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CHAPTER 4
TRAFFIC POTENTIAL AT BEYPORE
4.1 Introduction
The major Port of Kochi handles most of the Kerala States sea borne traffic. The State
ports do not play much significant role. Beypore/Kozhikode, Azhikkal and Vizhinjam
are the three active state ports in the state.
Main drivers for any port development are the maritime transportation needs of
industries (such as Coal for Thermal power plants, Iron ore for Steel plants, fertilizers
raw materials, agriculture commodities etc.), development of maritime industries such as
ship-repair, ship building or ship breaking yard. It has been brought out in Appendix 2
that in future there is only one FDI coming up in Palakkad for setting up a textile factory.
Hence there is little scope for generation of port traffic for Beypore port. Ports are also
needed for water borne passenger traffic - ferrying or tourism purposes.
4.2 Key Issues Examined
The Consultants have examined the potential for the State run ports, (i) to act as
Regional Growth Centres; and (ii) to support major port in reducing pressure. These
aspects are briefly discussed in the following paragraphs.
4.2.1 Ports as Regional Growth Centres:
(a) Nature of Traffic at Existing Other State Ports
40 other ports out of a total 200 ports handle some traffic of significance. The
main cargoes passing through the active minor ports considering all India
scenarios are crude, POL products, fertilizer import, iron ore and oil cake exports,
coastal movement of clinker and occasional import of food grains/palm oil, etc.
Very little local/rural produce is shipped from the immediate hinterland of any of
the minor ports. As the neighbouring areas tend to produce similar type of goods,
there is little scope for trade between them and whatever small amount of trade
takes place, it moves through road.
(b) Past Trends in Minor Port Traffic
Minor ports have not shown any rapid growth in traffic since 2000. Apart from
some state ports handling commodities take fertilizers, iron ore, oil cakes, some
food grains/palm oil etc. and, containers, crude and POL products are new cargos
at the state ports in Gujarat because of two refineries set-up there, for which
dedicated ports have been developed in the recent past. Reliance refinery with
-
expected capacity of 64 MTPA is the largest refinery in India serviced by a non-
major state port in Gujarat.
(c) Experience
Experience globally confirms that where rail and road transport facilities are
developed, the scope of minor ports in stimulating local economic activity is
limited. In most countries, only bulk cargo such as coal, cement, fertilizer and
petroleum products are carried by coastal ships, where as general
cargo/agricultural products from the immediate hinterland are moved by road or
rail.
(d) Link between Ports and Economic Development
Port is a vehicle for economic development but not necessarily an initiator. This
fact is evident from the growth of traffic at non-major ports since 2000 when
state port traffic in maritime states rose to 64 million ton from about 35 million
ton from the previous 3 years (1997-1999) mainly due to setting up of port traffic
generating industries in Gujarat, Maharashtra and other states. The
implementation of Policy of Openness of Indian Economy around 1991, started
showing its effect around 1996-97 onward. The objective of setting up of new
refineries, power plants, steel mills in maritime states was mainly to reduce the
transportation cost of the inputs/outputs. Further implementation of SEZ policy
has also boosted the growth in the port traffic.
The conclusion, therefore, is that development investment in non-major ports does create
or generate marginally economic gains. Substantive development could be justified only
if one or more of the following conditions exist:
(i) organic growth of traffic beyond the capacity of the existing facilities
(ii) concrete plans to set up industrial plants for which special port facilities is
required
(iii) clear evidence that saving in user costs will be realized to justify the investment.
4.2.2 Reduction of Pressure on Major Ports
Almost all major ports have large urban centres with high population densities. For
effectively reducing pressure on these centres, it is necessary to shift major activities
along with man power associated with it to other locations. Such attempts in the past
have had very little success in decentralization because of social and other factors, level
of comparable facilities in new centres. On this analogy the minor port can serve as
-
transfer points only if facilities of comparable level to those at the major ports stand
provided.
4.2.3 Development of fishing harbour and Passenger / Tourist/ Facilities at Minor Ports
Combining commercial and fishing activities with fishing, passenger/tourist facilities at a
minor port is advantageous mainly due effecting economies of sharing infrastructural
development costs relating to sheltered harbour, access channel, inland links etc. For this
reason, development of fishery facilities in commercial ports is already taking place.
4.2.4 The development of state ports should be based on the traffic demand arising from
existing or planned port based activities.
4.2.5 Beypore to be developed for What Ship Sizes
This basic issue need to be reproduced and a strategy formulate based on a review of
vessel calls at the Indian west coast ports to ascertain the size wise (DWT) distribution of
vessels most likely to trading in the area. During 2008-09, 10574 vessels called at the
West Coast ports. The size distribution is given in Table 4.1.
Table 4.1 Vessels calling at West Coast Ports (2008-09)
Particulars
000 DWT Vessels
Break Bulk Cargo Vessel 2008 - 09
Kandla Mumbai JNP Mormugao NMP Cochin
(Kochi)
West
Coast
Ports
NUMBER OF VESSEL CALLS
0-10 121 231 8 3 24 44 407
10-20 141 198 9 2 22 12 362
20-30 127 142 1 2 24 3 275
30-40 33 31 1 3 68
40-50 13 53 1 67
50-80 13 17 30
80+ 0
Total 448 672 18 8 70 63 1209
PERCENT OF VESSEL CALLS
0-10 27.0 34.4 44.4 37.5 34.3 69.8 33.7
10-20 31.5 29.5 50.0 25.0 31.4 19.0 29.9
20-30 28.3 21.1 5.6 25.0 34.3 4.8 22.7
30-40 7.4 4.6 12.5 4.8 5.6
40-50 2.9 7.9 1.6 5.5
50-80 2.9 2.5 2.5
80+
Total 100 100 100 100 100 100 100
-
Ship calls (percentagewise) to West Coast Ports by relatively smaller sized ships which
mostly carry break bulk cargo are noted as follows:
33.7% of the vessels were up to 10,000 DWT (Draft 8 m).
about 29.9% of the vessels were in the range of 10 to 20,000 DWT (Draft 10 m).
Thus about 64% of Break Bulk Vessels calling at West Coast ports are below 20,000
DWT.
From the above it could be concluded that in absence of any specific industry coming up
in Beypore region BB vessels larger than 10 to 15,000 DWT vessels cannot be envisaged
now at Beypore Port. Hence, Beypore port development could be based on the
assumption, also considering berth length and draft limitations inside the harbour area, to
cater for a maximum of 10,000 DWT size vessels in fully loaded condition and
occasionally, partially loaded larger vessels with 8 m restricted draft even in the range of
20 ~ 30,000 DWT in size.
4.2.6 Traffic Presently Handled at Beypore Port
In 2008-09, about 120,000 Tons of cargo was handled here (comprising 11,300 T of
Hydrocarbons, 18,560T of Soda Ash, 11,830T of Cement, 25,010T of metal / Iron &
Steel products, 18,100T of Food grains & Misc. cargo 35,290 T). All cargo movements
were through coastal vessels. Cargo shipment such as POL Products, LPG & household
goods for Lakshadweep are presently handled at Beypore Port.
4.3 Methodology for Traffic Assessment
There are mainly two methods of traffic estimation, namely Assessment by
mathematical methods & by end user Method.
Mathematical Models
It has been established all over the world that port traffic has a direct co-relationship with
the GDP of the country. Various mathematical models have been deployed to assess
growth of traffic at a port. Past traffic data is analyzed using different models to establish
a relationship between the traffic & other economic indices. A pictorial presentation of
the above is given in Fig. 4.1.
End User Method
Forecasting techniques using mathematical models are based on past data and the trends.
It has limitations, these do not take into account the effects of special
happenings/economic developments in the hinterland. In order to estimate the traffic
-
more realistically end user method is employed where special economic development
activities are considered to assess the impact on port traffic. In this method the needs of
port users/stakeholders are assessed and analysed. The pictorial presentation is given in
Fig. 4.2.
In any process of traffic estimation for a port delineation of the hinterland of port, the
economic activities historical (time series) therein and special events/planning a prognosis
are studied. In case of Kerala ports immediate hinterland in Kerala and South Western
India extended hinterland could be considered as the economic activities of the region.
In this context, the economy of Kerala and ports in Kerala were studied and are placed as
Appendix 2 & 3.
-
FIG. 4.1
Estimate BB Traffic at All
Ports in India
Traffic for
Ports
Elsewhere
METHODOLOGY TO ESTIMATE TRAFFIC
MATHEMATICAL MODEL
Models Used are - Traffic with GDP Growth
o Linear Regression
o Power Function
Growth Model Time Trend Analysis
Traffic for
Kochi Port
Traffic for
Other Kerala
State Ports
Traffic for All
Kerala Ports
Traffic for
Beypore Port
-
FIG. 4.2
Interview/Meeting/Discussions with Users - IOCL (POL & LPG) HPCL Indian Timber Merchants
Association
Lakshadweep Co-operative Federation
PWD of Lakshadweep Flour Mills Steel Mills Port Officials
METHODOLOGY TO
ESTIMATE TRAFFIC
POTENTIAL
END USER METHOD
Estimate/Discuss Traffic Potential/
Usage of Beypore Port in Future
Review Economy of Kerala State - Future Plans for Industries Transport Sector Power Sector Proposed FDI Agriculture
Traffic
Forecasting
Identify Users of
Beypore Port
-
4.3.1 Traffic potential Assessment
Initially the consultants considered be the districts of Kozhikode (KKD), Wayanad
(WYN) & Malappuram (MLPM) as the primary hinterland and districts of Palakkad
(PLKD) & Kannur (KNR) & other districts of Kerala as the immediate secondary
hinterland and estimated the future traffic potential for Beypore(see Fig 4.3) The Draft
Feasibility Report was prepared . The traffic potential given in the DFR was the expected
cargo that could be handled at Beypore to ensure the concept and design have
commercial viability. For sustained viability most of the developments proposals were
proposed on the south side of the river. The emphasis was to grow on innovation,
achieve functional convergence between forecast/ logistic/ inventory and identification
of value chains. Success of the port will depend on developing Unique Selling Points
(USP) & suitable marketing instruments for attracting the traffic.
During the presentation of the Draft Report & the meeting with the GoK on 5 to 7th
March 2010 in Beypore & Kozhikode the consultants were asked to develop a scenario
in which port facilities be developed on the north side of the river as the land on the
south side was earmarked for the Defense Ministry. Further the consultants were asked
to moderate the traffic potentials so as to be able to develop the port facilities on the
north of the river, at the existing port location as the availability of land on the north
side of river is restricted . Moreover the area is thickly populated so the full
FIG. 4.3
-
development cannot be accommodated here. Cargoes like POL & LPG cannot be
handled here. Further the proposed development of the port at Azhikkal in
Kannur(adjacent) district in north of Beypore & Ponnani in Malappuram district in south
of Beypore will have impact on the traffic expected at Beypore .
Based on the discussions the consultants have re-assessed the traffic potential for another
scenario of where development is not permitted on the south bank of the river. So the
Beypore traffic potential is assessed for:
SCENARIO 1 - . With port development on both north and south the south of
river (earlier DFR ) and probability of other nearby ports coming up being
doubtful.
SCENARIO 2 - No development permitted on the south of the river and also
distinct possibility of Azhikkal and Ponnani Port are developed.
SCENARIO 3 - Development of a Jetty for Lakshadweep Authority at
Beypore
The following section gives the traffic estimation for Section A and the same is followed
by the Section B (as presented in DFR)
4.4. Traffic Potential
4.4.1 Approach I Mathematical Models
Macro Analysis of Break Bulk Cargo at All India level
Since the Kerala ports in the past have been handling only break bulk cargo, a review of
break bulk cargo at All Indian Ports, vis--vis, Kerala Ports and Karnataka ports was carried
out over the years from 2001 to 2008 the break bulk cargo handled at All Indian Ports and
Kerala ports are shown in Table 4.2 below.
-
Table 4.2:
Break Bulk Traffic trends at All India, Kochi, Kerala State Ports & Karnataka Ports
Year BB Traffic (MTPA) % Share of in AI( BB) A
ll I
nd
ia
(AI)
Koch
i
Ker
ala
Sta
te P
ort
s
Ker
ala
(Tota
l)
Karn
ata
ka
(Tota
l)
Ker
ala
&
Karn
ata
ka
Ker
ala
Karn
ata
ka
Ker
ala
&
Karn
ata
ka
Ker
ala
Sta
te
port
s
2001 62.0 1.0 0.160 1.157 2.087 3.244 1.87 3.37 5.23 0.26
2002 66.9 1.0 0.128 1.110 1.991 3.101 1.66 2.98 4.64 0.19
2003 78.4 0.8 0.089 0.913 2.009 2.922 1.16 2.56 3.73 0.11
2004 84.3 0.8 0.060 0.909 4.044 4.953 1.08 4.80 5.88 0.07
2005 97.4 0.7 0.084 0.831 4.582 5.413 0.85 4.70 5.56 0.09
2006 100.1 0.9 0.135 1.015 5.342 6.357 1.01 5.34 6.35 0.14
2007 127.3 1.0 0.173 1.182 8.179 9.361 0.93 6.42 7.35 0.14
2008 138.4 0.7 0.147 0.818 11.02 11.84 0.59 7.96 8.55 0.11
2009 124.5 0.7 0.122 0.857 7.25 8.11 0.69 5.82 6.51 0.10
CAGR
2001-09 9.1 -3.7 -3.3 -2.0 16.8 12.1
2004-09 8.1 -1.7 15.3 -1.2 12.4 10.4
Source: Major Port Profile, IPA; Port Dept., Kerala
Considering All India scenario of break bulk traffic handled at different port, Kerala ports
has declined from 1.87% in 2001 to 0.59% in 2008, the share of Kerala & Karnataka
together has shown an increasing trend from 5% in 2001 to 8.5% in 2008. This trend has
occurred mostly as other ports in the West Coast have enhanced their capacity relatively
faster. The redeeming feature to note is that in absolute terms in last four years from 2004
the break bulk traffic at Kerala State Ports has shown some increasing trend. The annual
compounded growth has been very high (25.1% p.a.).
Growth of Break Bulk cargo-All Ports in India
The consultants have used the following models
Time trend Analysis - Port traffic (BB) & time
Growth Method - Port traffic (BB) & the achieved growth over the past
Regression Analysis - Port Traffic (BB) & GDP
-
Various steps of this estimation are as under:
Work out future BB traffic at All Indian Ports by different models
Select the results of the most suitable model for estimation
Share of BB traffic for the Kerala ports
Review the existing & future capacity enhancement plan
Estimate the demand supply Gap , available for future port development
Likely share for Beypore
Various models considered with different parameters are presented in Table 4.3
Table 4.3: Various Mathematical Models tried for estimation of BB- All India
Particulars Growth
Method
Regression Time trend
Power Function Linear
Dependent
variable
BB Traffic BB Traffic BB Traffic BB Traffic
Independent
Variable
GDP GDP Years
Equation Y= (-)0.000056*
(GDP)^1.41943
Y=GDP*0.005
49-37.63
Y=Year*10.5
347-210022
Regression
coefficient
0.96912
0.96911
0.962748
Growth
Expected
12 % growth at
All India level
(2009-10) to
10% by (2029-
30)
Gradually decreasing from 8%
(2009-10) to 6.5% (2029-30)
Source: CES In-house Working
The future traffic at Beypore has been estimated (based on the results of power function
method of Regression between GDP & Break Bulk Traffic) and is presented in Table 4.4
(Detailed working is placed as Appendix 4).
-
Table 4.4: Future Traffic at Beypore and Other Ports
Year Expected
Traffic
at All
Indian
ports
Share
Of
Kerala
Ports
Expected
at Kerala
State
Ports
Expected
at
Beypore
Capacity
*
Scope of
Development
of Beypore
port facilities
to handle
traffic
(MTPA) % 000T 000T 000T 000T
2007-08
(Actual) 138 0.106 147 135 160
2011-12 199 0.163% 258 237 160 77
2012-13 222 0.170% 303 279 160 119
2013-14 246 0.178% 356 328 160 168
2014-15 273 0.185% 418 384 160 224
2019-20 453 0.229% 914 840 160 680
2025-25 734 0.283% 1949 1793 160 1633
2029-30 1159 0.350% 4056 3732 160 3572
* The maximum cargo handled in last 10 years has been considered as capacity, since the
capacity figures for other state ports are not maintained.
By 2030 the port if equipped could expect a traffic to the tune of 3.6 MT of Break Bulk
Cargo.
Alternative Approach for Macro Analysis
Expected traffic at Beypore ports for the hinterland as assessed above can also be compared
with a very simplistic way of estimation. In 2007-08 the All India BB traffic at ports was
138 MT. The total Indian population was 1144 millions. This would mean roughly 0.12
MTPA per Million population. The total population of the hinterland of Beypore in 2007
was 13.1 Million i.e. about 1.58 MT of BB should be the traffic from this area in 2007
increasing to 2.2 MTPA (when the population could be 18 Million in the hinterland) by
2030.
4.4.2 Approach II - End User Method
Referring to Appendix 2, it is to be noted that there are no major industry existing in the
hinterland of Beypore port except a few flour mills, two mini steel mills. In future there
are plans for setting up of a textile mill in the hinterland through FDI route. Further, the
trade needs of the area regarding POL, LPG, cement, sand etc are met through
transportation by roads. Since existing roads are already congested and any future trade
demand could be met through coastal route shipping. In order to assess the traffic
realistically through end users method following steps were adopted:
-
The main port users were identified on the basis of the past traffic through the port.
Subsequently these port users were forwarded with a questionnaire requesting to
furnish the details regarding their capacities, plan for the future developments & the
resultant volumes of Input & output products etc so as to estimate the future port
services demand (Annexure 1.1). Reply from Nirma Chemicals is submitted in
Annexure 1.2.
The consultants met some of the main traders/industries & port users (listed in
Annexure 1.3) and had discussions with them as to their likely use of Beypore port
facilities in future. Main users contacted in Kozhikode include Indian Oil
Corporation POL Depot & LPG Bottling Plant, POL depot of Hindustan
Petroleum & Chemicals Depot at Elatur, Indian Timber Merchant Association
etc..
Accordingly the Traffic has been worked taking all the above points in consideration (see
Appendix 5). Traffic expected in future at Beypore is presented in Table 4.5
-
Table 4.5 Expected Cargo Traffic at Beypore
(000T)
2008
Actual 2013 2015 2020 2025 2030
SCENARIO 1 DEVELOPMENT OF AZHIKAL & PONANI DOUBTFUL
POL 1.9 97.0 113.4 170.5 251.1 348.0
LPG 0.2 6.7 8.2 13.9 23.6 36.0
Wheat 9.9 40.0 43.9 55.4 69.8 88.0
Other 3.4 5.5 6.7 10.8 17.3 27.9
Chemicals 24.4 38.8 46.6 64.9 80.9 100.8
Cement 14.7 348.5 401.7 587.5 878.1 1350.0
Sand 0.0 1100.1 1125.5 1221.6 1353.9 1547.4
Metals 22.0 8.0 8.9 11.3 14.4 18.4
Steel 0.0 100.0 108.2 131.6 156.3 181.2
Timber 0.0 65.0 71.7 89.3 108.7 129.0
Misc. 58.8 104.0 113.7 123.6 133.6 143.6
Containers 0.0 68.4 110.4 256.8 538.8 660.0
000 TEU 0.0 5.7 9.2 21.4 38.9 55.0
Total 135.3 1982.0 2158.9 2737.2 3626.5 4630.3
SCENARIO 2 DEFINATE DEVELOPMENT OF AZHIKAL & PONANI
POL 20.8 22.8 31 46.8 71
LPG 6 6.5 8 10 12
Wheat 40 43.9 55.4 69.8 88
Other 5.5 6.7 10.8 17.3 27.9
Chemicals 4 5 8 12 17
Cement 31.4 38.5 66.8 109.5 159.9
Sand 114.5 128 171.5 235.1 319.6
Metals 8 8.9 11.3 14.4 18.4
Steel 100 108.2 131.6 156.3 181.2
Timber 48.8 53.7 65.4 78.6 93.4
Misc. 45 50 65 90 130
Containers 66 108 108 108 108
000 TEU 5.7 9.2 9.2 9.2 9.2
Total 490 580.2 732.8 947.8 1226.4
SCENARIO 3 TRAFFIC AT LAKSHADWEEP JETTY
POL 1.9 2.5 3.2 4.5 5.5 7.0
LPG 0 0.1 0.1 0.2 0.2 0.3
Cement 16.6 17.0 18.3 18.7 19.5
Misc. 1.5 1.7 2.3 3.1 4.3
Total 20.7 22.0 25.3 27.5 31.1
* Since the port is to be developed only on the north side of the river, at the existing
port, considering the restriction of available land at the location it may not be possible to
locate the liquid handling facilities at the port site. The liquid cargo which is in drums
has been considered in the traffic potential at Beypore Port is presented in Table 4.6
-
Table 4.6 Future Cargo traffic potential at Beypore (without Hydrocarbons)
(000T)
Particulars 2013 2015 2020 2025 2030
SCENARIO 1 DEVELOPMENT OF AZHIKAL & PONANI DOUBTFUL
Wheat 40.0 43.9 55.4 69.8 88.0
Other 5.5 6.7 10.8 17.3 27.9
Chemicals 38.8 46.6 64.9 80.9 100.8
Cement 348.5 401.7 587.5 878.1 1350.0
Sand 1100.1 1125.5 1221.6 1353.9 1547.4
Metals 8.0 8.9 11.3 14.4 18.4
Steel 100.0 108.2 131.6 156.3 181.2
Timber 65.0 71.7 89.3 108.7 129.0
Misc. 104.0 113.7 123.6 133.6 143.6
Containers 68.4 110.4 256.8 538.8 660.0
000 TEU 5.7 9.2 21.4 38.9 55.0
Total 1878.3 2037.3 2552.8 3351.8 4246.3
SCENARIO 2 DEFINATE DEVELOPMENT OF AZHIKAL & PONANI
Wheat 40.0 43.9 55.4 69.8 88.0
Other 5.5 6.7 10.8 17.3 27.9
Chemicals 4.0 5.0 8.0 12.0 17.0
Cement 31.4 38.5 66.8 109.5 159.9
Sand 114.5 128.0 171.5 235.1 319.6
Metals 8.0 8.9 11.3 14.4 18.4
Steel 100.0 108.2 131.6 156.3 181.2
Timber 48.8 53.7 65.4 78.6 93.4
Misc. 45.0 50.0 65.0 90.0 130.0
Containers 66.0 108.0 108.0 108.0 108.0
000 TEU 5.7 9.2 9.2 9.2 9.2
Total 463.2 550.9 693.8 891.0 1143.4
SCENARIO 3 TRAFFIC AT LAKSHADWEEP JETTY
POL 2.5 3.2 4.5 5.5 7.0
LPG 0.1 0.1 0.2 0.2 0.3
Cement 16.6 17 18.3 18.7 19.5
Misc. 1.5 1.7 2.3 3.1 4.3
Total 20.7 22 25. 3 27.5 31.1
4.4.3 Passenger Traffic at Beypore
It was further emphasized that the Beypore may be developed for passengers. There are
two types of passenger usage in Beypore:
Pleasure seekers (uses the Marina facilities)
Passengers to and from Lakshadweep
-
Referring to analysis presented in Appendix 6A the total passenger traffic and the vessel
calls is as given in Table 4.7.
Table 4.7: Total Tourist/Passengers traffic and the vessel calls of Lakshadweep
passengers and Marina Tourist
Years Lakshadweep
Passengers
Marina Tourist
Boats
Total
No. of
Passen-
gers
(000)
Ship
Calls
(nos)
No. of
Passen-
gers
(000)
Ship
calls@
60 per
boat
(nos.)
No. of
Passen-
gers
(000)
Ship &
Boat
Calls
(nos.)
2013 11.6 78 54.5 910 66.1 988
2015 12.1 81 65.5 1090 77.6 1171
2020 14.0 94 105.3 1755 119.3 1849
2025 16.9 113 172.6 2875 189.5 2988
2030 21.5 144 288.1 4800 309.6 4944
Source: CES In-house Working
4.4.4 Overall Traffic Potential
The overall traffic potential (both Cargo & Passenger) is given in Table 4.8
-
Table 4.8 Future traffic Potential at Beypore
(000T)
Particulars 2013 2015 2020 2025 2030
DEVELOPMENT OF AZHIKAL & PONANI DOUBTFUL
Wheat 40.0 43.9 55.4 69.8 88.0
Other foodgrain 5.5 6.7 10.8 17.3 27.9
Chemicals 38.8 46.6 64.9 80.9 100.8
Cement 348.5 401.7 587.5 878.1 1350.0
Sand 1100.1 1125.5 1221.6 1353.9 1547.4
Metals 8.0 8.9 11.3 14.4 18.4
Steel 100.0 108.2 131.6 156.3 181.2
Timber 65.0 71.7 89.3 108.7 129.0
Misc. 104.0 113.7 123.6 133.6 143.6
Containers 68.4 110.4 256.8 538.8 660.0
000 TEU 5.7 9.2 21.4 38.9 55.0
Total 1878.3 2037.3 2552.8 3351.8 4246.3
Passenger 54.5 65.5 105.3 172.6 288.1
Total( 65Kg /Adult(40%) & 35 Kg /Child) 1881.2 2039.6 2556.5 3357.8 4256.4
DEFINATE DEVELOPMENT OF AZHIKAL & PONANI
Wheat 40.0 43.9 55.4 69.8 88.0
Other food grain 5.5 6.7 10.8 17.3 27.9
Chemicals 4.0 5.0 8.0 12.0 17.0
Cement 31.4 38.5 66.8 109.5 159.9
Sand 114.5 128.0 171.5 235.1 319.6
Metals 8.0 8.9 11.3 14.4 18.4
Steel 100.0 108.2 131.6 156.3 181.2
Timber 48.8 53.7 65.4 78.6 93.4
Misc. 45.0 50.0 65.0 90.0 130.0
Containers 66.0 108.0 108.0 108.0 108.0
000 TEU 5.7 9.2 9.2 9.2 9.2
Total 463.2 550.9 693.8 891.0 1143.4
Passenger 54.5 65.5 105.3 172.6 288.1
Total( 65Kg /Adult(40%) & 35 Kg /Child) 466.1 554.4 699.4 900.1 1158.7
FOR LAKSHADWEEP JETTY
POL 2.5 3.2 4.5 5.5 7
LPG 0.084 0.1 0.153 0.219 0.324
Cement 16.6 17 18.3 18.7 19.5
Misc. 1.5 1.7 2.3 3.1 4.3
Total 20.684 22 25.253 27.519 31.124
Passenger 11.6 12.1 14 16.9 21.5
Total( 65Kg /Adult(60%) & 35 Kg /Child) 21.23 22.57 25.91 28.31 32.13
-
4.4.5 Future Ship Calls
Present available water depth in the harbour wharf is 3 to 3.5m. Accordingly, only large
sea going vessels upto a limit of 5,000 DWT partly loaded can enter the harbour and at
berth. Larger ships lie at anchorage and cargo from these ships to the wharf is ferried by
lighterage operations.
Typical dimensions of the vessels of different sizes in terms of DWT are presented in
Table 4.9 below.
Table 4.9: Dimensions of various ships expected at Beypore are
Particulars DWT LOA Beam Draft
BB
10000 133 19.8 8
15000 152 22.6 9.2
Cement 10000 133 19.8 8
15000 152 22.6 9.2
Chemicals 10000 119 15.0 7.4
15000 140.8 19.0 10.2
Cont
10000 130 21.2 7.3
25000 195 28.5 10.1
Passenger
vessels
1000* 64 12.1 2.6
2000* 81 14.4 3.4
Source: CES Assessment * Passenger Vessel sizes are given in GRT.
In earlier Para 4.2.5 considering vessels calling it west coast ports, it has been discussed
that Beypore harbour and port facilities inside the harbour could at best be developed to
take in 10,000 DWT fully loaded 20-30,000 DWT (partly loaded) at the most and the
likely traffic to be handled. Following this strategy the number of ship calls at Beypore is
estimated and resented in Table 4.10
-
Table 4.10: Ship calls at Beypore
Particulars 2013 2015 2020 2025 2030 2013 2015 2020 2025 2030 2013 2015 2020 2025 2030
DEVELOPMENT OF AZHIKAL &
PONANI DOUBTFUL
DEFINATE DEVELOPMENT OF AZHIKAL &
PONANI LAKSHADWEEP JETTY
BB 000 T 1461.37 1525.2 1708.5 2006.32 2236.3 363.4 402 516.6 671.1 873.1 4.1 5.0 7.0 8.8 11.6
Cement 348.5 401.7 587.5 878.1 1350 31.4 38.5 66.8 109.5 159.9 16.6 17 18.3 18.7 19.5
Cont 000 TEU 5.7 9.2 21.4 38.948 55 5.7 9.2 9.2 9.2 9.2
Cargo total 1878.27 2037.3 2552.8 3351.8 4246.3 463.2 550.9 693.8 891.0 1143.4 20.7 22.0 25.3 27.5 31.1
Vessel size
BB DWT 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000
Cement DWT 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000 10000
Cont TEU 1000 1000 1000 2000 2000 1000 1000 1000 2000 2000
Parcel Size
BB T 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000 6000
cement T 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500 7500
Cont TEU 600 600 600 1200 1200 600 600 600 1200 1200
Ship calls
BB Nos. 244 255 285 335 373 61 67 87 112 146 1 1 2 2 2
Cement Nos. 47 54 79 118 180 5 6 9 15 22 3 3 3 3 3
Cont Nos. 10 16 36 33 46 10 16 16 16 16
Cargo total 301 325 400 486 599 76 89 112 143 184 4 4 5 5 5
Passengers 910 1090 1755 2875 4800 910 1090 1755 2875 4800 78 81 94 113 144
Total Nos. 1066 1261 1958 3136 5113 986 1179 1867 3018 4984 82 85 99 118 149
Source: CES workings.
-
Road Distance Matrix
Ori
gin
/Dest
ina
tio
n
Ma
nga
lore
Ka
sar-a
go
d
Ka
nn
ur
Ko
zh
iko
de /
Bey
po
re
Ka
lep
eta
My
sore
Ma
lla
pp
-ura
m
Th
ris
sur
Pa
lak
-ka
d
Co
imb
a-t
oo
r
Ero
de
Ern
ak
-ula
m
Alu
va
Pa
inav
u
Ma
du
rai
Ala
pp
uzh
a
Th
iru
va
na
tha
pu
ram
Mangalore 0 49 138 224 224 288 277 368 377 447 288 412 417 520 627 475 629
Kasaragod 0 89 175 247 240 228 295 314 404 516 355 371 431 538 419 566
Kannur 0 86 108 151 139 219 225 315 427 266 282 342 452 330 477
Kozhikode /
Beypore 0 72 236 53 144 133 229 341 188 196 256 380 240 391
Kalepeta 0 130 125 216 215 170 282 260 268 328 535 312 463
Mysore 0 193 284 248 201 359 439 418
Mallappuram 0 67 90 133 135 143 203 327 206 363
Thrissur 0 67 115 227 64 69 47 339 177 320
Palakkad 0 48 206 131 136 191 381
Coimbatoor 0 158 193 172 256 434
Ernakulam 0 21 63 241
Aluva 0 134
Madurai 0 425 262
Alappuzha 0 147
Thiruvanatha-
puram 0
-
Rail Distance Matrix
Kerala Other States
Origin/ Destination
New
Ma
ng
lore
Ka
sarg
od
Ka
nn
ur
Th
ala
ssery
Ba
da
gara
Ko
zh
iko
de
Ern
ak
ula
m
Ala
pp
uzh
a
Ko
llam
Th
iru
va
na
nth
ap
uram
Sh
ora
nu
r
Th
ris
sur
Pa
lla
ka
d
Co
imb
ato
re
Na
ga
rcoil
Ma
dh
ura
i
New Manglore 0 46 132 153 175 221 412
469 566
632 307 338 351 407 705
935
Kasargod 0 86 107 129 175 363 420 520 586 261 292 311 361
656 886
Kannur 0 21 43 89 277 334 434 500 175 206 219 275
570 800
Thalassery 0 22 68 256 313 413 479 154 185 198 254
549 779
Badagara 0 46 237 294 391 457 132 163 176 232
530 760
Kozhikode 0 188 245 345 411 86 31 130 186
481 711
Ernakulam 0 57 154 220 105 71 149 205
293 523
Alappuzha 0 97 163 162 131 208 262
232 462
Kollam 0 66 259 259 307 361
135 365
Thiruvanantha-puram 0 325 325 371 425
71 301
Shoranur 0 31 44 100
398 628
Thrissur 0 77 131 365 595
Pallakad 0 54 442 672
Coimbatore 0 496 726
Nagarcoil 0 230
Madhurai 0
-
Sea Distance Matrix
P
AR
TIC
UL
AR
S
MO
RM
UG
AO
MA
NG
LO
RE
KA
NN
UR
TH
AL
AS
SE
RY
BA
GA
DA
RA
KO
ZH
IKO
DE
BE
YP
OR
E
PO
ON
AN
I
NA
RA
KA
L
KO
CH
I
AL
AP
PU
ZH
A
KO
LL
AM
TH
IRU
VA
NA
TH
AP
UR
AM
CO
LA
CH
EL
TU
TIC
OR
IN
Mormagao 0 180 244 256 266 286 293 316 361 366 391 431 471 495 611
Mangalore 0 107 119 129 149 156 179 224 229 254 294 334 358 474
Kannur 0 25 45 53 78 123 128 150 190 230 254 370
Thalassery 0 15 39 46 70 116 120 143 183 223 247 363
Bagadara 0 26 36 63 108 114 135 175 215 239 355
Kozhikode 0 10 43 88 93 116 156 196 220 336
Beypore 0 32 82 87 109 149 189 213 329
Poonani 0 59 64 86 126 166 190 306
Narakal 0 8 37 80 120 144 260
Kochi 0 34 76 116 140 256
Alappuzha 0 55 95 111 227
Kollam 0 40 75 191
Thiruvanatha-Puram 0 35 151
Colachel 0 125
Tuticorin 0
-
Unloaded & loaded Cargo at Beypore
Traffic (000 T) %
Unloaded Loaded Total Unloaded Loaded
2000-01 46.08 43.46 89.55 51.5 48.5
2001-02 67.09 33.17 100.26 66.9 33.1
2002-03 47.67 32.18 79.85 59.7 40.3
2003-04 34.30 17.88 52.18 65.7 34.3
2004-05 46.98 29.35 76.33 61.5 38.5
2005-06 83.61 40.15 123.76 67.6 32.4
2006-07 111.50 48.43 159.93 69.7 30.3
2007-08 72.03 63.23 135.26 53.3 46.7
-
ECONOMIC SCENARIO OF KERALA
2.1 Economy of the State
2.1.1 Net State Domestic Products of Kerala
Trends of States economy in terms of Net State Domestic Product (NSDP) (constant prices 1999-00) in recent
past and the corresponding statistics of All-India Net Domestic Product (NDP) are given in Table 2.1.
Table 2.1: Economic Indicators of Kerala and All India
(Rs. Billion)
Years NSDP of
Kerala NDP All India % Share of Kerala
2000-01 630 16756 3.76
2001-02 661 17760 3.72
2002-03 709 18419 3.85
2003-04 755 20047 3.76
2004-05 826 21253 3.89
2005-06 902 23266 3.88
2006-07(P) 1004 25496 3.94
2007-08(P) 1111 27812 3.99
CAGR(2001-08)(%) 8.4 7.5
Source : Central Statistical Organization, Govt .of India, New Delhi & Economic
Review of Kerala 2007-08
The sector-wise contribution of NSDP in terms of rupees and share percent of various sectors of the state
economy are presented in Table 2.2.
-
Table 2.2: Economic Indices of Kerala
Particulars Units 2000-
01
2001
-02
2002
-03
2003
-04
2004
-05
2005
-06
2006-
07(P)
2007-
08
Area Sq Kms 38874.99
Population Millions 31.8 32.0 32.3 32.6 32.9 33.2 33.4 33.7
Population Density Person /Sq
Km
817 822 831 838 846 853 860 867
NSDP (1999-00
prices)
Rs Billions 630.5 661.2 708.8 754.7 825.8 902.4 1004.3 1110.6
Per Capita NSDP
(1999-00 prices)
Rs 19854 20681 21942 23157 25119 27218 30028 32961
Sectoral Contribution of NSDP
Agriculture Rs Billions 132.0 133.9 137.2 134.9 143.6 147.9 152.9 155.5
Mining Rs Billions 1.9 2.1 2.5 3.0 3.1 4.5 5.2 6.6
Manuf.+ Const. Rs Billions 118.3 121.7 132.9 146.8 177.8 207.8 243.1 289.0
Electricity Rs Billions 8.2 8.5 8.8 9.3 8.4 8.6 8.7 9.1
Transport &
Communication Rs Billions
54.1 59.9 65.3 76.9 90.1 98.0 111.0 129.3
Others Rs Billions 316.0 335.0 362.1 383.7 402.9 435.7 483.4 521.1
TOTAL 630.5 661.2 708.8 754.7 825.8 902.4 1004.3 1110.6
Share of Sectors
Agriculture % 20.9 20.3 19.4 17.9 17.4 16.4 15.2 14.0
Mining % 0.3 0.3 0.4 0.4 0.4 0.5 0.5 0.6
Manuf.+ Const. % 18.8 18.4 18.7 19.5 21.5 23.0 24.2 26.0
Electricity % 1.3 1.3 1.2 1.2 1.0 1.0 0.9 0.8
Transport &
Communication % 8.6 9.1 9.2 10.2 10.9 10.9 11.1 11.6
Others % 50.1 50.7 51.1 50.8 48.8 48.3 48.1 46.9
Total 100 100 100 100 100 100 100 100
Source: Economic Review of Kerala, 2007-08
Kerala has a total area of about 38875 Sq. Kms (roughly 2 % of the total area of the country) and in 2007-08 the state
population was about 33.7millions i.e. about 3 % of the total Indian population. The population density of the state was
867 in 2007-08 persons per Sq. Km, which is very high as compared to the All India density of 325.
Over the years some changes in the contribution of various sectors of economy have been observed.
In recent years secondary and tertiary sectors have been the engine of growth of the state economy.
In 2007-08 the share of tertiary sector (others, transport & communications) was the highest (59%)
followed by secondary sector (manufacturing, construction electric power, transport &
communication (27%). The contribution of the primary sector (agriculture & mining) was only
14%) whereas in 2000-01 the respective shares were 59 %,20% & 21%. The economy is moving
from reliance on agriculture sector to other sectors.
2.1.2 Economy of the Hinterland of Beypore Port
The likely immediate hinterland of Beypore port keeping the geographical distances in view, is
expected to be the districts of Kozhikode (KKD), Wayanad (WYN) & Malappuram (MLPM) as the
-
primary hinterland and districts of Palakkad (PLKD) & Kannur (KNR) & other districts of Kerala
as the immediate secondary hinterland. The primary & immediate secondary hinterland has about
43% of total area but only 39 % of the State population reside here. Table 2.3 gives the area &
population in the hinterland.
Table 2.3: Area & Population of the Hinterland of Beypore Port
(P) Provisional
Source: Economic Review of Kerala 2007-08 & Census of India Data
Particulars KKD WYN MLPM PLKD KNR Hinterland Kerala
Area (000 Sq Km) 2.47 2.30 3.87 4.71 3.06
16.42
38.88
Population (Millions)
2007 3.03 0.85 3.96 2.75 2.49 13.1 33.53
2010(P) 3.10 0.87 4.05 2.81 2.55 13.39 34.32
2015(P) 3.28 0.92 4.29 2.98 2.70 14.16 35.47
2020(P) 3.56 1.00 4.66 3.23 2.93 15.38 36.41
2025(P) 3.95 1.11 5.16 3.58 3.24 17.03 37.13
-
Table 2.4 shows the estimate of GSDP in the State & the hinterland for the year 2007-08.
Table 2.4: GSDP in the Hinterland of the port & the State-2007-08
(Billion Rs) Particulars Kerala Hinterland %
share
of
Hinter-
land
KKD WYD MLPM PLKD KNR Total
Agriculture 182 12 11 17 14 13 67 36.8
Mining 7 1 0 1 0 1 3 42.9
Manufacturing &
Construction. 318 29 3 21 26 22 101 31.8
Electricity 18 1 0 1 1 1 4 22.2
Transport &
Communication 162 13 2 11 9 10 45 27.8
Others 577 54 11 47 44 46 202 35.0
Total 1265 111 27 98 94 93 423 33.4
Percent Share
Agriculture 14.4 10.8 39.6 17.5 14.9 14.5 15.9 14.9
Mining 0.6 1.2 0.4 0.8 0.4 1.5 0.9 0.4
Manufacturing &
Construction 25.1 26.2 12.3 21.7 27.5 23.5 24 27.5
Electricity 1.5 1.2 0.4 0.6 1.3 0.6 0.9 1.3
Transport &
Communication 12.8 11.8 7.2 11.1 9.7 10.4 10.6 9.7
Others 45.7 48.9 40.1 48.2 46.3 49.6 47.7 46.3
Total 100 100 100 100 100 100 100 100
Source: Economic Review of Kerala, 2007-08
It may be seen from above that in the hinterland of the proposed port the contribution to GSDP
from agriculture, manufacturing including construction, & Others is marginally higher than those in
Kerala on the whole. Whereas the contribution from electricity & transport & communications in
the hinterland is lower.
The hinterland of the port covers about 39% of total area, 34% of total population & accounts for
33% of the GSDP of the State.
2.2 Status of Various Sectors of State Economy
2.2.1 Agricultural Sector in Kerala
In agricultural sector growth of agricultural produce in Kerala has been about 2,7% per annum where as at all India
level the growth was only 1.6 % . Production of cereals has declined to 0.65 MT in 2006-07 from 6.79 MT in 2004-05
i.e annualized decline of 2.2% pa. This decline is mainly due to the decline in pulses & other cereals. There has been a
2 % decline in Spices. Rubber (14%) coffee(4.6%),Tea (4.1%) and tapioca (2.5%) have shown growth in last three
years. Area , Production & productivity of various crops in Kerala are presented in Table 2.5.
Table 2.5: Area, Production & Productivity of various crops in Kerala
-
Particulars
Area ( 000 Ha) Production (000T) Productivity (Kg/Ha)
2004-
05
2005-
06
2006-
07
2007-08 2004-
05
2005-
06
2006-
07
2007-
08
2004-
05
2005-
06
2006-
07
2007-
08
Food grains
Rice 290.0 275.7 263.5 228.9 667.1 630.0 641.6 528.5 2300 2285 2435 2309
Other
Cereals
4.9 2.9 3.0 3.7 3.2 1.6 1.8 2.0 653 552 600 541
Pulses 8.4 10.6 6.9 4.5 8.4 7.9 5.2 3.4 1000 745 754 756
Sub total 303.3 289.2 273.4 237.1 678.7 639.5 648.6 533.9 2238 2211 2372 2252
Spices
Pepper 237.7 238.0 216.7 215.2 75.0 87.6 64.3 63.9 316 368 297 297
Chilies 0.8 1.2 1.4 1.5 0.8 1.2 1.4 1.4 1000 970 964 964
Ginger 10.0 12.2 11.1 7.3 45.3 56.3 42.5 28.0 4530 4604 3835 3835
Turmeric 2.9 3.4 3.9 3.2 6.2 8.2 10.0 8.1 2138 2434 2548 2548
Cardamom 41.4 41.4 41.4 39.8 8.6 9.8 8.5 7.0 208 236 207 177
Areca-nut 107.6 108.6 102.1 100.7 110.3 119.3 110.0 108.5 1025 1099 1077 1077
Sub total 400.4 404.8 376.6 367.6 246.2 282.4 236.7 216.9 615 698 628 590
Cash Crops
Sugarcane 1.9 1.2 1.2 4.7 15.4 9.2 6.6 26.6 8105 7500 5669 5669
Cashew-nut 81.5 78.3 70.5 58.2 60.6 68.3 61.7 50.9 744 872 875 875
Tapioca 88.5 90.5 87.1 83.3 2400 2568 2519 2409 27119 28367 28911 28911
Coffee 84.6 84.6 84.6 84.1 54.3 60.2 59.5 48.7 642 711 703 578
Tea 35.0 35.0 35.4 36.2 49.5 56.3 53.7 61.8 1414 1606 1517 1706
Rubber 480.7 494.4 502.2 512.0 590.8 739.2 780.4 753.0 1229 1495 1554 1471
Others
Others 110.7 123.9 117.6 111.6 911.3 949.5 908.5 860 8230 7661 7724 7710
Total 1587 1602 1549 1495 5007 5373 5275 4961 3156 3354 3406 3319
Source: Economic Review of Kerala , 2007-08
As compared to the previous year the productivity in Kerala has been lower for all the major crop
groups mainly due to drop in production. Rice is the major food-grains crop in Kerala.
2.2.2 Agricultural Sector in Hinterland
Similar information for rice grown in the hinterland is as under in Table2.6.
-
Table 2.6: Area under Cultivation, Production & Productivity in
Districts in the Hinterland
Hinterland
Area ( 000 Ha) Production (000T) Productivity(Kg/Ha)
2005-
06
2006-
07
2007-
08
2005-
06
2006-
07
2007-
08
2005-
06
2006-
07
2007-
08
KKD 4.7 4.3 3.8 6.3 6.1 5.1 1343 1418 1341
WYD 11.5 11.8 12.4 28.4 30.7 32.1 2468 2597 2585
MLPM 14.9 15.1 9.5 31.4 33.1 21.7 2108 2192 2290
Primary 31.1 31.2 25.7 66.1 69.9 58.9 2125 2239 2292
PLKD 113.9 109.2 99.2 266.6 270.1 244.2 2341 2473 2463
KNR 9.2 8.8 7.2 17.4 17.4 14.1 1885 1965 1951
Secondary 123.1 118.1 106.4 284.0 287.5 258.4 2306 2435 2428
Total 154.2 149.3 132.1 350.1 357.4 317.3 2270 2394 2402
Source: Economic Review of Kerala , 2007-08
As regards rice, PLKD holds the first position with maximum area, production and the best
productivity. KKD is the worst district because of lowest value of all the three variables.
2.2.3 Industrial Sector in Kerala
Industries Covered in the Annual Survey of Industries (2005-06)
Results of the Annual Survey of Industries carried out annually by the Central Statistical
Organisation, Govt. of India for 2003 to 2006 for all India as well as those of Kerala are presented
in Table 2.7.
-
Table 2.7: Results of Annual Survey of Industries 2005-06 at All India & Kerala
Unit 2002 2003 2004 2005 2006 2007 CAGR
All INDIA
Number of Factories 000 128.6 130.0 129.1 136.4 140.2 144.8 2.40
Fixed Capital Bln Rs 4319.6 4475.9 4733.1 5130.9 6069.4 7151.1 10.61
Value of In put Bln Rs 7792.3 9161.2 10396.2 13629.4 15436.6 19483.7 20.12
Value of Out put Bln Rs 9624.6 11305.6 12874.0 16725.6 19083.5 24085.5 20.14
Net value added Bln Rs 1443.0 1723.4 2029.5 2599.1 3118.6 3957.3 22.36
KERALA
Number of Factories 000 4.8 4.7 5.5 5.5 5.6 5.6 2.9
Fixed Capital Bln Rs 73.0 67.9 69.3 74.0 85.5 76.9 1.1
Working Capital Bln Rs
Value of In put Bln Rs 199.3 223.6 270.6 3129.0 380.3 462.1 149.2
Value of Out put Bln Rs 239.7 266.5 318.3 3611.9 432.7 505.8 16.1
Net value added Bln Rs 33.9 36.3 40.9 40.7 44.7 35.6 1.0
Percent Share of Kerala in All India
Number of Factories % 3.7 3.6 4.3 4.0 4.0 3.8
Fixed Capital % 1.7 1.5 1.5 1.4 1.4 1.1
Working Capital % 0.0 0.0 22.7 0.0 0.0 0.0
Value of In put % 0.1 0.1 3.1 23.0 2.5 2.4
Value of Out put % 2.5 2.4 0.3 21.6 2.3 2.1
Net value added % 2.4 2.1 2.0 1.6 1.4 0.9
Source: Annual Survey of Industries CSO, Govt. of India
The share of Net Value addition from industries in Kerala in 2006 was about 1.4 % of Net Value
addition from All Indian Industries in 2005-06. Over the years it is observed in Indian economy that
port traffic growth in the state is roughly 1.7 to 2 times its share in the Net Value addition of the
Industries. So the port traffic from the state is expected to be about 2.5 % of Total All India Port
traffic. In 2008-09, the port traffic from the state should have been about 18.6 MTPA but the actual
traffic has been 15.4 MTPA. This means that there is low growth of traffic in the state.
Performance of Important Industries in Kerala
During 2005-08 the Cost of production & Sales of important industries of Kerala were as presented
in Table 2.8.
-
Table 2.8: Performance of Government of India Companies in Kerala in terms of Value of
Production and Sales Turnover
(Rs Lakh) Name of Company Cost of Production Total Sales Turnover Port
Facility
Require
ment
2005-06 2006-07 2007-08 2005-06
2006-
07
2007-
08
2 3 4 5 6
Hindustan Organic
Chemicals Ltd
23800 39918 43775 24898 41200 46530 Yes
Hindustan Newsprint Ltd. 30296 31519 29681 113050* 115000 29861 Yes
Cochin Refineries Ltd. 1490209 2113920 2273655 1791151 Yes
Hindustan Latex Ltd. 18023 18995 18662 18558* 17561 19537 Yes
Hindustan Machine Tools
Ltd
4908 4290 5004 5052 4828 5068 Yes
Fertilizers and Chemicals
Travancore Ltd
139231 NA NA 141400 NA NA Yes
Instrumentation Ltd. 5201 5700 NA 5975 6565 NA Yes
Cannanore Spinning &
Weaving Mills
1931 1867 NA 1632 1406 NA Yes
Indian Rare Earths Limited 8307 NA NA 10560 NA NA Yes
Hindustan Insecticides Ltd. 3263 6105 NA 2880* 5352 NA Yes
Cochin Shipyard Ltd. 40776 79556 72403 37353 71974 83379
Kerala Lekshmi Mills 2368 2816 1719 2331 2506 1926
Parvathy Mills 859 1250 NA 1083 2607 NA
* Revised
** Consequent to the merger of Cochin Refineries Ltd (KRL) with Bharat Petroleum Corporation
Ltd during 2006-07, KRL ceased to exist and became a Strategic Business Unit (SBU) and the sales
are recorded at corporate level.
Source: Economic Review of Kerala 2007-08
Industrial Policy of Kerala
The Government understands the importance and key role of Private, Public & Joint sectors in
providing accelerated growth and in improvement and up gradation of industrial as well as social
infrastructure. Based upon the available opportunities and the potential of this region, the State
Govt., has identified the following segments of industries as thrust areas for special attention
Petro-chemicals & Downstream Industries
Electronics & Information Technology
Iron & Steel, Metallurgical and Engineering
Textiles
Leather and Leather Products
-
Food Processing, Edible Oil, Vegetable, Processing and Aquaculture
Development of Medicinal plants, Rubber, Palm oil and Tea
Manufacture of basic drugs, chemicals and pharmaceuticals
Optimal utilization of minerals and development of mine based industries
Gems and Jewellery
Promotion of Tourism and Tourism related activities
In addition, Kerala has framed marketing policies for small & medium scale enterprises which
include price preference in purchases; exemption from payments of Earnest money; distribution of
products through the public distribution system; construction and development of industrial estates,
plots, commercial and trade offices; extension of credit support through the Financial Agencies.
Kozhikode in particular is a very backward district with respect to the industries due to lack of
infrastructure, scattered inputs, low power availability, high population density and lack of modern
technology in industries. But the globalization of trade, changing investment climate may be option
for the development of industries. Presently there is possibilities of setting food processing
industries in Kozhikode.
Foreign Direct Investment
Foreign Direct Investment (FDI) is a means to supplement domestic investments and bridge the investment - savings
gap. The role of Foreign Direct Investment in the up-gradation of technology, skills and managerial capabilities is well
accepted. Additional investments over and above the investments possible with the available from domestic resources
help in providing employment opportunities. The flow of Foreign Direct Investment to Kerala including Lakshadweep
from January 2001 to March 2005 was Rs.379.6 Crores which constitutes about 0.5% of total FDI inflows in India ( Rs.
76191 Crores) . Break up of the FDI in various industries in Kerala is as presented in Table 2.9.
-
Table 2.9: Industrial FDI proposals in Kerala (2001-2005)
Industry Number of FDI Investment (Rs Millions)
Chemicals 4 5
Electronics 5 121
Food 9 153
Hospitals 5 184
IT 29 369
Metals 2 0.03
Minerals 2 399
Misc. 28 2289
Pharmaceuticals 2 4
Rubber 7 25
Textile 2 1
Tourism 15 246
110 3796
Source: Department of Industries, Government of Kerala
Out of the above FDI projects only one Food processing project worth Rs 10 Millions is expected in Kannur District
i.e. the hinterland of the proposed port. List of FDIs are placed in Annexure 2.1
Total Industries in the State
In Kerala, as per the Statistics Department, there were 18411 registered factories in 2005-06 with
total 409,800 employees. In 2000-01 the total registered numbers of factories were 18,554 with
manpower as 436,410. It implies that there has been a general decrease in industrial sector.
Table 2.10: Growth of Working Factories and
Average Daily Employment in Kerala 2001 07
Year Factories (Nos.) Employment (Nos.)
2001 18554 436410
2002 18262 408813
2003 18239 404257
2004 18319 405514
2005 18002 650997
2006 18411 666186
2007 18659 666186
CAGR -0.2% 7.3
Source: Economic Review of Kerala 2007-08
2.2.4 Industries in the Hinterland
A review of the industries in the hinterland reveals that during 2007 about 47 % of factories with
about 20% of work force are in hinterland of the port. The factories in the area are small in nature
& no major industry is in this region. Table 2.11 gives the number of factories & workers in Kerala
and the hinterland of the Port.
-
Table 2.11: Number of factories & workers in Kerala
Hinterland 2001 2002 2003 2004 2005 2006 2007
Factories
Palakkad 1975 1893 1867 1873 1892 1875 1875
Malappuram 1003 1014 1014 1020 1033 1022 1022
Kozhikode 141 134 133 135 118 135 149
Wayanad 1708 1723 1707 1714 1508 1720 1925
Kannur 1729 1694 1696 1705 1826 1699 1699
Sub Total 8557 8460 8420 8451 8382 8457 8677
Kerala 18854 18262 18239 18319 18002 18411 18659
% of hinterland 45.4 46.3 46.2 46.1 46.6 45.9 46.5
Workers
Palakkad 24337 24811 23336 23430 38694 38694 38694
Malappuram 13409 9861 9196 9290 15689 15689 15689
Kozhikode 17004 21902 20141 20252 30595 34878 34878
Wayanad 25722 6546 6528 6561 3282 3741 3741
Kannur 23484 24658 24804 24945 37236 37236 37236
Sub Total 103956 87778 84005 84478 125496 130238 130238
Kerala 436410 408813 404257 405514 650997 666186 666186
% of hinterland 23.8 21.5 20.8 20.8 19.3 19.5 19.5
Source: Economic Review of Kerala 2007-08
Small Scale Industries in Kozhikode
Particularly in Kozhikode districts there are 272 SSI units in 2005-06, employing 986 persons.
Total investment in these Units is of Rs 720 lakhs. Total value of services produced was Rs 8530
lakhs Numbers & percentage of various type of SSI units in the Kozhikode districts were as given
in Table 2.12.
-
Table 2.12: Small Scale Industries in Kozhikode
SSI Unit Number Percent
Food Products 78 28.7
Personal service 36 13.2
Chemical Products 32 11.8
Metal Products 28 10.3
Wood Products 18 6.6
Hosiery and Garments 16 5.9
Leather products 14 5.1
Paper products & Printing 12 4.4
Machinery & Parts except Electrical 9 3.3
No. Metallic Mineral Products 8 2.9
Transport Equipment & Parts 6 2.2
Rubber & Plastic Products 6 2.2
Construction 4 1.5
Electrical Machinery and apparatus 4 1.5
Jute, Hemp and Mesta Textiles 1 0.4
Total 272 100.0
Source: Economic Review of Kerala 2007-08
Food products, Chemicals Leather, Hosiery Metals & Rubber & plastic may generate some port
traffic These SSI units cover 63 % of the units.
2.2.5 Power Sector in Kerala
Power sector in Kerala mainly comprises of hydel & thermal power plants. On 31 March 2008 the installed capacity of
power projects in the State was 2662 MW (details as given in Table 2.13).
Table 2.13: Installed Capacity of power plants in Kerala 2007-08
Description MWs %
Hydel Power Plants
State owned 1855.6 69.7
Captive 33.0 1.2
Sub total 1888.6 70.9
Thermal Power Plants
Central Govt. owned 359.6 13.5
State owned 234.6 8.8
Private 177.4 6.7
Sub total 771.6 29.0
Winds Generated 2.0 0.1
Total 2662.2 100.0
Source: Economic Review of Kerala 2007-08
Power generation during the year was about 8780 Million units. The Annual demand was 15631 Units. The local
production was only 57%of the demand. The state purchased about 7000 Million units from the power plants of Central
Govt. & 855 Million units from the Private Power Plants in 2007-08 to meet the demand.
-
In order to increase the generation capacities the state has 21 plants in the pipeline to add 450MW and the expected
power generation potential of 1070 MU annually. All the above projects are Hydel Power plants.
2.2.6 Transport Sector in Kerala
Roadways/Railways
Socio-economic development in a modern society cannot be possible without an efficient transport
system. Smooth and safe movement of passengers and goods in a least possible time is the basic
criteria for an efficient transport system. In the year 2008 total length of surfaced road in Kerala is
28.2 thousand km maintained by PW(R)D and 122 thousand Kms maintained by the Panchayats.
The similar figures in 2001 were 22 & 82 thousand Kms i.e. 4 & 6 % p.a. increase of road length
Table 2.14 presents road & Rail infrastructure in the state
Table 2.14: Transport Infrastructure by land modes in Kerala
Description Units 2001 2002 2003 2004 2005 2006 2007 2008
Road Length
(PWD) 000 Kms
21.5 21.3 21.5 21.5 26.3 28.2 28.2 28.2
Road Density
Km/Sq
Km
0.553 0.549 0.552 0.552 0.676 0.725 0.725 0.725
Panchayat
Roads 000 Kms
81.8 87.1 92.1 95.5 99.0 108.5 109.1 122.2
Motor Vehicles 000 1910.2 2111.9 2315.3 2552.2 3122.1 3558.7 4025.4 4442.4
Motor Vehicle
density
MV/Sq
Km
4914 5433 5956 6565 8031 9154 10355 11427
Buses & Stage
carriages 000
58.9 65.7 72.0 87.4 94.5 127.6 138.9 148.0
Goods Vehicles 000 163.4 173.9 195.4 211.8 234.2 264.3 294.5 321.9
Railway Route
kms
000 1.12 1.15 1.15 1.15 1.15 1.15 1.15 1.15
Source: Economic Review of Kerala 2007-08
Ports
It may be seen that over the years the share of port traffic of the State has been gradually declining. In 2001 the share
was 3.6 % but by 2008 it had dropped 2.21%. The drop is mainly due to the disappearance of Illuminate Sand traffic
(about 50000 T) from Neendakara from 2002 onwards. Table 2.15 shows the Kerala port traffic trends.
-
Table 2.15: Traffic trends (000 T)
Years Kochi Beypore State ports
excluding
Beypore
Total State
ports
Kerala
Ports
% Share of
Kerala in All
India Traffic
2001 13117 90 70 160 13277 3.60
2002 12057 100 28 128 12185 3.17
2003 13024 80 9 89 13113 3.11
2004 13572 52 7 60 13632 2.94
2005 14095 76 8 84 14179 2.71
2006 13887 124 11 135 14022 2.46
2007 15257 160 13 173 15430 2.39
2008 15810 135 12 147 15957 2.21
2009 15208 140(P) 13(P) 153(P) 15361(P) 2.06
CAGR(2005-09) 1.92 16.38 13.07 16.08 2.02
CAGR(2007-09) -0.16 -6.43 1.47 -5.83 -0.22
(P) Provisional
Source: Port Dept, Govt. of Kerala
Some of the ongoing port projects in the state are already given in the Inception Report para 9.6 & 9.7. Some
of the proposals for development of port/port based facilities in Beypore are as under:
Goa shipyard in collaboration with Mazagon Dock Ltd has proposed a naval shipyard at Beypore for
defense vessels. GoK has agreed to the proposal and has promised to give 42 acres of the land for the
purpose. The matter is under active consideration of Goa Shipyard and GoK.
In 2005 there was a proposal to develop Beypore Port through SPV route with M/s Parisons Group of
Industries. The GoK was an equity partner in the SPV. M/s I&LFS was also a partner in the SPV. A
DPR was prepared by M/s Price Water House & Coopers. But this proposal did not materialise so
far.
There was a proposal to set up a Rs 300 crore storage terminal for imported LPG at Chaliyam,
opposite Beypore Port. The project was to be set up by M/s PV Petroleum Products & Mobil Peevee
Co. Ltd. (MPCL). The import of LPG was through the Port at Beypore. The project was to be
implemented in two phases. Due to bureaucratic hassles and fishermen opposition, the project was
upheld even though MOEF have given environment clearance. In the meantime M/s MPCL have set
up a LPG Bottling plant near Chennai in Tamil Nadu.
Kerala State Govt. have engaged Consultants to prepare Master Plan for a 10 crore marine park near
Beypore. The park will have 5 components, i.e., seafood pre-processing units, marine products value-
added production centre, fishing boat repairs and service, data and communication centre, training
centre and crche and activity centre. If the project materializes it will generate employment for 2,000
people and increase the export by 300 crores within next 5 years.
IWT
Inland Water Transport (IWT) is an energy efficient and cheaper mode of transport for bulk commodities
especially those originating and terminating on the water fronts. It is environment friendly and has high
employment potential. Cargo transportation in an organized manner through waterways takes place in few
states namely Assam, Kerala, Kerala, Goa etc and are confined to specific location. Goods operations in an
organized manner are confined to few specific locations. Most of the waterways suffer various hazards like
-
shallow water and narrow width of the channel during dry weather, siltation, bank erosion, absence of
infrastructure facilities like terminals and inadequacy of navigational aids. The basic requirements for
identified as a mode of transport are reduction in cost, time and enhancement of safety and reliability of cargo.
National Waterway no 3, comprising of river length of 168 Kms from Kottapuram to Kollam, along with two
canal- Champakaran Canal (14 Kms) and Udyogamandala canal (23 Kms) is the main IWT route in the state.
There are 7 terminals along the river for cargo & passenger movement. Champakaran canal is the connection
between Cochin port & Fertilisers factory of M/s FACT. Apart from this waterway there are about 900 Kms of
navigable backwaters in the state. The sweet waters of river & sea water result in a unique ecosystem in the
backwaters. The rich aquatic population of various species and the beautiful scenery makes these backwaters a
heaven for cruise tourism. Recently an ICD has been set up in Kottayam to handle about 6000 as feeding point
to Cochin Port.
During last two years 2006-07 & 2007-08 the IWT performance is shown in in Table 2. 16.
Table 2.16: Performance of IWT in Kerala
Description State Water
Transport
Department
KSINC Ltd
2006-07 2007-08 2006-07 2007-08
Number of Boats 81 81 25 25
Boats in Operation 47 47 5 0
Cargo Volumes (lakh T) 0 0 5.92 5.19
Passenger Traffic (Lakhs) 153 148 5.29 na
Source: Economic Review of Kerala 2007-08
-
PORTS IN KERALA
3.1 Introduction
Kerala a maritime state is located in southwestern India. Neighbouring states are
Karnataka to the north and Tamil Nadu to the south and east. The Arabian sea is to the west
and the Western Ghats towering 500-2700 ms in the east .With a network of 44 rivers,
Kerala enjoys unique geographical features that have made it one of the most sought after
tourist destinations in Asia due to pleasant climate, a long shoreline with serene beaches,
tranquil stretches of emerald backwaters, lush green hill stations , exotic wildlife,
picturesque waterfalls, Sprawling plantations and paddy fields, ayurvedic health centers
etc. Kerala has hundred percent literacy rate. For administrative purpose, the state is
divided into fourteen districts. Thiruvananthapuram the capital city.
Kerala has a coastline of about 570 Kms. Along this coast there ia a major port at Cochin
(Kochi) and there are 13 other state ports. All the ports are governed by the Ports Act 1908.
In addition the major port of Kochi is under The Major Ports Act 1963. Kochi is under the
control of a Port Trust appointed by the Central Govt. and the other ports are under the
administrative control of the Port Department, Govt. of Kerala (GoK).
3.1.1 Major Ports in Kerala
Cochin (Kochi)
The Major Port of Cochin is about 87 nM south of Beypore. Till 2005-06 Cochin handled about 12 to 13 .5
MT of cargo but since then the cargo handling has increased between 15 to 16 MTPA. Cochin handles Crude
oil & POL about 10.5 MTPA, Coal & FRM to the tune of 0.7 MTPA, Container about 3.3 MTPA (250000
TEUs) and about 0.7 MTPA of Break Bulk cargo. A brief note on facilities, traffic and the future
development prospects at Cochin Port are placed in Ex. 3.1.
3.1.2 State Ports
There are 13 minor/fishing port located in the state as under.
Kovalam / Vizhinjam
Thiruvananthapuram
Kollam (Thankasserry)
Neendakara
Allappuzha
Munambam ( Kodungallur )
Ponnani
Beypore
Kozhikode
-
Thalasserry
Kannur
Azhikkal
Kasargod
Apart from the above ports GoK is also thinking of developing port facilities at the green
field locations -Manjeswaram & Neeleshwaram both in Kasargod district and at
Manakkodam & Kayamkulam in Alappuzha District. According to information obtained
from Departments of Ports, Government of Kerala, the available facilities at the State port
are as in Table 3.1
Table 3.1: Available Facilities at State Ports in Kerala
Name of ports and location:
Latitude/Longitude. Depth Facilities Available
KOVALAM / VIZHINJAM
Wharf depth 5m Basin depth 6.0m
Breakwaters and calm basin, basin depth of 6m; Cargo wharf of 80m in length; One mobile crane, 1.5/10 MT Capacity ; Transit shed, 300 sq.m ; one small tug; road access available.
THIRUVANANTHAPURAM
Anchorage Port; Depth 18m.
Pier 240m in length, 6m depth at the end; Four godowns of 325 sq.m each; Open stacking area of 1200 sq.m; Road access available.
KOLLAM (Thankasserry) Depth 6m. Breakwaters and calm basin, basin depth of 6m; godowns of 750 sq.m; road access available.
NEENDAKARA
Inside breakwaters 2.5m; Anchorage
Port.
Breakwaters and calm basin for barges, lighters etc. basin depth 2-3m; RCC wharf 70m in length ; one closed godown, 300 sq.m; four nos. self-propelled barges of 200-T capacity each; one 10-T bollard pull tug and one small tug; road access available.
ALAPPUZHA
Anchorage port; One pier 387m in length, 5m water at the end. Three pairs of trolley lines and 108 trollies for cargo movement on the pier; road access available.
MUNAMBAM / KODUNGALLUR
5m Breakwaters and calm basin available
PONNANI
2m on sand bar. RCC wharf 294m long and 24m broad; one closed godown of 300 sq.m; open stacking area of 5000 sq.m. ; road access available.
BEYPORE 3.5m
Breakwaters and calm basin for small vessels; wharfs 300 m in length, depth alongside - 3 - 4 m; 5 nos. wharf crane 3 tonnes capacity each; 2 godowns of 600 tons capacity; 3 nos. of small tug ; 12 ton bollard pull; road access available.
KOZHIKODE
Open roadstead.
Five nos. closed godowns having total area of 630 sq.m and
open cargo shed of 450 sq.m; road access available.
THALASSERRY
Open roadstead. Two godowns of 150 sq.m.
KANNUR
Open roadstead. One godown of 133 sq.m.
-
Name of ports and location:
Latitude/Longitude. Depth Facilities Available
AZHIKKAL
3m.
Breakwaters under construction, calm basin available with average depth of 5m ; RCC jetty 38m long; one hand-operated crane; one 200 hp tug; large extent of vacant land available for acquisition and development.
KASARGOD
1.5m on the sand bar.
No infrastructure facilities. There is scope of reclamation of approx. 100 acres of land, which can be utilised for providing in infrastructure facilities.
MANJESWARAM
(KASARGOD DISTRICT) Green field site.
KAYAMKULAM
(ALAPPUZHA DISTRICT) Green field site.
NEELESWARAM
(KASARAGOD DISTRICT) Green field site.
MANAKKODAM
(ALAPPUZHA DISTRICT) Green field site.
Source: http://www.keralaports.gov.in
Azhikkal, Kozhikode/Beypore & Vizhinjam are the active ports. Most of the ports in the State are seasonal in
nature with insufficient infrastructure to handle even medium and small sized vessels throughout the year.
To upgrade the port facilities in the state Govt. of Kerala allowed private investment in
Intermediate and Minor Ports from 1994.
3.2 Port Traffic in Kerala
3.2.1 Cargo Trends
Ports traffic at Kerala State ports in relation with Major Ports & All India Ports traffic since 2000-01 are
presented in Table 3.2.
-
Table 3.2: Traffic Scenario at All Ports vis--vis Kerala ports
Financial
Year
(upto
31
March)
Port Traffic(MTPA) Percent Share
All India Kerala State
Major
Ports
State
&Other
Ports
All India
Ports
Kochi
(Major
Port)
Beypore Other
State
Ports
All State
ports
Kerala
Ports
Kochi/
All India
Kerala/
All India
Beypore/
Kerala
(1) (2) (3)=
(1)+ (2)
(4) (5) (6) (7)=(5)
+ (6)
(8)=(7)+
(4)
(9)=(4)*
100/(3)
(10)=(8)
* 100/(3)
(10)=(5)
* 100/8
2000-01 281.1 87.2 368.3 13.12 0.090 0.070 0.160 13.277 3.56 3.60 0.674
2001-02 287.6 96.3 383.9 12.06 0.100 0.028 0.128 12.185 3.14 3.17 0.823
2002-03 313.7 108.3 422.0 13.02 0.080 0.009 0.089 13.113 3.09 3.11 0.609
2003-04 344.8 118.9 463.7 13.57 0.052 0.007 0.060 13.632 2.93 2.94 0.383
2004-05 383.6 140.0 523.6 14.10 0.076 0.008 0.084 14.179 2.69 2.71 0.538
2005-06 423.6 145.4 569.0 13.89 0.124 0.011 0.135 14.022 2.44 2.46 0.883
2006-07 463.8 181.0 644.8 15.26 0.160 0.013 0.173 15.430 2.37 2.39 1.036
2007-08 519.3 201.2 720.5 15.81 0.135 0.012 0.147 15.957 2.19 2.21 0.848
2008-09 530.3 215.0 745.3 15.21 0.140 0.013 0.153 15.361 2.04 2.06 0.911
Source: Department of Transport Research, Ministry of SRTH, Govt. of India, IPA & GoK
Overall share of traffic at Kerala ports in All India Traffic has dropped from 3.6% in 2000-01 to 2.06% in
2008-09. The traffic trends at Beypore and other ports of Kerala since 2001 are presented in Fig 3.1:
Fig 3.1: Traffic trend Kerala state ports (excl Major port)
Source: CES In-house Assessment
A3.2.2 State Port Traffic (Loaded & Unloaded)
In 2007-08 port traffic handled in Kerala was about 16 MT, of which Kochi alone handled about 99% (15.8
MT) and other ports handled only 0.147 MT). Table 3.3 shows the traffic trends (loaded and unloaded) at
various State Ports.
Traffic trend
0
50
100
150
200
2001
2002
2003
2004
2005
2006
2007
2008
2009
'000
T
Beypore Ports excluding Beypore Kerala State Ports
-
Table 3.3: Traffic Loaded & unloaded at State Ports
(000T)
Years Cargo Azhikkal Beypore Vizhinjam Neendakara Others Total
20
00-0
1
Unldd 46.1 11.7 57.8
Ldd 2.7 43.5 4.1 51.6 101.9
Total 2.7 89.6 15.9 51.6 159.7
% 1.7 56.1 10.0 32.3 100.0
20
01-0
2
Unldd 67.1 21.9 89.0
Ldd 1.0 33.2 4.8 39.0
Total 1.0 100.3 26.7 128.0
% 0.8 78.3 20.9 100.0
20
02-0
3
Unldd 0.1 47.7 2.6 50.4
Ldd 0.1 32.2 6.9 39.2
Total 0.2 79.9 9.5 89.5
% 0.2 89.2 10.6 100.0
200
3-0
4
Unldd 34.3 34.3
Ldd 17.9 7.4 25.3
Total 0.0 52.2 7.4 59.6
% 0.0 87.6 12.4 100.0
2004
-05
Unldd 0.0 47.0 47.0
Ldd 0.3 29.4 7.6 37.3
Total 0.3 76.3 7.6 84.3
% 0.4 90.6 9.1 100.0
2005
-06
Unldd 83.6 0.2 83.8
Ldd 40.2 11.0 51.2
Total 0.0 123.8 11.2 135.0
% 0.0 91.7 8.3 100.0
2006
-07
Unldd 0.4 111.5 111.9
Ldd 0.2 48.4 12.1 60.7
Total 0.5 159.9 12.1 172.6
% 0.3 92.7 7.0 100.0
2007
-08
Unldd 72.0 72.0
Ldd 0.3 63.2 11.5 75.0
Total 0.3 135.3 11.5 147.0
% 0.2 92.0 7.8 100.0
Source : Port Department, Government of Kerala
Unldd: Unloaded; Ldd: Loaded
Details of Traffic loaded and unloaded from different types of ships are placed as 3.2.
The loaded & unloaded cargo at the state ports has been as under in Fig 3.2.
-
Fig 3.2: Unloaded & Loaded cargo at State Ports
Source: CES In-house Working
Since 2002-03 mainly Beypore & Vizhinjam are the two ports handling state cargo traffic, Beypore mainly
about 85-90% and Vizhinjam less than 10%. Azhikkal was handling very negligible percentage of cargo
which has even dropped to a bare 0.17% in 2007-08. No cargo was handled at Neendakara after 2000-01.
Port-wise cargo trend is presented in Fig 3.3.
Fig 3.3: Port-wise cargo at state Ports
Source: CES In-house Working
In 2008-09 Beypore handled about 140,000 MT port cargo (about 92%) out of total state
port cargo traffic, which was around 153,000 MT.
3.2.3 OD of Kerala State Ports
The Ports of Kerala, based on the DGCIS data on movement of cargo by Rail & IWT
modes, the OD of traffic is as under:
Unloaded & Loaded Traffic at State Ports
0
20
40
60
80
100
120
2001 2002 2003 2004 2005 2006 2007 2008
'00
0T
Unloaded Loaded
Percent Share of Ports in Traffic
0
10
20
30
40
50
60
70
80
90
100
2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08
Per
cent
Azhikkal Beypore Vizhinjam Neendakara
-
Traffic from & to Kerala 73 %
Traffic from Tamilnadu as 26% &
Balance 1 % from Delhi, Assam 7 other parts.
3.2.4 Ship Calls at Kerala State Ports
During 2004-05, 247 vessels called at the state ports. Of these 156 were the sailing vessels & 91 ocean going
ships. See Fig 3.4
Fig 3.4: Vessel Mix at Kerala State ports
Source: CES In-house Working
Vessel Mix at Kerala State Ports 2004-05
63%
Sailing
Vessels
37%
Sea Going Ships
-
MACRO ANALYSIS OF BREAK BULK CARGO AT ALL INDIA LEVEL (MATHEMATICAL MODELS)
4.1 Presently only Break Bulk (BB) commodities are being handled at the State Ports. (Appendix 3) An attempt
has been made to assess the BB cargo at the State Ports of Kerala as a percent share of overall BB at Indian
Ports.
4.2 BB aggregation at ports is accounted by a large number of port users and covers a wide spectrum of commodities.
Projection based on end user approach for BB is likely to be too complex to deal with. Over the years from 2001 to
2008 the BB traffic handled at All India, Kochi & Kerala ports are presented in Table 4.1
Table 4.1: Break Bulk Traffic trends at All India, Kochi , Kerala State ports & Karnataka Ports
Year BB Traffic (MTPA) % Share of in AI( BB)
All
In
dia
(A
I)
Koch
i
Sta
te P
ort
s
Ker
ala
(Tota
l)
Karn
atk
a
Ker
ala
&
karn
atk
a
Ker
ala
Karn
atk
a
Ker
ala
&
karn
atk
a
Ker
ala
Sta
te
port
s
2001 62.0 1.0 0.160 1.157 2.087 3.244 1.87 3.37 5.23 0.26
2002 66.9 1.0 0.128 1.110 1.991 3.101 1.66 2.98 4.64 0.19
2003 78.4 0.8 0.089 0.913 2.009 2.922 1.16 2.56 3.73 0.11
2004 84.3 0.8 0.060 0.909 4.044 4.953 1.08 4.80 5.88 0.07
2005 97.4 0.7 0.084 0.831 4.582 5.413 0.85 4.70 5.56 0.09
2006 100.1 0.9 0.135 1.015 5.342 6.357 1.01 5.34 6.35 0.14
2007 127.3 1.0 0.173 1.182 8.179 9.361 0.93 6.42 7.35 0.14
2008 138.4 0.7 0.147 0.818 11.02 11.84 0.59 7.96 8.55 0.11
CAGR
2001-08 12.2 -5.5 -1.2 -4.8 26.8 20.3
2004-08 13.2 -5.7 25.1 -2.6 28.5 24.3
Source: Major Port Profile, IPA
Port Dept., Kerala
4.3 In the All India scenario of BB traffic the share of Kerala ports has declined from 1.87% in 2001 to 0.59% in 2008
as depicted in Table 4.1. However the share of Kerala & Karnataka has shown an increasing trend generally from
5% in 2001 to 8.5% in 2008. The share of BB in Kerala State Ports (other than Major port, Kochi) has declined
from 0.26% to 0.11% over the same period.However, in last four years the BB traffic at Kerala State Ports has
shown some increasing trend. The annual compounded growth has been very high (25.1% p.a.)
4.4 For estimation of Break Bulk cargo at All Indian Ports the consultants have used the following models Time
trend Analysis - Port traffic (BB) & time
Growth Method - Port traffic (BB) & the achieved growth over the past
Regression Analysis - Port Traffic (BB ) & GDP
-
To estimate the future of BB cargo in All India level, four different mathematical methods have been tried,
namely growth method, time trend method & regression (linear & power function) with GDP as independent
variable. The results are given in Table 4.2
Table 4.2: Various Mathematical Models tried for estimation of BB- All India
Particulars Growth Method Regression Time trend
Power Function Linear
Dependent
variable
BB Traffic BB Traffic BB Traffic BB Traffic
Independent
Variable
GDP GDP Years
Equation Y= (-)0.000056*
(GDP)^1.41943
Y=GDP*0.0054
9-37.63
Y=Year*10.53
47-210022
Regression
coefficient
0.96912
0.96911
0.962748
Growth
Expected
12 % growth at
All India level
(2009-10) to 10%
by (2029-30)
Gradually decreasing from 8% (2009-
10) to 6.5% (2029-30)
Source: CES In-house Working
The future prospects of BB at Indian ports with all the above mathematical models could be as in Table 4.3.
Table 4.3: Future BB traffic at all Indian Ports
by different Methods
(MTPA)
Years Future BB at All Indian Ports
Regression Time Trend % Growth
Method Linear with
GDP
Power
function with
GDP
2010 156 161 152 155
2011 171 179 162 173
2012 188 199 173 193
2013 205 222 183 216
2014 224 246 194 241
2015 244 273 205 269
2020 365 453 257 456
2025 528 734 310 755
2030 742 1159 363 1223
Growth (%) 8.55 10.96 4.69 11.50
Source: CES In-house Working
As the present growth rate of BB is about 12% pa (Table 4.1), hence the results of regression by Power function
with GDP as independent variable, where the CAGR is 11% in over next 20 years, have been adopted and further
split to get BB traffic at other Kerala ports. The obtaining share of Kerala State Ports in All India was 0.13% (over
last 3 years 2005 to 2008). Thus in initial year share of state port has been taken as 0.15% and the same increases
-
to 0.35% by 2030 (Growth of about 4% p.a.). So the future BB traffic at Kerala ports could be as under in Table
4.4
Table 4.4: Future traffic estimates at All India, Kochi, Kerala State Ports & Karnataka Ports
(MTPA)
Year All
India
(AI)
Percent
Share of
Kerala
&
Karna-
taka
Kerala
&
Karna
-taka
Karna
-taka
Kerala Ports
Total Kochi State
Ports
Bey-
pore
Others
2008
(Actual) 138.0 8.6 11.8 11.0 0.82 0.67 0.147 0.135 0.012
2010 179.0 9.1 16 13.9 2.41 2.24 0.25 0.22 0.02
2011 199.2 9.3 19 15.7 2.80 2.57 0.29 0.26 0.03
2012 221.6 9.5 21 17.7 3.25 2.95 0.33 0.30 0.03
2013 246.2 9.6 24 19.9 3.77 3.38 0.38 0.34 0.04
2014 273.2 9.8 27 22.4 4.37 3.87 0.43 0.39 0.04
2015 302.9 9.9 30 25.2 5.06 4.43 0.49 0.44 0.05
2020 500.2 10.8 54 44.5 9.48 8.53 0.95 0.85 0.09
2025 805.7 11.7 94 76.5 17.81 16.03 1.78 1.60 0.18
2030 1158.9 12.5 145 115.9 28.97 26.08 2.90 2.61 0.29
CAGR
(%)
10.2 1.7 12.1 11.3 17.6 18.1 14.5 14.4 15.6
Source: CES In-house Working
Port Capacities
On 31st March 2008 the Port capacities for handling Break Bulk commodities was as
given in Table 4.5.
Table 4.5 : Port capacities for handling Break Bulk commodities
Source: Major Port Profile 2007-08 IPA; maximum BB handled in the last 8 years taken
as capacity of other ports.
On Macro basis there will be shortfall in the port capacity in these two states in 2016 onwards.
Particulars Capacity Percent Share
Major Ports 144 78.3
Other ports 40 21.7
Karnataka
(NMP+Max at Other Ports)
18.1 9.8
Kerala
(Kochi +Max at Other Ports)
4.5 2.4
Kerala & Karnataka 22.6 12.5
All India 184 100
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Summary of Traffic Forecast as per Approach I
Over the last decade the maximum traffic handled at Beypore had been 160 thousand tones (2006-07).
Considering 160000T as capacity of Beypore Port, the additional traffic requiring port facilities in near
future could be as given in Table 4.6:
Table 4.6 : Summary of Traffic Forecast
Year Expected
Traffic
at All
Indian
ports
Share
Of
Kerala
Ports
Expected
at
Kerala
State
Ports
Expected
at Beypore
Capacity
Additional
Traffic
Requiring
Port
Facilities
(MTPA) % 000T 000T 000T 000T
2007-08
(Actual)
138 0.106 147 135 160
2011-12 199 0.163% 258 237 160
77
2012-13 222 0.170% 303 279 160 119
2013-14 246 0.178% 356 328 160 168
2014-15 273 0.185% 418 384 160 224
2019-20 453 0.229% 914 840 160 680
2025-25 734 0.283% 1949 1793 160 1633
2029-30 1159 0.350% 4056 3732 160 3572
By 2030 the port has to be capable to handle at least 3732 MT of Break Bulk Cargo.
Any modifications of the existing facilities will not be sufficient to handle the expected potential.
-
ESTIMATION OF TRAFFIC BY END USERS METHOD
5.1 Traffic forecast for the Beypore port is carried out under three scenarios namely
Scenario 1 With doubtful Development of Azhikal & Ponani Port
Scenario 2 With definite Development of Azhikal & Ponani Port
Scenario 3 Traffic for Lakshadweep Jetty
The following sections give the detailed working of various commodities for each Scenario
5.2 Scenario 1 ( With doubtful Development of Azhikal & Ponani Port)
5.2.1 Medium Traffic Potential
POL Products
Presently MS Oil, High Speed Diesel& SKO are the POL products needed in the districts in & around
Kozhikode. All these are brought to the Depots of IOC & HPCL through rail & road from Cochin &
Mangalore. IOC & HPCL cater to the demand of the districts in and around Kozhiokode. The present
capacities & operation of IOC & HPCL is as under.
IOC
The daily storage capacity at the IOC Depot is 19373 Kl. The product wise capacities are as in Table 5.1
Table 5.1 Storage Ca