed by the northern, eastern, western and central region comprising 20%, 18%, 14% and 13% of the capacity, respectively.

Installed capacity of domestic cement makers has increased at a CAGR of 4.9% during FY16-20. Manufacturers have been able to maintain a capacity utilisation rate above 65% in the past quinquennium. In the current financial year due to the prolonged rains in many parts of the country, the capacity utilisation rate has fallen from 70% during FY19 to 66% currently (YTD).

Source:moneycontrol.com

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Wonder Cement shows journey of cement with new campaign

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The campaign also marks Wonder Cement being the first ever cement brand to enter the world of IGTV…

ETBrandEquity

Cement manufacturing company Wonder Cement, has announced the launch of a digital campaign ‘Har Raah Mein Wonder Hai’. The campaign has been designed specifically to run on platforms such as Instagram, Facebook and YouTube.

#HarRaahMeinWonderHai is a one-minute video, designed and conceptualised by its digital media partner Triature Digital Marketing and Technologies Pvt Ltd. The entire journey of the cement brand from leaving the factory, going through various weather conditions and witnessing the beauty of nature and wonders through the way until it reaches the destination i.e., to the consumer is very intriguing and the brand has tried to showcase the same with the film.

Sanjay Joshi, executive director, Wonder Cement, said, "Cement as a product poses a unique marketing challenge. Most consumers will build their homes once and therefore buy cement once in a lifetime. It is critical for a cement company to connect with their consumers emotionally. As a part of our communication strategy, it is our endeavor to reach out to a large audience of this country through digital. Wonder Cement always a pioneer in digital, with the launch of our IGTV campaign #HarRahMeinWonderHai, is the first brand in the cement category to venture into this space. Through this campaign, we have captured the emotional journey of a cement bag through its own perspective and depicted what it takes to lay the foundation of one’s dreams and turn them into reality."

The story begins with a family performing the bhoomi poojan of their new plot. It is the place where they are investing their life-long earnings; and planning to build a dream house for the family and children. The family believes in the tradition of having a ‘perfect shuruaat’ (perfect beginning) for their future dream house. The video later highlights the process of construction and in sequence it is emphasising the value of ‘Perfect Shuruaat’ through the eyes of a cement bag.

Tarun Singh Chauhan, management advisor and brand consultant, Wonder Cement, said, "Our objective with this campaign was to show that the cement produced at the Wonder Cement plant speaks for itself, its quality, trust and most of all perfection. The only way this was possible was to take the perspective of a cement bag and showing its journey of perfection from beginning till the end."

According to the company, the campaign also marks Wonder Cement being the first ever cement brand to enter the world of IGTV. No other brand in this category has created content specific to the platform.

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In spite of company’s optimism, demand weakness in cement is seen in the 4% y-o-y drop in sales volume. (Reuters)

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Cost cuts and better realizations save? the ?day ?for ?UltraTech Cement, Updated: 27 Jan 2020, Vatsala Kamat from Live Mint

Lower cost of energy and logistics helped Ebitda per tonne rise by about 29% in Q3
Premiumization of acquired brands, synergistic?operations hold promise for future profit growth Topics

UltraTech Cement
India’s largest cement producer UltraTech Cement Ltd turned out a bittersweet show in the December quarter. A sharp drop in fuel costs and higher realizations helped drive profit growth. But the inherent demand weakness was evident in the sales volumes drop during the quarter.

Better realizations during the December quarter, in spite of the 4% year-on-year volume decline, minimized the pain. Net stand-alone revenue fell by 2.6% to ?9,981.8 crore.

But as pointed out earlier, lower costs on most fronts helped profitability. The chart alongside shows the sharp drop in energy costs led by lower petcoke prices, lower fuel consumption and higher use of green power. Logistics costs, too, fell due to lower railway freight charges and synergies from the acquired assets. These savings helped offset the increase in raw material costs.

The upshot: Q3 Ebitda (earnings before interest, tax, depreciation and amortization) of about ?990 per tonne was 29% higher from a year ago. The jump in profit on a per tonne basis was more or less along expected lines, given the increase in realizations. "Besides, the reduction in net debt by about ?2,000 crore is a key positive," said Binod Modi, analyst at Reliance Securities Ltd.

Graphic by Santosh Sharma/Mint
What also impressed analysts is the nimble-footed integration of the recently merged cement assets of Nathdwara and Century, which was a concern on the Street.

Kunal Shah, analyst (institutional equities) at Yes Securities (India) Ltd, said: "The company has proved its ability of asset integration. Century’s cement assets were ramped up to 79% capacity utilization in December, even as they operated Nathdwara generating an Ebitda of ?1,500 per tonne."

Looks like the demand weakness mirrored in weak sales during the quarter was masked by the deft integration and synergies derived from these acquired assets. This drove UltraTech’s stock up by 2.6% to ?4,643 after the Q3 results were declared on Friday.

Brand transition from Century to UltraTech, which is 55% complete, is likely to touch 80% by September 2020. A report by Jefferies India Pvt. Ltd highlights that the Ebitda per tonne for premium brands is about ?5-10 higher per bag than the average (A cement bag weighs 50kg). Of course, with competition increasing in the arena, it remains to be seen how brand premiumization in the cement industry will pan out. UltraTech Cement scores well among peers here.

However, there are road bumps ahead for the cement sector and for UltraTech. Falling gross domestic product growth, fiscal slippages and lower budgetary allocation to infrastructure sector are making industry houses jittery on growth. Although UltraTech’s management is confident that cement demand is looking up, sustainability and pricing power remains a worry for the near term.

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