India’s Economic Transformation Through SEZs & The Rising Importance of FTWZs

India’s journey toward becoming a global manufacturing and trade powerhouse is being strongly supported by one of its most strategic economic frameworks — Special Economic Zones (SEZs).

Over the years, SEZs have evolved from being merely tax-benefit zones into integrated industrial ecosystems driving exports, investment, employment generation, manufacturing excellence, and global supply chain integration.

Today, as India positions itself as an alternative global sourcing hub under initiatives such as “Make in India,” “PM Gati Shakti,” and the National Logistics Policy, the role of SEZs and FTWZs is becoming more critical than ever before.

Understanding SEZs

A Special Economic Zone (SEZ) is a specifically designated duty-free economic area within a country that operates under liberal trade, customs, taxation, and operational regulations designed to encourage exports and industrial development.

The SEZ Act, 2005 created a business-friendly framework that enabled industries to operate with simplified procedures, faster approvals, and globally competitive infrastructure.

The larger vision behind SEZs was simple yet transformational:

• Promote exports

• Attract foreign direct investment

• Create employment

• Develop world-class infrastructure

• Simplify trade and logistics operations

• Integrate India into global value chains

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Why SEZs Continue to Matter

1. Export Growth Engine

SEZs have contributed significantly to India’s export performance across sectors including:

Information Technology

Pharmaceuticals

Engineering goods

Textiles

Electronics

Petrochemicals

Logistics and trading

These zones help Indian businesses compete globally by reducing transaction costs and operational bottlenecks.

2. Ease of Doing Business

Single-window clearances, streamlined customs procedures, and simplified compliance systems make SEZs operationally attractive for both Indian and international companies.

3. Infrastructure Advantage

Modern SEZs offer integrated ecosystems including:

Ports

Warehousing

Logistics parks

Power and utilities

Container freight infrastructure

Digital connectivity

This creates significant supply chain efficiency.

4. Employment & Industrial Ecosystems

SEZs generate large-scale direct and indirect employment while also nurturing ancillary industries and MSME ecosystems around them.

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Types of SEZs in India

India has developed multiple SEZ formats based on sectoral and operational requirements.

Multi-Product SEZs

Designed to support diverse industries and manufacturing clusters.

Sector-Specific SEZs

Focused on industries such as:

IT & ITES

Pharma

Textiles

Electronics

Gems & Jewellery

Free Trade Warehousing Zones (FTWZs)

One of the most strategically important and future-ready logistics models within the SEZ ecosystem.

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FTWZs — India’s Gateway to Global Supply Chains

Free Trade Warehousing Zones (FTWZs) are specialized SEZs focused on international trade, warehousing, distribution, and value-added logistics services.

An FTWZ functions almost like a global trading hub inside India.

These zones enable:

Duty-free imports

Long-term warehousing

Re-export operations

Regional distribution

Consolidation & deconsolidation

Labelling & packaging

Trading operations

Value-added logistics

FTWZs are particularly important because modern supply chains increasingly depend on inventory positioning, regional distribution hubs, and multimodal logistics integration.

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Why FTWZs Are Becoming Increasingly Relevant

The world is moving toward:

China+1 sourcing strategies

Regionalized supply chains

Faster inventory positioning

E-commerce fulfillment

Near-port logistics ecosystems

This creates a major opportunity for India to emerge as a regional logistics and redistribution hub connecting:

Middle East

Africa

South Asia

Southeast Asia

FTWZs can become India’s equivalent of:

Dubai logistics hubs

Singapore trade ecosystems

Hong Kong re-export models

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Cochin FTWZ — A Strategic Opportunity for South India

Cochin Special Economic Zone

Cochin FTWZ holds significant strategic potential due to its unique geographical and maritime positioning.

Located near:

International sea routes

Major container terminals

Industrial clusters

Gulf trade corridors

Cochin FTWZ can evolve into a major logistics and distribution gateway for South India.

Its advantages include:

Strategic Maritime Connectivity

Close proximity to key shipping lanes connecting the Middle East, Europe, and Asia.

Gateway for GCC Trade

Kerala’s strong commercial linkage with GCC countries creates enormous opportunities for:

Food logistics

Consumer goods

Electronics

Industrial products

Re-export cargo

Integrated Logistics Potential

The region can support:

Warehousing

Cross-docking

Distribution hubs

Cold chain operations

Value-added services

Regional inventory management

Future-Ready Opportunity

As India strengthens coastal shipping, multimodal logistics, and transshipment capabilities, Cochin FTWZ can become an important node in India’s future logistics architecture.

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Key Challenges That Need Attention

Despite the enormous potential, SEZs and FTWZs also face certain challenges:

Policy uncertainty in some areas

Competition from ASEAN and Middle East hubs

Infrastructure gaps in select regions

Need for faster customs digitization

Changing global trade dynamics

Addressing these areas can unlock far greater value for India’s logistics and manufacturing ecosystem.

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Notable SEZs in India

Santacruz Electronics Export Processing Zone

Kandla Special Economic Zone

Madras Export Processing Zone

Noida Special Economic Zone

Cochin Special Economic Zone

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My Recommendation

India should now move beyond viewing SEZs merely as tax incentive zones.

The future lies in developing SEZs and FTWZs as:

Integrated logistics ecosystems

Global inventory hubs

Regional redistribution centers

Supply chain innovation platforms

Among emerging opportunities, FTWZs — especially strategically located hubs such as Cochin FTWZ — can play a transformational role in positioning India as a global trade and logistics gateway.

If supported with:

policy stability,

stronger multimodal connectivity,

advanced warehousing,

digital customs systems,

and global shipping integration,

India can create a world-class trade ecosystem capable of competing with leading global logistics hubs.

The next decade may not simply belong to manufacturing nations — it may belong to nations that control supply chains, inventory flows, and trade corridors. India has a strong opportunity to become one of them.

Decoding NVOCC: The Invisible Powerhouse of Global Logistics and Trade

Decoding NVOCC: The Invisible Powerhouse of Global Logistics and Trade 

You book a shipment.

You receive a bill of lading from a company that doesn’t own a single vessel.

And yet… your cargo moves across oceans.

Welcome to the world of the Non-Vessel Operating Common Carrier (NVOCC)—one of the most misunderstood, yet indispensable players in global shipping.

The Truth Most People Miss

The NVOCC wasn’t created in a boardroom.

It wasn’t a theoretical construct.

It was born out of necessity.

In the early days of ocean freight, intermediaries—primarily freight forwarders—were seen purely as agents acting on behalf of cargo owners. This position was reinforced in the 1946 US Supreme Court case United States v. American Union Transport Co.

But global trade had other plans.

As shipment sizes became smaller and more fragmented, someone had to step in to:

Consolidate cargo

Negotiate with carriers

Take responsibility for movement

And that “someone” started behaving less like an agent… and more like a carrier.

When Practice Forced Regulation

By the 1960s, regulators in the United States began recognising that these intermediaries were doing far more than just forwarding cargo.

They were:

Issuing their own transport documents

Setting freight rates

Assuming liability

The industry had already evolved.

Regulation was simply catching up.

This led to the formal recognition of the NVOCC—eventually codified under the US Shipping Act of 1984.

What makes an NVOCC unique is its dual identity:

To the shipper: It acts as a carrier

To the shipping line (VOCC): It acts as a shipper

Here’s how it works in practice:

The NVOCC books space with a shipping line

The shipping line issues a Master Bill of Lading (MBL)

The NVOCC issues a House Bill of Lading (HBL) to the customer

Two contracts.

Two layers of liability.

One central player holding it all together.

And here’s the key insight:

The shipper often has no contractual relationship with the actual vessel operator.

From Fragmentation to Structure

Before 1984, many players operated in this space without clear legal classification.

The Shipping Act changed that by:

Recognising NVOCCs as common carriers

Imposing regulatory responsibilities

Introducing financial safeguards like surety bonds

In the US, oversight by the Federal Maritime Commission (FMC) brought discipline and accountability.

Globally, however, the picture remains uneven.

Different countries apply different standards—leading to:

Documentation inconsistencies

Varying liability frameworks

Trade finance risks

Efforts by organisations like the International Maritime Bureau (IMB) have helped, but a truly global framework still doesn’t exist.

The Commercial Breakthrough Nobody Talks About

If 1984 gave NVOCCs legitimacy, 1998 gave them power.

The Ocean Shipping Reform Act (OSRA 1998) allowed NVOCCs to:

Enter into service contracts with carriers

Negotiate rates privately

This was a game changer.

No longer just intermediaries, NVOCCs became commercial negotiators.

Speed, Flexibility, and the Rise of NRAs

In 2011, the introduction of Negotiated Rate Arrangements (NRAs) changed pricing dynamics forever.

Instead of publishing tariffs, NVOCCs could:

Offer confidential, customised rates

Respond faster to market changes

Compete more effectively

In a volatile market, this flexibility became a strategic advantage.

OSRA 2022: A System Under Pressure

Fast forward to today.

The shipping industry is more consolidated than ever.

Capacity is controlled by fewer players.

And concerns around fairness, access, and transparency have intensified.

Enter the Ocean Shipping Reform Act of 2022 (OSRA-22).

Key changes include:

Carriers must justify refusal to deal with NVOCCs

Stronger oversight on detention and demurrage

Protection against discriminatory space allocation

It’s a clear signal:

Regulators are trying to rebalance power in the supply chain.

The Modern NVOCC: More Than Just a Middleman

Let’s be clear.

Today’s NVOCC is not just booking freight.

It is:

A cargo aggregator

A risk manager

A supply chain strategist

A market intelligence node

For small and mid-sized exporters—especially in countries like India—this role is critical.

Without NVOCCs:

Many exporters wouldn’t get competitive rates

Shipment volumes wouldn’t be viable

Market access would shrink

Why This Model Refuses to Die

Despite decades of change, one thing hasn’t changed:

The world trades in fragments, not full shiploads.

And that’s exactly where NVOCCs thrive.

They:

Combine demand

Create scale

Enable access

They exist because the market needs them.

The Real Story: NVOCCs in Today’s Crisis-Driven World

Let’s talk about what’s happening now.

Supply chains are under stress.

Geopolitical tensions

Port congestion

Equipment shortages

Rate volatility

In this environment, NVOCCs are not just relevant—they are essential.

Here’s why:

1. They secure capacity when others can’t

Multi-carrier relationships allow them to find space even during peak disruptions.

2. They absorb risk for smaller players

By taking contractual responsibility, they protect SMEs from volatility.

3. They see the market before others do

Their exposure across trades gives them early signals on disruptions and rate shifts.

4. They adapt faster than asset-heavy players

They can reroute, reconsolidate, and renegotiate quickly.

5. They democratise global trade

They ensure that even the smallest exporter can access global markets.

Conclusion 

The shipping industry often celebrates the ships.

But the real story lies elsewhere.

In a world where assets are concentrated, access becomes power.

And NVOCCs control that access.

They don’t own vessels.

They don’t run fleets.

But they connect cargo to capacity—and in doing so, they keep global trade moving.

India’s logistics sector gets a boost as freight services tax slashed

India’s logistics sector gets a boost as freight services tax slashed

India's logistics sector has received a significant boost from the recent GST 2.0 tax reforms, which included slashing the tax on many freight services from 12% to 5%. These changes, effective from September 22, 2025, aim to reduce overall logistics costs, enhance supply chain efficiency, and make Indian exports more competitive. .

What changed

The Goods and Services Tax (GST) rate on certain freight services has been lowered to 5 per cent from the earlier 12 per cent. 

Specifically:

Services covering multimodal transport (where goods are moved using two or more modes under one contract, excluding air legs) will now attract 5 per cent tax. 

Containerised goods transport by rail (outside the national railway operator) is taxed at 5 per cent without input tax credit (ITC) or 18 per cent with ITC — compared with 12 per cent earlier. 

Road haulage services (renting of goods carriages where fuel is included) and third-party insurance of goods carriages have likewise been reduced to 5 per cent from 12 per cent. 

Why it matters

Logistics costs in India have been among the highest in major economies, eating into manufacturing and export competitiveness. By lowering the tax on freight services, the government signals a stronger focus on reducing door-to-door cargo costs and enhancing the efficiency of supply-chains. Economic data show the move is particularly beneficial for sectors reliant on rapid multimodal transport: exporters, manufacturing hubs, and businesses using rail + road + port combinations. 

For fleet operators and transport service providers, the reduction also means lower input overheads — especially for small- and medium-sized transporters who may choose the 5 per cent rate (without ITC) to simplify compliance and improve margins. Meanwhile, larger operators who opt for the 18 per cent rate (with ITC) may face short-term cash-flow adjustments but stand to benefit over time. 

Challenges & caveats

The system still offers a trade-off: choosing the 5 per cent rate means no input tax credit, while the 18 per cent option (with ITC) may offer benefits—but the higher upfront tax burden could strain smaller operators. 

The cut applies only to freight services excluding air-legs, and primarily to services within India. Export legs involving multiple modes and overseas destinations may still face different tax/zero-rating rules. 

Infrastructure deficiencies (ports, inland waterways, last-mile connectivity) still persist; the tax cut is one piece of the puzzle. Without complementary logistics infrastructure investment, the full benefit may not be realised.

Outlook

In the medium term, the tax reduction is expected to enhance logistics competitiveness for India — lowering costs for exporters, encouraging more containerisation and multimodal transport, and nudging the economy closer to global freight-cost benchmarks. For listed logistics companies and large shippers, this could translate into margin improvement, more efficient asset usage, and faster throughput.

Conclusion 

cut of freight tax to 5 per cent for multimodal transport is the standout policy lever here — it goes beyond a mere rate change to reshape cost-structures in logistic chains.

Recommendation: For your LinkedIn audience, emphasise how this policy connects to broader themes: India’s ambition to become a global logistics hub, the “Make in India” competitiveness push, and the growing importance of multimodal corridors. Use a short case-study (for example, a manufacturing exporter or a multimodal freight operator) to bring the story alive. Also indicate what stakeholders (transporters, shippers, logistics real-estate developers) should watch next (e.g., uptake in container rail traffic, impact on coastal shipping, and whether the savings are passed on).

India’s trade landscape: key regulatory updates on Trade, SEZs, FTWZ and EXIM

India’s trade landscape: key regulatory updates on Trade, SEZs, FTWZ and EXIM (last 3 months)

 Over the past three months New Delhi has introduced a string of changes affecting Special Economic Zones (SEZs), Free Trade Warehousing Zones (FTWZ), export-import (EXIM) policy instruments and export incentives — moves aimed at boosting exports while tightening compliance on certain products.

What changed (high level)
• SEZ rule amendments and faster approvals. The Ministry of Commerce has continued implementing amendments to the SEZ Rules (2006) introduced earlier in 2025, with Board of Approval meetings and supplementary agendas through August underscoring a push to simplify land norms and accelerate approvals for strategic sectors (notably semiconductors and electronics).

• FTWZ clarifications on tax and GST treatment. Recent rulings and advance rulings at state levels have clarified that sales of goods held inside FTWZ (before clearance for home consumption) do not constitute a ‘supply’ for GST purposes — reinforcing the treatment that Customs duty/IGST is triggered on clearance to home consumption rather than intra-FTWZ transactions. This reduces tax uncertainty for warehousing operators and traders using FTWZ for value-added operations.

• DGFT notifications tightening and loosening specific product rules. The Directorate General of Foreign Trade (DGFT) has issued multiple policy updates in recent weeks adjusting export conditions for agri-products and industrial inputs, including timely notifications (early October) on rice-related HSN classifications and other products — reflecting nimble, product-level policy shifts to respond to domestic supply and international market signals.

• Short-term extension of export incentive schemes. The government extended the Remission of Duties and Taxes on Export Products (RoDTEP) scheme to March 2026 — a continuity measure for exporters that preserves tariff rebate predictability while broader trade negotiations and policy reviews proceed.

• Operational tweaks: Advance authorisations and export obligations. DGFT has also amended procedural timelines (for example in Advance Authorisation export obligations and quality control compliance) to ease compliance for importers, EOUs and SEZ/FTWZ users in certain product lines — a practical step to reduce friction for exporters reliant on input imports.

What this means for businesses and trade flows

1. Clarity for warehousing and value-added trade: FTWZ users and logistics providers gain legal certainty on GST and customs timing — likely encouraging more manufacturers to perform finishing/assembly in FTWZ before deciding on export vs home-consumption.
2. Policy nimbleness: The DGFT’s product-by-product notifications signal a move toward targeted controls (e.g., agri items) rather than blanket trade restrictions — exporters should therefore monitor weekly DGFT notices.
3. Continuity of incentives: Extending RoDTEP through March 2026 sustains competitiveness for exporters through a turbulent global trade year.

Risks & watchpoints
• Rapid, frequent product notifications increase compliance burden — exporters must beef up monitoring and counsel.
• Any future SEZ rule changes tied to land or end-use could affect investment decisions for large projects; watch Board of Approval minutes and MoC circulars.

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In Short

For exporters and logistics firms: treat the next 90 days as a monitor & adapt window. Prioritise (1) regular DGFT notices subscription, (2) contractual clauses that account for product-level policy changes, and (3) review whether moving higher-value finishing steps into FTWZ can defer tax triggers and improve flexibility.

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References

1. SEZ India (Ministry of Commerce) — SEZ notices, BoA minutes and rule amendments.
2. DGFT — Trade Notices / Public Notices (DGFT portal).
3. Tamil Nadu AAR / FTWZ GST discussion and rulings (tax commentary).
4. Reuters — RoDTEP extension to March 2026 (news reporting).
5. DGFT product notifications and recent amendments (trade advisory summaries).

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Destination Lonavla

Lonavla is raucous resort town about 106 km southeast of Mumbai. Its main drag consists almost exclusively of garishly lit shops selling chikki, the rock-hard, brittle sweet made in the area, and you get fun-for-the-whole-family kind of stuff like wax museums, go-carts and India's largest water park. But there are some pleasant side streets, serene residential areas and destination yoga places along with the pastoral surrounding countryside that means you can choose your own path here.

The main reason you’d want to come here is to visit the nearby Karla and Bhaja caves which, after those at Ellora and Ajanta, are the best in Maharashtra.

Hotels, restaurants and the main road to the caves lie north of the train station. Most of the Lonavla township and its markets are located south of the station.

he name Lonavla derives from Len (Prakrit, A resting place carved from stone) and Avali (Prakrit, series). Lonavli in Prakrit is a place which has a series of such Len around it.[3]

History

Present day Lonavla was a part of the Yadava dynasty. Later, the Mughals realized the strategic importance of the region and kept the region for an extended time. The forts in the region and the "Mavla" warriors played an important role in the history of the Maratha and Peshwa empires.[4] In 1871, the Lonavla and Khandala hill stations were discovered by Lord Elphinstone, who was the Governor of Bombay Presidency at the time

Tourism

Lonavla and the adjacent Khandala are twin hill stations 622 metres (2,041 ft) above sea level, in the Sahyadri ranges that demarcate the Deccan Plateau and the Konkan coast. The hill stations sprawl over an approximate area of 38 square kilometres (15 sq mi). Tourism peaks during the monsoon season. The name Lonavla is derived from the Sanskrit lonavli, which refers to the many caves like Karla Caves, Bhaja Caves and Bedsa that are close to Lonavla. A trip to Lonavla and Khandala can be combined with sight-seeing visits of Karla, Bhaja and Bedsa caves and also the two fortresses, Lohagad and Visapur. Another place of interest is the Tungi fort, one of the forts captured by Malik Ahmad near the village of Karjat and was known for its natural strength. The Andharban trek begins from village Pimpri, passses through dense forests, valleys and waterfalls and ends in Bhira.

By road 

Lonavla is on the Mumbai-Pune Expressway and is well-connected to several towns of Khopoli, Karjat, Talegaon Dabhade, etc.

By train

Lonavla is well-connected by train. Local trains run from Pune at 2 hour intervals. Those originating from Mumbai along the central line have Khopoli as their last station. Buses are available at regular intervals to complete the remaining 15 km of the journey to Lonavla from Khopoli bus station. It takes 2.5 hours by train from Mumbai and 1 to 1.5 hour from Pune. All trains, travelling between Mumbai and Pune, halt at Lonavla. Trains from Mumbai halt at Karjat to attach banker locomotives before the train starts journey up the western ghats to reach Lonavla.

By air

Lonavla does not have an airport, though the Indian Air Force station Troppo is situated on the way to Aamby Valley City. The city of Aamby Valley has its own private airport. The nearest commercial airports are Pune International Airport at 64 km and Chhatrapati Shivaji International Airport at 104 km. A seaplane service is also available between Juhu and Pawana Dam, which is 14 km away from Lonavala.

Enchanting Bekal Fort

View of the Bekal fort 

Bekal Fort (Malayalam: ബേക്കൽ കോട്ട), is the largest fort in Kerala, situated at Bekal village in Kasaragod district, North Kerala and it is 67 km from Mangalore spreading over 40 acres (160,000 m2).

How to reach Bekal
BY FLIGHT: Bekal does not have an airport. Nearest airport is Bajpe Airport.
Bekal is 57 km away from Bajpe Airport (IXE), Mangalore, Karnataka
Bekal is 156 km away from Calicut International Airport (CCJ), Kozhikode, Kerala


BY TRAIN
You can easily get regular trains to Bekal from other major cities of the country.
Railway Station(s): Kottikkulam (KQK)

BY BUS
Bekal is just 12 km away from Kasaragod
Nearest bus stand is Kasaragod. Kasargod has excellent bus connectivity from Calicut/Kozhikode and major cities in Kerala. 

There are frequent Kerala RTC buses and Karnataka RTC buses from Mangalore to Kasargod. Get down at Kasargod Kerala RTC bus stand and hop onto Kanhangad bus via Chandragiri

Video of Bekal fort on : ENCHANTING BEKAL

View of the Bekal fort 

Important features of Bekal fort 
An important features of this fort is the water-tank with its flight of steps. The fort has a tunnel opening towards the south and a magazine for keeping ammunition with broad steps leading to the Observation Tower. From there one has an ample view of towns in the vicinity like Kanhangad, Pallikkara, Bekal, Kottikkulam, and Uduma. The nearest railway stations are Bekal Fort, Kotikulam, Kanhangad, and Kasargod. This observation center had strategic significance in discovering even the smallest movements of the enemy and ensuring the safety of the Fort.[1]

The Fort appears to have been built up from the sea since almost three fourths of its exterior is drenched and the waves continually stroke the citadel. The Mukhyaprana Temple of Hanuman and the ancient Muslim mosque nearby bear testimony to the age-old religious harmony that prevailed in the area. The zigzag entrance and the trenches around the fort show the defense strategy inherent in the fort.

Unlike most other Indian forts, Bekal Fort was not a center of administration, for no remains of any palace, mansion or such buildings are found within the fort. Arguably the fort was built especially for fulfilling defence requirements. The holes on the outer walls of the fort are specially designed to defend the fort effectively. The holes at top were meant for aiming at the farthest points; the holes below for striking when the enemy was nearer and the holes underneath facilitated attacking when the enemy was very near to the fort. This is remarkable evidence of technology in defense strategy.

View of the Bekal beach from bekal fort

History 

Shivappa Nayaka of Bednore constructed the Bekal Fort in 1650 CE. During the Perumal Age Bekal was a part of Mahodayapuram. The Kodavalam inscription (Pullur, 7 km from Kanhangad) of Bhasakara Ravi II (the King of Mahodayapuram) illustrate the undisputed political sway of Mahodayapuram over this region. Following the political decline of Mahodayapuram Perumals by the 12th century AD, North Kerala including Bekal, came under the sovereignty of Mushika or Kolathiri or Chirakkal Royal Family (who were a secondary royal family at that point to the Cheras, Pandyas and Cholas). 

The maritime importance of Bekal increased much under the Kolathiris and it became an important port town of Tulunadu and Malabar.

It was usual in older days for every royal palace to be protected by a fort. The Bekal fort might have, therefore, existed even from early days of the Chirakkal Rajas. While writing a description of the Kolathiri Kingdom in his Kerala History, K.P. Padmanabha Menon writes: "The eldest of the male members reigned as sovereign Kolathiri. The next in succession, the heir apparent, was the Thekkelamkur. The residence assigned to him was the Vadakara fort. The third in succession was the Vadakkelamkur in charge of Vekkolath fort. This V(B)ekkolath fort is identified by some scholars as the present Bekal."

View of the beach from Bekal fort 

H.A. Stuart, in his Handbook of South Canara (1985), makes this observation: "Several forts were built by the Shivappa Nayaks of Badnore between 1650 and 1670. The two forts of Bekal and Chandragiri were originally under the Kolathiri or Chirakkal Rajas until the time of Shivappa Nayaka's invasion. Perhaps, the Bednore rulers might have rebuilt and improved it."

The Battle of Talikota in 1565 led to the decline of the mighty Vijayanagara Empire and many feudatory chieftains rose in political prominence including the Keladi Nayakas (Ikkeri Nayaks). The Nayakas realized the political and economic importance of Tulunadu (which is the region comprising modern-day Udupi and Dakshina Kannada districts along with the northernmost part of Kasargod District ) and attacked and annexed the region. Bekal served as a nucleus in establishing the dominance of the Nayakas in Malabar. The economic importance of the port town prompted the Nayakas to fortify Bekal subsequently. Hiriya Venkatappa Nayaka initiated the construction of the fort and it was completed during the period of Shivappa Nayaka. The speedy completion of the port was aimed at the defense of the fort from overseas attack and to strengthen their attack on Malabar. Chandragiri fort near Kasargod was also constructed during this period.

View of the beach near Bekal fort 

Somashekhara Nayak captured Manjeswar and Taliparamba and built a fort at Kanhangad called Hosdurg which literally means 'New Fort' in Kannada/Tulu. The other forts found in Kasargod are constructed on the coastal region and on the route to Madikeri (Mercara in Coorg). It is believed that the 'Koteyar'/'Ramakshatriya' community found in Bekal, Panayal and other places in Kasargod were brought to this land by the Nayaks to strengthen and defend the fort. There was a prolonged struggle between the Kolathiries and Nayaks to recapture and maintain their hold over this area. These battles came to an end with the rise of Hyder Ali who conquered the Nayakas. Subsequently Bekal fell into the hands of Mysore kings.

Bekal served as an important military station of Tipu Sultan when he led the great military expedition to capture Malabar. The coins and other artifacts unearthed by the archaeological excavation conducted recently at Bekal fort is a manifestation of the strong presence of the Mysore Sulthans. The death of Tipu Sultan in Fourth Anglo-Mysore War in 1799 saw the end of Mysorean control and subsequently the fort came under the British East India Company.

During the reign of the Company Bekal became the headquarters of the newly organized Bekal Taluk of South Canara District in Bombay presidency. South Canara became a part of the Madras presidency in 1799 and Kasargod Taluk was up in the place of Bekal Taluk. Gradually the political and economic importance of Bekal and its port declined considerably. Kasargod became part of Kerala with the state reorganization in 1956.[6]

Its solid construction resembles the St. Angelo Fort at Kannur built by the Dutch and also the Thalassery Fort. The Ikkeri Nayakas had not developed guns to defend themselves from the invaders approaching from the Arabean sea route. But the western part of the fort is built in a solid manner with numerous slits on the walls for defending the fort from the naval power of other rulers. So it is believed that the present look of fort was the outcome of the conflict between European powers. Modification to the fort was made by all the rulers who ruled the land from before the time of the Ikkeri Nayakas. Moreover, a number of forts built by the Ikkeri Nayakas have failed to stand the test of time and perished. Located at the centre of the fort is an Observation Tower built by Tipu Sultan,[4] which offers a scenic view of the coastline. Also in existence is a rest-house built by the British Government. Presently the protection and preservation of Bekal fort has been entrusted to the Archaeological Survey of India

Bekal beach - view from the Bekal fort 

Tourism

In 1992 the Government of India declared Bekal Fort as a special tourism area.[8] In the year 1995 the government formed Bekal Tourism Development Corporation for transforming Bekal Fort into international tourism centre.

Tourism promotion activities have been taking place of late in the areas surrounding the fort, under the Bekal Resorts Development Corporation (BRDC). 
The song 'Uyire' (Tamil) from the movie Bombay (film) directed by Mani Ratnam has been shot at Bekal Fort. Many such films, music albums, and commercial advertisements are being shot at Bekal Fort.

The Bekal beach has a beach park. This is as an ideal location for a day trip with family or friends. The beach park has amusement rides, horse ride and a small park for children.

Bekal beach

St. Mary's Islands - Coconut Island

Boats near beach - St Mary Islands

There are no words to describe the adventurous and yet fun filled boat ride from Malpe beach to the St Mary's Islands / Coconut Island.  This was my second venture straight in to the Arabian sea. The previous one being an official assignment to board a container ship at outer anchorage, Goa port on a Sunday- 2005 with Indian Customs! 

An islander's life for 2 hours: Yes I became an islander for 2 hours. Strolled the complete length of the islands, picked up beautiful shells, sipped on coconut water, enjoyed walking and wading in the azure blue waters of St. Mary Islands. The bright neon green mangroves provide a striking background along with the tall and lofty coconut trees.

The rock formations will provide one with an opportunity to imagine Mother Nature at work!

An hour is all we get at this island. And after that the boat captain (the helmsman) signals to board the boat... it is time to bid bye to this beautiful place!

How to reach St. Mary's Islands

The only way of getting to the islands is by ferry boat. Regular ferry service ply the 6 km distance from the Malpe fishing harbor (which has a ship building yard also) to the islands. However, the frequency of these boats may vary depending on the number of tourists visiting.

About the St. Mary's Islands

St. Mary's Islands, also known as Coconut Island and Thonsepar, are a set of four small islands in the Arabian Sea off the coast of Malpe in Udupi, Karnataka, India. They are known for their distinctive geological formation of columnar basaltic lava.

St Mary Islands

Scientific studies indicate that the basalt of the St. Mary's Islands was formed by sub-aerial subvolcanic activity, because at that time Madagascar was attached to India. The rifting of Madagascar took place around 88 million years ago.[2]

The islands form one of the four geological monuments in Karnataka state, one of the 26 Geological Monuments of India declared by the Geological Survey of India in 2001. The monument is considered an important site for "Geo Tourism

Historical facts

According to folk legend, in the year 1498, Vasco da Gama landed at St. Mary's Islands on his journey from Portugal, fixed a cross on the island and named one of these islands, O Padrão de Santa Maria, as a dedication to Mother Mary, before proceeding to Kozhikode in Kerala.[3] It is from this name that the islands got their current name

Rock formations - St Mary Islands

Geological facts

The columnar basaltic lava found in these Islands, which is very well developed in the basalts of Deccan Traps, exhibit an imposing range of hexagonal shaped or multi-faced (polygonal) columns split into a horizontal mosaic. In geological terms these are called "columnar joints".[1] The lava rocks form regular five, six or seven-sided pillars, called "laminar lava", and are found in varying heights in all the islands; the tallest of the columns is about 6 m (20 ft). Considering the importance and rarity of such an occurrence, these islands were classified as a National Geological Monument in 2001 by the Geological Survey of India.[4][6]

The Deccan Traps, that formed during Cretaceous–Eocene time about 60 million years ago. emerged from the vast deluge of hot molten basaltic lava in the western part of India which is now seen as flat topped hills and step like terraces

Important : Carry a light bag with adequate fresh water. Apply sunscreen lotion and Try wearing a chinese hat. You will need these as the climate is hot near the island! Please avoid littering. Please carry trash back to the mainland. Respect Mother Nature!
Prepare for a 3 hour adventure involving 15-20 minutes boat ride one way. It will take an hour to stroll and cover the island. Carry an extra pair of clothes in case you want to take a swim. Avoid slimy rocks underneath water..they are simy and slippery.

Unforgettable boat ride to St Mary Islands