Table 3.5:Coastal Cargo Movement in Million Tonnes 2001-02: Clinker
TO
Magdalla
GPPL
Dharamtar
Total
Jaffrabad 0.8 0.2 0.2 1.2
FROM
Total 0.8 0.2 0.2 1.2
Table 3.6:Coastal Cargo Movement in Million Tonnes 2001-02: Iron Ore/Pellets
TO
Vizag
New
Mangalore
Mormugao
Magdalla
GPPL
Dharamtar
Revdanda
Panaji
Total Vizag -
-
1.8 -
-
1.1 0.3 -
3.2
New Mangalore - - - - 0.2 - 0.2 0.2 0.6
Magdalla 0.2 - 0.1 - - - - - 0.3
FROM
Total 0.2 0.0 1.9 0.0 0.2 1.1 0.5 0.2 4.1
Table 3.7:Coastal Cargo Movement in Million Tonnes 2001-02: Iron & Steel
TO
Cochin
Mumbai
Kandla
Magdalla
GPPL
Total
Magdalla - 0.10 - - 0.10 0.20
GPPL - - 0.02 - - 0.02
Revdanda 0.03 0.02 - 0.01 - 0.06
FROM
Total 0.03 0.12 - 0.01 0.10 0.28
Chapter 3: Coastal Cargo Profile
3 - 6
Table 3.8:Coastal Cargo Movement in Million Tonnes 2001-02: POL
TO
Kolkata
Haldia
Paradip
Vizag
Chennai
Tuticorin
New
Mangalore
Cochin
Mormugao
JNPT
Mumbai
Kandla
Sikka
Magdalla
Total
Haldia - - - - 0.5 - - - - - - - - - 0.5
Paradip - - - 0.1 - - - - - - 0.7 - - - 0.8
Vizag - - - - 0.7 - - - - - - - - - 0.7
Chennai - - 0.3 - - - - - - - 0.6 - - - 0.9
New Mangalore - - - - - 0.2 - - - - - - - - 0.2
Cochin 0.2 - 0.6 - - - - - - - - - - - 0.8
Mumbai - - - - - - - - 1.0 - - - 0.3 - 1.3
Kandla - - - - - - - - - 0.2 - - - - 0.2
Sikka - 1.3 - - - - 1.0 0.8 - 0.4 1.2 0.5 - 2.1 7.3
FROM
Total 0.2 1.3 0.9 0.1 1.2 0.2 1.0 0.8 1.0 0.6 2.5 0.5 0.3 2.1 12.7
Table 3.9:Coastal Cargo Movement in Million Tonnes 2001-02: Crude
TO
Vizag
Chennai
Cochin
Mumbai
Nagapattinam
Total
Mumbai 5.0 2.0 3.0 2.8 - 12.8
Sikka - - - 0.5 - 0.5
RAW 2.4 - - - - 2.4
Cuddalore - 0.1 - - 0.2 0.3
FROM
Total 7.4 2.1 3.0 3.3 0.2 16.0
Chapter 3: Coastal Cargo Profile
3 - 7
Figure 3.3 Origin -Destination Pattern for Coal
Chapter 3: Coastal Cargo Profile
3 - 8
Figure 3.4 Origin-Destination Pattern for Cement and Cement Clinker
Chapter 3: Coastal Cargo Profile
3 - 9
Figure 3.5 Origin-Destination Pattern for Iron Ore and Pellets
Chapter 3: Coastal Cargo Profile
3 - 10
Figure 3.6 Origin-Destination Pattern for Iron and Steel
Chapter 3: Coastal Cargo Profile
3 - 11
Figure 3.7 Origin-Destination Pattern for POL Products
Chapter 3: Coastal Cargo Profile
3 - 12
Figure 3.8 Origin-Destination Pattern for Crude
Chapter 3: Coastal Cargo Profile
3 - 13
3.4 TRAFFIC PROJECTIONS
Currently India’s transport system annually services 877 billion-tonne kilometers of
freight and 2450 billion passengers-kilometer a year. The road moves about 477 btkm (54
%), rail 302 btkm (34 %), pipeline 35 btkm (4%) and coastal shipping moves about 63
btkm (7%). The share of IWT is negligible. Assuming 6 percent annual growth in GDP
over the next 10 years the corresponding growth in the freight demand would be about 7.5
percent per year (see Table 3.10). The demand will grow to 1800 btkm by 2012. If
however, the same modal split is taken for 2012, the coastal shipping would be required
to move about 111 million tonnes of cargo. If GDP growth rate of 7.5 percent per year is
achieved during the current plan period the coastal cargo traffic would increase
correspondingly. A detailed analysis of the major commodities and its projections is
presented in Chapter 4.
Table 3.10 Domestic Commodity Movement
Domestic Commodity Movement for Year 2001-2002
Road Rail Pipeline Coastal Total
BTKM 477 302 35 63 877
% Distribution 54.4 34.4 4.0 7.2 100
Average Lead (km) 500 615 876 1168
MTPA 954 477 30 54 1515
% Distribution 63.0 31.5 2.0 3.6 100
Coastal traffic handled MTPA 108
Domestic Commodity Movement for Year 2006-2007
Road Rail Pipeline Coastal Total
BTKM 685 432 50 91 1258
% Distribution 54.4 34.4 4.0 7.2 100
Average Lead (km) 500 615 876 1168
MTPA 1370 705 57 77 2209
% Distribution
62.0 31.9 2.6 3.5 100
Coastal traffic expected MTPA 155
Domestic Commodity Movement for Year 2011-2012
Road Rail Pipeline Coastal Total
BTKM 983 623 71 130 1807
% Distribution 54.4 34.4 4.0 7.2 100
Average Lead (km) 500 615 876 1168
MTPA 1966 1010 82 111 3171
% Distribution
62.0 31.9 2.6 3.5 100
Coastal traffic expected MTPA 222
Chapter 3: Coastal Cargo Profile
3 - 14
3.5 SUMMARY
The present chapter reviews the status of the existing coastal traffic, cargo profile, trade
routes and traffic projections on broad level.
The total traffic handled at all ports for 2002-03 was 418 million tonnes (MT) with
coastal traffic accounted for 116 MT or about 28 percent of the total traffic handled at all
ports. Out of 116 MT, 84 MT was handled at major ports, 22 MT at Gujarat Maritime
Board (GMB) ports, and 10 MT at non - GMB ports.
Major ports handled 73 percent of coastal cargo with crude, POL and coal accounting for
90 percent of traffic handled. Minor ports handled 27 percent of coastal cargo with POL,
cement, building material and iron ore were the major commodities handled.
Sikka, Magdalla, Jafrabad, Muldwarka and GPPL handled more than 90 percent of the
coastal traffic handled in Gujarat and 62 percent traffic handled at all minor Ports.
Rawa, Dharamtar, Ulwa-Belapur, Revdanda, and Panaji handled more than 75 percent of
the cargo handled at non-GMB Ports and 22 percent of the total cargo handled at all
minor ports.
Major commodities include crude, POL products, thermal coal, iron ore and pellets,
cement & clinkers, iron & steel accounting for more than 90 percent of the coastal cargo
movement.
Most of the bulk cargo movement that is taking place presently is captive to specific
industry requirements as coastal shipping provides better overall transport logistics.
Therefore in the current situation the availability of return cargo is not significant.
Broad level traffic estimates show that the coastal traffic handled would reach 155 MTPA
and 222 MTPA by 2006-07 and 2011-12 respectively from 108 MTPA in 2001-02.
4 - 1
CHAPTER 4
COASTAL TRAFFIC ESTIMATES
Of the several factors contributing to the coastal trade and shipping, availability of long
haul bulk commodity traffic and its safety of movement are two major controlling factors
influencing its economic viability. It is therefore essential to study the characteristics of
the commodities in terms of quantity and suitability for sea transportation. Historically,
movement of bulk commodity traffic through coastal shipping is economically viable
over long distances. While examining the suitability of the commodities, the Consultants
also studied movement of various types of commodities across all modes of transport
such as rail/road and average quantities moved through each mode. Out of the total
commodities moved by railways in the year 2002-2003, more than 90 percent of the
traffic was made up of bulk commodities consisting of coal, food grains, ores, containers,
petroleum products (POL), iron & steel, cement, fertilisers and containers. All these
commodities albeit in small volumes moved through coastal shipping also. These cargoes
are prima facie suitable for movement by coastal shipping and can also be diverted from
other if the economics works out in favour of coastal shipping. Besides the above cargo
types, movement of other commodities like crude by coastal shipping and pipelines is
also studied.
The potential for growth of coastal shipping can be tapped if suitable policy measures are
evolved to influence the flow of traffic of these commodities through coastal vessels and
its transportation at comparable cost. The cargo movement pattern and magnitude is
mostly dependent on the production/availability and consumption/demand and the
distance (cost of movement etc.) separating production centres from points of destination.
In order to assess the future traffic demand for coastal shipping, Consultants followed
methodology under which overall production and consumption levels of each commodity
were estimated based on the Government plans and projections and using other secondary
sources like market analysis documents. The movement of commodities is apportioned
according to the observed movement patterns (past trends) and the future production and
consumption patterns to obtain future modal shares. This provided the quantities that
would be available for movement through coastal shipping. This quantity is further
distributed to ports based on the past trends, loading and unloading magnitudes, location
specific plans provided by the stakeholders such as industrialists, port officials and other
relevant authorities etc. to gauge the ports capacity for traffic handling in terms of loading
and unloading of commodities. The traffic forecast was made for the years 2006-2007 and
2011-12. The estimates involve certain assumptions on case-to-case basis and based on
the information available to the Consultants at the time of estimation. Reference was
frequently made to previous forecasts and published statistics so as to remove
imperfections and fine-tune the estimates to the extent possible. The movement of bulk
commodities by coastal shipping is primarily dependent on industrial activities and
business logistics of the industries, which in turn are governed by several other intangible
market forces. Any change in the Government’s industrial policies or the business
decisions of large industries can influence the movement patterns and magnitudes
disturbing the projected estimates.
(contd)
