Ladies and gentlemen, good day and welcome to the Adani Ports and Special Economic Zone Limited Q3 FY25 conference call hosted by PL Capital. As a reminder, all participant lines will be in the listen-only mode. There will be an opportunity for you to ask questions after the presentation concludes. Should you need assistance during this conference, please signal an operator by pressing star and then zero on your touch-tone phone. Please note that this conference is being recorded. I now hand the conference over to Mr. Tushar Chaudhari from PL Capital. Thank you, and over to you, sir. Thank you, Darwin. Good evening and a very warm welcome to everyone. On behalf of PL Capital, I am pleased to welcome you all on the earnings call of Adani Ports and ACC for Q3 FY25. We are happy to have the management with us here today for the next one hour. Management is represented by Mr. Ashwani Gupta, whole-time director and CEO, Adani Ports, Mr. D. Muthukumaran, CFO, Adani Ports, Mr. Pranav Choudhary, CEO, Ports Business, Mr. Divij Taneja, CEO, Adani Logistics, and Mr. Rahul Agarwal, Head of IR and ESG. We will begin with the opening remarks from the management, followed by an interactive Q&A session. With this, I hand over the call to Mr. Rahul Agarwal. Over to you, sir. Thank you, Tushar. Hello, everyone, and a warm welcome to the earnings call for third quarter FY25. We are about to begin the call. I will request Ashwani for his opening remarks, followed by the Q&A session. Thank you. Good evening and welcome to APSEZ's nine months of FY25 earnings conference call. APSEZ delivered all-round growth during the first nine months of FY25. Revenue was up by 14%, EBITDA increased by 19%, and PAT grew by 32% year-on-year. EBITDA margin increased to 62% from 60% last year. We continued to maintain excellent financial discipline. Our net debt to EBITDA was at 2.1 versus 2.3 in FY24. The momentum in our business is being driven by strong execution across three key areas: market share gains coupled with volume price mix increase, traction in logistics verticals, and operational efficiencies along with technology-led gains. Driven by this momentum, we are upgrading our FY25 guidance to Rs 18,800-18,900 crore from the previous guidance of Rs 17,000-18,000 crore. We have closed significant business initiatives, including Astro Offshore, Gopalpur Port, Tanzania, Ennore Divestment, and ensured smooth commissioning of our Vizhinjam Port. We continue to be on track to commission our Colombo Port. We also launched a new trucking management solution. This platform acts as a transformational marketplace and a fulfillment solution as well to streamline trucking supply chain for our customers. With that, we now open the forum for Q&A. Thank you very much. We will now begin the question and answer session. Anyone who wishes to ask a question may press star and one on their touch-tone telephone. If you wish to withdraw yourself from the question queue, you may press star and two. Participants are requested to please use handsets while asking a question. Ladies and gentlemen, we will wait for a moment while the question queue assembles. We have the first question from the line of Alok Deora from Motilal Oswal. Please go ahead. Hi, good evening and congratulations on a pretty decent set of numbers. So first question was on actually the EBITDA upgrade or guidance. We have enhanced the guidance now for FY25. So just wanted to understand the rationale there because are we also looking to do higher volumes than what we were estimating? Because just the EBITDA number has been kind of revised upwards. Yeah. Well, thank you, and great to hear you, Ashwani here. We have been positioning APSEZ as not only a port volume company but a truly integrated transport solution company, and that's why when it comes to the cargo volume, though we saw a mixed reaction in the different commodities in terms of the overall trade of the country, but when we looked at our performance vis-à-vis the total trade, we have gained the market share, and the biggest thing which we have done is, of course, the container business where we have grown 14.9% with respect to last year, so all, I would say, the plus and minuses, minuses coming from the all-India trade down, especially the imported coal, was highly compensated and converted into the growth factors using container, steel, and the other commodities. So that's why if there is a plus and minus of volume in the cargo, it does not anymore impact big on our financials because our businesses, especially marine and now the newly acquired Astro and other businesses, are contributing to the financials. So that's why we see APSEZ as a whole truly integrated transport solution company, which, of course, is dependent on the cargo volume but getting away with the sensitivity only linked to. Thanks for that explanation. Also, just one more question on that. So now our competitor in the private sector space has announced a big CapEx on the logistics business, which is to the tune of almost INR 19,000 crores in the next five years. So they are also talking about big numbers in the logistics side. So just wanted to understand from an industry perspective, not really any comment on the competitor, really. But from an industry perspective side that is there really any that kind of big appetite for the logistics business to scale that kind of opportunity for because we are also having big plans and even other players are now kicking in. So would there be any challenge for us to kind of scale up in the next five years? Yeah, please. No, I think. Thank you. I think next five years, what we want to do, we want to, on one side, increase the market share at our ports because we already have 15, so I'm pretty sure if something adds, it will not be substantial. Now, what we want to do is use the ports network to increase the market share of our inland logistics. And this is where we are going to focus on Capex on the logistics business. And CapEx in logistics business is about ICDs. We have just started Loni. We will be starting other ICDs also in the near future. And then, in addition to the ICDs, we are investing in warehousing. And most important, we started the trucking business. We started the trucking business, which is going on well, and we want to expand it. So comparing with our competitor, who is number one today, we are number two. We have the strength of having a port network and the trucking and the warehousing in addition to the ICDs. And that is where we want to focus on and spend the CapEx significantly on the logistics. Just a last question from my side. So since we are already in January now and nearing the end of this financial year, any cargo volume guidance for FY26? Yeah. Hi. Thanks a lot. So I will answer that question, but I do want to preface by referring back to the first question that you asked. What's the significance of cargo and vis-à-vis the EBITDA of the company? I'm sure you'll notice that actually we have upped our EBITDA. And cargo for this year, as we actually stand, we are sticking to our guidance. If there is any marginal plus or minus, it will be very marginal. But our EBITDA, which is where we wanted to bring the focus back to, because last several years, the company has delivered what it has embarked on, which is delivering a transport utility. So cargo does not fully represent the profitability and the profit margin that we actually get. So therefore, we're trying to reorient to the EBITDA number. Within logistics, from our point of view, logistics is one word that actually encompasses multiple businesses if you compare us with the competition. Starting this quarter, we're trying to give a little more granular information on logistics itself. We have started giving subsegments on logistics. You will see that in page number 45, we have given information on the truck management system, which, again, Ashwani spoke about in the beginning. It's actually a very important milestone in the logistics business of this company, and that has been done in this quarter. Volume is important, but I would actually appeal to you to look at more comprehensive analysis where we actually start looking at EBITDA. Sure. My last question was on the volume guidance for FY26, if any, at this point. So volume guidance for 2026, as you know, we normally give when we actually give the results for the full year, which will be sometime in May. Sure. Sure. That's all from my side. Thank you and all the best. Thank you. Thank you. Thank you. Ladies and gentlemen, in order that the management is able to address questions from all participants in the queue, we request you to please restrict yourselves to two questions per participant. You may rejoin the queue for follow-up questions. We have the next question from the line of Ankita Shah from Elara Capital. Please go ahead. Yeah. Hi. Thank you. Sir, how are you expecting volumes to ramp up in the fourth quarter? How are we? Sorry. Yeah. To achieve the guided range of the volume numbers that we've mentioned, there is an expectation of a pickup in the fourth quarter in cargo volumes. So what can drive this growth in volumes in the fourth quarter? So two buckets, Ankita. The first one is actually the trial volumes of Colombo, the full volumes of Vizhinjam, and the full volume of sort of Tanzania, Gopalpur. Although Tanzania and Gopalpur have been there with us in the last quarter, we expect some volume pickup. So these are, let's put it in the bucket of new and upcoming ports. And we also expect actually sort of volume pickup in currently operating stabilized ports as well. So Mundra, for example, or Hazira. So we expect pickup in volumes in some of these ports as well. Also, you're expecting coal volumes to pick up? No. There isn't anything in particular that we want to talk about coal volume to be a pickup or an increase. We are not banking on coal to be sort of increasing in volume. Okay. My second question is on the realization growth in the ports business. So volume has grown by 3.5%, but there is an 8% growth in the revenues. So where has this growth come from? Realization growth taken in which ports? So our realization across ports has gone up, which is contributed by sort of foreign exchange increase as well as price increase that we have taken. So to that extent, actually, sort of we have seen price increase and realization increase in all ports. Okay. And last one, sir, we've spoken about the growth trajectory, long-term growth trajectory in ports and logistics business. If you can also highlight your thoughts on the international business, how that can pan out over the next two to three years, that would be helpful. Thank you. Well, thank you. Thank you, Ankita, and thank you for asking that question. We discussed that when we had the investor meet in Vizhinjam. We are sticking to those ambitions. And for the port volume, as we talked about, domestic, we continue to grow like this, and we should land in 2029/30 around 1 billion. That's what is our ambition, out of which 820-850 should come from domestic, which is a normal growth, which we have. But the most important is the second part, which is 140-150 come from international, which means our mix at that time should be 85/15, which is today roughly 95 or 94 and 6. So which are the ports which will bring a significant contribution? As you would have seen, that Haifa is doing good for us on the growth path. 50% of the Israel trade goes through the Haifa port. So as we see now Israel growing, definitely our port is growing and will grow. Second, Tanzania, with the traffic which we are capturing and with the plan we have to expand the Tanzania port to increase our catchment area around the Tanzania, including five countries, that will contribute to the growth. And last but most important, which is Sri Lanka. After the great success of Vizhinjam, we see still a lot of opportunity once we start the Colombo. Colombo is on track. We plan to start in April, and definitely that will also bring the thing. So with these three ports mainly and one or two coming up, which we are, of course, studying, definitely we see to have an ambition of 85-15 by 2029-2030. Ankita, do you have any further questions? Yes. Thank you. Thank you. The next question is from the line of Achal Lohade from Nuvama Institutional Equities. Please go ahead. Yeah. Good evening, sir. Thank you for the opportunity. Sir, just an extension. You said one or two coming up. Is that in relation to domestic or international? Because you were talking about international, are you talking about one or two incremental international ports? See, we are always looking out for that. I think international, we are studying international because in domestic, we have nothing left today. But if something comes up, definitely we'll fight for it. And as you know, Vadhavan project is the one where we'll fight to get it. I'm not sure it will be coming before 2028. But as I said, we are always on hunt for the great opportunities, which will increase our top line, but also will increase our bottom line. To start with, of course, international, but I'm pretty sure that domestic new ports will also come up after three, four, five years in mid- to long-term plan. Understood. The second question I had is with respect to the logistics business. If you could give some more sense, how do you see it evolving over the next four, five years? What kind of contribution? Which particular subsegment within that will drive more? Elaboration on that would be very helpful, sir. Yeah. Hi. Good evening. Divij is the side, so as far as looking at APSEZ as an integrated transport play, we are in the process of redesigning our circuits so that there is true integration, so we have a lot of tech coming into play. That tech helps us manage intents both on rail and on the trucking side, and if you look at the trucking numbers, there is almost a 92% growth year on year and almost a 152% growth on a quarter-on-quarter basis if I look at last year and this year. Now, as we strategically align and we put tech into the mix, the idea is to get into not just assets in terms of physical assets, but also virtual assets. There will be some value prop, some fulfillment also coming in. Apart from the traditional CapEx that we're going for, there will be a lot of tech and a lot of end-to-end customer play, making us into a truly ITUP thought process. Right. Any quantification with respect to what kind of revenue contribution we can look at or additional contribution? While talking to you, I'm trying to actually flip to the page, which is where the investor presentation. There are two sets of information which will be useful to you to answer this question. The first one is actually, if you look at the page number nine, we have given what was various asset profiles and subsegments in logistics business, which is actually sort of MMLP, warehouse, trucks, and etc. And we have also given what is actually the size expected in FY25, and finally, growth in five years from now. So you can see that actually our investment in rakes are substantial. MMLPs, we are expecting to scale up from 12 to 20. And warehouse, we are expecting 3 milliion-20 million. Trucks, we are expecting 936 currently to around 5,000. Railway tracks, we've guided that we will do up to 2,000 km. So we have given actually subsegment-wise details of what is the growth that we are anticipating. Understood. And just one clarification, if I may ask, in your three Q numbers, is there any one-off income or expenses which need to be called out, sir, across the port entities? No. Nothing much. All of them are operating. Understood. Thank you. I'll call back in a few. Sorry. Once again. You've anyways reported on Israel as an exception. Are you talking about income or expenditure? Both sides, actually. Yeah. Expenditure, we have called out. In Israel, there is actually—I mean, there is an expenditure, but income, there is none. Got it. Thank you. I'll call back in a few for follow-up, sir. Thank you. Thank you. The next question is from the line of Priyankar Biswas from BNP Paribas. Please go ahead. Thanks for the opportunity, sir. My first question is regarding this EBITDA figures that you gave. So I understand that in the nine months, you have already done something like INR 140 billion. And if we, let's say, take the PQ 100 itself, what you are doing, so you should broadly be able to achieve INR 188-189 billion. So that's understood. Now, if we have to build on that, so if this momentum is to continue, so what sort of EBITDA should we be able to achieve in FY26? So should INR 220 billion be a fair ask? Priyanka, unfortunately, we have to wait till we tell you the quarter four number because that's when we give you the specific guidance for the next year. It would be a little too early for me to actually comment on FY26 right now, but one thing I can tell you without getting into sort of numbers, we expect year-on-year growth to be in the region of 20%± broadly without getting into details. Yes, sir. That's very helpful on that front. Then the other question is, see, sir, what we are seeing is that the margins, especially at Gangavaram and Krishnapatnam this time, are unusually low. So can you just elaborate what are the issues we are facing at these two particular ports? See, Gangavaram actually, both of them, by and large, is because of the coal volume, but within that, Gangavaram is also because actually we are still ramping back, and we expect that to come back to normalcy in a quarter or two, so this is a passing cloud. And should we see that similar thing happening in Krishnapatnam as well? Yeah. Yeah. Krishnapatnam as well. And, sir, in the Gopalpur, yes. No, no. Go ahead. Sorry. Yes, sir, in the Gopalpur Port, I see that you did roughly around 1.3 million tons of volumes for the quarter. And if I look at the revenues, the realization seems pretty high, something like ₹90.50 per ton. So is there some additional income over there, or how should we look at for the subsequent quarter? Yeah. Yeah. I mean, what you're seeing is somewhat representative. So there is something not somewhat. It is representative. So you will find it actually coming in same levels. Okay, sir. And sir, just a last question from my side. So the Mundra port is already for quite some time now connected to the WDFC. So ideally, this should have led to more rail volumes into our logistics business, so to speak. But what we are seeing is that the run rate has been broadly at around 48,000 TEUs or something like that, and it's not really increasing for some time. So why are the WDFC benefits not really showing up in this logistics space? Have you understood the question, or should we seek clarification? Hi. Would you mind just asking that again in a slightly different way? I'm not sure we got the question. Sir, what I was saying was, so Mundra port has been connected to the Western DFC for some time now, I mean, quite some time, I mean, for a few quarters. So ideally, that should have led to significant growth in our container volumes handled by our logistics business, the rail container volumes. But it seems that for the past couple of quarters, it seems to have stagnated. So what exactly is happening here? All right. So I'll just give you some clarity here. The connection to the Western DFC opens up infra for me, but it doesn't open up mindset as yet. So cargo, which has to move quickly, still moves by truck because traditionally, until a full rake load is there, a train does not move. So we are seeing changing patterns in the buyers. We are getting them more acquainted with the rail, and you will see a change in the pattern because we are also redesigning circuits to that effect. So we may not necessarily run a full rake load in future, so we can compete and leverage the infra. But you will see an increase in volumes in the upcoming quarters. Okay. That's all from my side. Thank you. Thank you. The next question is from the line of Sumit Kishore from Axis Capital. Please go ahead. Hi. Good evening. Thanks for the opportunity. Two questions. It was good to see the EBITDA margins for international have improved quite significantly on a year-on-year basis. Absolute EBITDA for international is more than logistics, actually, for the quarter. What has been driving this is Gangavaram as a main reason, and is this a sticky margin profile that we should be looking at, or even better than this? Yeah. So, as we have always demonstrated, that we took roughly one to two years to bring back any port we acquire or we build to the best-in-class performance. We have demonstrated that in every port we did in India. The same thing, the same DNA. We have applied it for Tanzania and Haifa. And Tanzania, for sure, but Haifa, even if the country is going through tough challenges, but our teams over there are able to improve the operational efficiency in addition to the revenue catchment. So yes, your observation is correct. And they are really incorporating the DNA which we have in that. Yeah. You can see, remember, in the previous calls, we were always talking about it. Yeah. So 18% EBITDA margin, is this close to normal levels, or can this go to 25%, 30%, or so? What is the roadmap for international EBITDA margins? Yeah. So yes, it will go towards the 30% mark as far as the international operations are concerned. And it will ramp up. And actually, Haifa, Tanzania, all of them will get to those levels individually. This will be over the next couple of years or longer? Oh, yeah, yeah. Couple of years. Within a couple of years. Once again, I am pretty sure before you ask the next question, we have to see that in dollar terms. Otherwise, if we start comparing with the Indian ports, then it is not apples to apples. For sure. So meaning there is some element of health that optically numbers are showing because of the repeat appreciation? No, no. The actual realization, billing realization. Actual realization, obviously, yeah, so is much higher in international, so the EBITDA margins are lower. Yeah. As compared to the Indian ports. No, no. See, I mean, probably we have to get into slightly more detail here. International port is a combination. I'm sorry. International business is a combination of many things. Haifa, as of now, Colombo is not even there in the current quarter's number. Tanzania, Astro, Australia, so everything. Okay. So you wouldn't be able to actually get realization per TEU of our international business from the information that is already published in the IR deck. But what we can tell you, again, without actually getting into details that we don't disclose, but directionally, we can tell you that Colombo realization and equivalent realization, let's say, Vizhinjam or anywhere else, is in the same ballpark. So one is not significantly higher or lower than the other. Yeah. Colombo-Vizhinjam makes sense. My second question is on your CapEx over the nine months, if you could spell out that figure, maybe separately across ports and logistics, given that you're in CapEx. And the second part of this is on if you could comment on. Sorry to interrupt, Sumit, but you were not clear just now. Sorry. I was asking for the nine-month CapEx number for ports and logistics. And maybe for logistics, given you've given a breakup for trucking and other logistics, if you could spell out what has been the total capital employed in trucking and the other logistics businesses so far, and what sort of ROCE are we looking at in these two segments? Thanks. See, the total capital expenditure of the company for nine months is INR 7,500 crore. This obviously excludes M&A. But this is company as a whole. At the moment, in trucking business, we are not investing in CapEx because basically it is a service model. It is extremely important for us to reiterate here that what has been launched in this quarter is what we spoke about in the beginning of the year, which is actually the truck management solution. Truck management solution is a digitized platform for both marketplace and fulfillment of services. It is not capital-intensive. It is actually getting into sort of more of the services to be rendered for the customer to have more control over the cargo, to actually become a transport utility or in the direction of being a transport utility as we have laid out. CapEx is not so relevant for truck management business for this quarter. Sumit, does it answer your question? Yeah. I mean, for the other logistics businesses put together, what is your total capital employed as of? So it's roughly about 20% is sort of non-ports investment. 80% is ports of the 7,500. Okay. Sure. I'll take more questions offline. Thank you. Thank you. Thank you. The next question is from the line of Shivang from Barclays. Please go ahead. Hi. Thank you for the opportunity. I just wanted to know if you could provide a gross debt and cash balance as of this. Okay. I mean, I can tell you the numbers. Give me one second if you don't mind. Sorry. Can you go to the next question? If you have one more question. Yeah. It's just a breakup effort for short-term and long-term. That would be really helpful. Sorry. I didn't hear that. Could you repeat that, please? Yeah. I'm just thinking about the gross debt, if you could provide further bank short-term and long-term? Okay. First, let me tell you, gross debt as of December 2024 is INR 45,650 crores, and it was INR 44,060 crores as of September 2024, the last quarter end. Net debt is INR 38,000 crores, round number, as of December. As of September, it is INR 35,200 crores. Thank you. Noted. If you could help me get the short-term and long-term debt, if you have the figures. See, frankly, we have about INR 2,000 crores of short-term debt. Everything else is long-term. 2,300 less. Got it. Thank you. That's all from my side. All the best. Thank you. Thank you. Thank you. The next question is from the line of Aditya Mongia from Kotak Securities. Please go ahead. Yeah. Thank you for the opportunity. And in this environment, fairly good set of results. So congratulations on the same. The first question that I had was more on this thesis that you can add to the growth that ports can provide you with in your overall revenues and EBITDA. Is there some way of thinking through how much can this be growth boost? Let's say in this quarter, I think logistics would have given you a 2% boost to overall numbers of revenues. Can we think through a 5% number happening at some point of time? Yes, yes. Logistics will actually, in the first step, get to 5% contribution, and then the next step, eventually, 10% contribution to the company. Whenever we look at any new thing we started, of course, there are always challenges, but challenges exist because there are opportunities. When we look at logistics business today in India, 13%-14% of the GDP is the logistics cost, which is as compared to 8%-9% around the world. So which means there's a huge inefficiency in the pipeline, which creates the low margins, not only for anyone, right? Now, the point is there are only two things which are important to make margins in the, especially trucking business, as we have also this time incorporated that strategy as truck management solution, TMS, in our investor deck. One is the technology platform, which we have already developed. And the second is the utilization of the truck using the trained, controllable drivers. So with that, if a fragmented truck business is running one trip a day, with this platform, we can do three trips a day. And definitely, the margin becomes tripled. So our view of logistics business is to first attack all the inefficiencies which exist in the system and get the margins from there. Similarly, we started our marine business, which is highly profitable today. Similarly, we started each and every port, which is highly profitable today. And with that DNA in our culture, definitely logistics will go up to 10% contribution. Understood. So yeah, no. So So that's heartening to know. And we'll keep on kind of pursuing with this aspect of it. This is important. But just to move on other questions, could you give us a sense of these three assets, Tanzania, Gopalpur, and Vizhinjam? How much would have been the aggregate contribution in the third quarter? And what is the run rate that you're seeing on a monthly basis right now? I'm just trying to get a sense of the boost that can come in as you see a full quarter effect coming in the fourth quarter. On the EBITDA, right? Is that correct? Volumes more than anything, yeah. So let's say Tanzania, Gopalpur, let's say Tanzania number, what was its number in the third quarter? And if you could give us a monthly run rate of that. Yeah. I've seen the round number. The exact number is there, but the round number is 1 million each. 1 million in Tanzania and 1 million in a little less in Gopalpur. 0.8, 0.9 in Gopalpur. Is this the monthly run rate that you are talking about right now or just another time? Yeah, yeah. In January onwards, we are expecting that we run rate. Understood. That clarifies. The third aspect is that at an overall level, obviously, our domestic volume growth has been 1%. And if I take away these add-ons, it's probably a small decline. Is it more to do with the high base that was created in the last quarter for the country as a whole, or do you see some kind of warning signs and the slowdown kind of continuing at a country level on trade? Hi. Thank you. So I think from a container perspective, the volumes are ramping up rampantly for us. We've taken our additional market share. All India level, we've seen about 11% growth in the container volume, but we've been able to garner about 15% growth in our portfolio ports. On the dry bulk side, I think in spite of reduction in the coal import volumes, where domestically Coal India has been producing more railways and more rakes, we've been able to steadily stay at the market share. So about 4% drop on major port side on the volume side on YTD basis between the two years. Same for us, about 4% drop for us. But we've been able to compensate that more in terms of our incremental market share in the container. As in the same story, we would expect to continue running in the next year as well. Yeah. So I think very important to know that as we have been repeating that with the port mix, we have West, South, and East ports. And the product mix we have from container to dry to liquid, we are able to absorb the risk in the trade. But on the other side, we are able to maximize the opportunities which we have in the trade. So that's why at country level, one or two commodities may be a risk, but at our level, we just nullify that risk with the other opportunities in the product mix. Sure. Maybe just a last question from my side. I'll get back to the queue. The uptick in EBITDA that you have shared as a guidance number for this year, does it have any lumpy components that you may end up booking in the fourth quarter? Just trying to kind of double-check on that. So that will be my final question. No, no. As one of the participants in the call said, our current run rate actually will take us there. So there isn't actually any lumpy or abnormal. Yeah. Seasonality is typically against you in the fourth quarter. That was the genesis of the question. Yeah. Sorry? Seasonality typically is against you in third quarter to fourth quarter. That is. Yeah, yeah. That is true. That has been considered while actually giving this guidance. So whatever we can see now, clearly we can achieve the new guidance that we have given without any one-off. Completely. Thank you for the response. Those are my questions. Thank you. The next question is from the line of Bharani from Avendus Spark. Please go ahead. Yeah. Can you give the port-wise split of the third quarter's volume in terms of 6 million tons? See, page number 53 onwards. Yeah, Bharani, the metrics in the presentation has the port-wise split for both nine months and Q3. Okay. I'll go through that. And the nine-month international volume of around 13.6 million tons, would this be largely only containers? Sorry, can you repeat the question? The international volume for nine months, which is 13.6 million tons, would this be largely only containers? Yeah. Tanzania and Haifa. Yeah. There is a little bit of non-container business in Haifa. Let me guess, about 30%, 40%? But yeah, by and large, Tanzania is more or less container. And Haifa, there is both container and non-container. Okay. And given the strong performance, both international and domestic on containers front, in fact, if I were to see nine-month delta between last year's 300-odd million tons to this year's 330 million tons, the delta is all largely containers. So does this good performance on containers expect to continue even on the domestic side, given kind of, say, economic slowdown that we are seeing? And if so, what are the reasons for our ports doing better than the market, especially on containers? Yeah. Before we get into the container, I think you may be seeing the economic slowdown, but that was, for me, that was just a correction in the month of November, and October and November was for sure low, but from December, we already saw the trade picking up, and there could be, I would say, nothing to do with economic slowdown or economic impact. For example, the imported coal has gone down, but on the other side, it is replaced by coastal coal. On the other side, when we look at steel, it has gone up significantly. The liquid has gone up. Not significantly, but has gone up. Fertilizers, which started with no tender, no policy, have opened up, and especially recently, the agricultural products, especially rice, and now we see sugar opening up, which means we don't believe that there is economic slowdown. We see the trade growing. And in that growing trade, we are maximizing the container growth because of our strength. And I request Pranav, he will explain to you the strategy, how he is growing the container business in this economy. So we just mentioned that in this year, we've actually taken up the market share from 44% to 45%. So all India volumes grew by 11%, but we've been able to maintain our portfolio growth at 15%. Insofar as any downturn in the economy or slowdown is to be confirmed, I think, as Ashwani ji mentioned, it was momentary. We have got a healthy mix of import and export, about 51% and 49% of import and export mix. So we ride the cycle either way, given the portfolio presence that we have across in the country, South India, Mundra feeding the northwest corridor, the entire northern India corridor, and Hazira and Mundra feeding the northwest corridor. So there's a healthy mix of the portfolio. There is a manufacturing growth happening in the central India, north India, and south India to be very robust. So I think we're rightly placed to cater to this, to take the incremental market share on the growth. We continue to invest into the CapEx to ramp up our capacity and ride this wave. So the growth will continue to come to us next year as well. [audio distortion] Bharani, you are not clearly audible. Better now? Please go ahead. [audio distortion] No, we've lost your audio again, Bharani. [audio distortion] Sorry, we can't hear you correctly. If you give a drop in margins, could you explain the reason? The drop in which margin? Logistics. See, logistics, actually, if you go to page number 45, and while talking to you, I'm going to flip. Yeah. So the total business has come down from 28% to 23%. Probably that is what you are referring to. And we have been trying to actually sort of explain that logistics itself comprises of multiple subsegments. Starting this quarter, we will actually give more details and more breakouts. So if you see, trucking is expected to be in and around 10% margin, which is what actually we have shown there. And we will add more line of business in quarters to come. So we will give more details of that as well as we go forward. Generally, the traditional logistics business that we used to have, if you remove the newly launched business, we are in and around the same margin. Okay. Sure. Thank you so much. Thank you. Ladies and gentlemen, if you wish to ask questions, you may please press star and one. We have the next question from the line of Vikram Suryavanshi from PhillipCapital. Please go ahead. Yeah. Good evening, sir. So Haifa also continues to do around 1 million tons per month kind of volume now? Yes. Okay, and in terms of Gangavaram Port, how is the possibility to ramp up the container volume there? Gangavaram is we have a container terminal, but the volumes are very minuscule. So it's not a middle mover for us there. Okay. Are they like a transshipment volume or how basically you want to or it will remain? It's a mix of both OD and transshipment. Okay, and last question on trucking management solution, that platform what we are talking is only for hiring our own cargo requirement, or is it like an independent platform as a revenue model with independently cargo owner and truckers can bid for it exclusively for our requirement only? All right. So it is both marketplace and fulfillment. So that is the fundamental DNA of it. In what phases we will open it up to what marketplace will be in the next couple of quarters. But it is actually going to be a platform where the market can interact, the difference being that we will be responsible for the fulfillment. So it's not just a purely aggregator model. It is an aggregator plus fulfillment model. Understood. Understood. So it can become a revenue model rather than just a backend to our logistics operation? 100%. Definitely. It already is. That is why we are actually giving the breakout. I refer you back to page number 45, please, wherein we have said. Yeah. Sorry. Yeah. Understood. Sorry. I think that. We don't do any business which does not bring top line and bottom line both. Got it. Yeah. Thank you. Thank you. Yeah. The next question is from the line of Jinesh Kothari from Elara Capital. Please go ahead. Yeah. I just wanted to check on one thing. We have seen the Mundra Port margins substantially rising year on year and both quarter on quarter basis. So is this probably attributable to the change in mix of containers and how sustainable are these going forward? I think what you are seeing is right. I think it's a combination of we build the capacity in advance because we anticipate the business opportunity. And I think it is going to go like this. And that's why, as we shared, we already decided further to invest in CT5 in the Mundra. So we keep on investing in the infrastructure and the equipment because we believe that this port has much more opportunity than it is today. So that's why, as Pranav said before, we do believe that container business will grow in the same way it has been grown so far. Sure. So the 75% trajectory can be. We can assume that it can be continued, right? Thank you. Yeah. Thank you. Ladies and gentlemen, I would now like to hand the conference over to the management for closing comments. Over to you, gentlemen. Yeah. Hi. Thank you very much for the time. We appreciate the questions that are being asked. We particularly appreciate the fact that actually we are able to highlight the significant achievements that we have done in this quarter. We are on track to not only achieve our EBITDA. We have upped our EBITDA for the full financial year. This year, actually, we closed a couple of deals and also actually nearing completion for Colombo and launched within Vizhinjam, commenced within Vizhinjam. It's been actually an eventful quarter. Look forward to seeing you in the next analyst meet. We continue to be available. Rahul Agarwal is available for any queries that you may have. We are also available sort of for a discussion if you would like. Thank you. On behalf of PL Capital, that concludes this conference. Thank you all for joining us. You may.