Coastal Shipping _ DG SHIPPING

8/9/2019 Coastal Shipping _ DG SHIPPING

1/45

;i*5''iliTt

OF

THE

COMMITTEE

ON

STANDARDS

FOR

COASTAL

&

INLAND

VESSELS;

SEA

LIMITS

FOR

INLAND

VESSELS;

AND

INCENTIVE

SCF{EME

FOR

MODAL

SHIFT

OF CARGO

FROM

ROANRAIL

TO

WATERWAYS

Submitted

on

8k

January

2014

SHIPPING

GOVER1IMENT

OP INDUI

"whoever

controls

the

Indian

ocean,

dominates

Asia,

This

ocean

is

the

key

to the

seven

seas

in

the

twenty

I

century,

the

destiny

of the

world

wiil

be

decided

in

these

waters,'.

ffi

#;{th

rE\ur:Y

INISTRY

OF

-

Alfred

Thayer

Mi

^'l

':_)


2/45

PREFACE

Maritime

transport

has

been

recognized

as

the

most

fuel

efficient,

cost

effective

and

environment

friendly

transport

system.

All

developed

countries

have

based

their development

on

their

efficient

maritime

infrastructure

and

policies.

2.

The

issues,

as

terms

of

reference

before

the

Committee,

are

fundamental

issues

affecting

coastal

shipping.

The

Committee

has

endeavored

in

the report

to

suggest

pragrnatic

and

"doable" recommendation

for implementation.

3.

It

is

expected

that

the

relaxation/increase

in

the

area

of

operation

of

Inland

vessels

will

supplement

our coastal

fleet

capacity.

Besides,

cost

effective

construction

and

operation

standards

fbr

inland

vessel,

I

believe,

will

integrate

the

operations

of

inland

vessel,

coastal

vessels

and

the foreign going

vessels across

the

country. Further,

incentive

support

to

the

coastal

vessels

is

expected

to boost

coastal

shipping

and

bring

in

the

desired

ideal

modal

mix

which

will

have

direet

as

well

as

indirect

impact

on

the

country's

fuel

bill resulting

in

reduction

of

fuel

cost,

creating

positive

social

and

environmental

impacts.

4.

The

expert

inputs,

able

guidance

and

assistance

of

the Committee

members

and

the

valuable

services

of

the concerned

officials

in the

Ministry

are

gratefully

acknowledged.

The

co-opted

members

from

various

organizations

had played

avital

role

in

the deliberations

of

the

Committee.

5.

The

inputs given

by

Mr.

Gautam

Chatterjee,

Director

General

of

Shipping,

Mumbai

were

invaluable.

The support

rendered

by

ICC

Shipping

Association

by

way

of

KpMG

study

report has

been

extremely

useful.

The

Committee

benefitted

from

the

presence

and

valuable

insights provided

by

co-opted

members

including

Shri

Arun

Sharma

of

Indian

Register

of

Shipping,

Shri

Anil

Devli

and

Capt.

Kekre

from

Indian

National

Shipowners'

Association,

Shri

Atul

Jadhav

from

All

Goa

Barge

Owner's

Association

and

Capt.

Sudhir

Subhedar,

Capt.

Kiran

Kamat,

Shri

Aditya

Suklikar

from

ICC

Shipping

Association.

The

Committee

also

benefitted

from

the

presence

and

inputs

from

capt.

Suraj

and

capt.

shri

p.

p.

sinha

from

Directorate

General

of

Lighthouse

&

Lightships.

6. I

hope

that

the

Report

and

recommendations

contained

in

it

are

useful

to

the

Government

in promoting coastal

shipping

and inland

water

transportation

in

our

country.

Captain

P.V.K.

Mohan,

chairman

of the

committee

&chairman

Nationar

s.hipping

Board

8'n

January

2014


3/45

EXECIITIVE

SUMMARY

1.

Coastal

shipping

in

India

presently

accounts

for

only

|yo

ofthe

overall

cargo

movement,

which

is

low

eompared

to

other

developed

countries

in

Europe

and

Asia'

The

coastal

shipping

in

most

of

the

countries

has

flourished

due

to focused

policy

interventions.

2,

There

has

been

demand

to

extend

IV

limits

for

sea

for

better

utilizing

the

available

coastal

fleet.

Correspondingly,

the

safety

standards

(manning

and

technieal

standards)

required

review.

The

Ministry

of

shipping

ser

up

a

Committee

under

the

Chairmanship

of

Capt.

P.V.K.

Mohan

for

looking

into

the

issues

of

Inland

Vessel

limits,

standards

for

coastal

and inland

vessels

and

providing

an ineentive

scheme

for

modal

shift

of

cargo.

The

Committee

after

detailed

deliberations

has

made

the

following

recommendations:

(i)

After

due

deliberations

and

discussions

with

the

stakeholders,

the

Committee

has

suggested

some

workable

standards.

The

Committee

has

noted

that

the

Directorate

General

of

Shipping

has

issued

DGS

Crder

No.

18

dated

31.7.2013

with

respect

to

the

new

standards

for

adoption

by required

by

River

Sea

Vessels.

The

Committee

noted

that

the

same has

been developed

with

the necessary

input

from

the

Indian

Register

of

Shipping

(IRS)

as

well

as

inputs

from

the

industry

inputs

and,

therefore,

no

further

reoommendation

in

this

regard

are being

made

by the

Committee.

(ii)

To

fix

Iniand

Vessel

Limit (IV)

and make port

wise

recommendation

-

India

is

a

party

to

United

Nations

Conventions

on Law

of

Seas

(I-JNCLOS)

in

which

the

different

maritime

zones

are

demarcated.

'Ihe

Ministry

of

External

Affairs,

the

administrative

ministry

for

LI{CLOS,

has

under

the

Maritime

Zones

Act,

notified

the

baseline

for

the

entire

Indian

coast

vide

notifieation

No.

SO IITT (E)

dared

1'9.2A09,

The

water

inwards

of

the

baseline

has

been

treated

as

inland

waters

which

has

been

aceepted

by

the

Committee

as

the

limit

for

inland

vessels.

Based

on

the

recommendations

of

the

Committee,

the

Directorate

General

of

Shipping

has

accordingly

issued

the

order

on

16th

September

2013.

However,

IWAI

has

to firm

up

the

guidelines

so

that

the

same

ean

be

applied

by

the

states concerned.

ilPage


4/45

(iii)

To

formulate

an

incentive

seheme

for

modal

shift

of

oargo from

raillroad

to

inland

waterways/coastar

shipping

-

the

committee

deliberated

in

detaii

on

the

various

incentive

scheme

options

for

promoting

modal

shift

and

keeping

in

view

the implementation

issues,

cost

of

subsidies

and

fund

requirements,

recommended

the following

incentives/measures

for

promotion

of

coastal

shipping:

1.

In

ease

of

bulk

oargoes

all

new

coastal

cargoes

on

Indian

flag

vessels

on

demonstration

of

a fresh

modal

shift

will

be eligible

for

an incentive

@

of

50

paisa

per

tonne

per

nautical

mile

upl.o

a

maximum

of

500

nautieal

miles.

The

ioading

ports

will

administer

the

release

of

incentive

based

on

their

reeords

of

coastal

movement

by

a

particular shipper.

These

major ports

will

be

eligible

f


5/45

4.

60%

at

both

ends.

The

difference

of

20%

may

be reimbursed

to

major

ports

by

Government

periodically.

The

above

schemes

may

be

operationalised

for

a

period

of

five

years.

Meanwhile,

the

committee

expects

that

two way

cargo

movement

develops

by

the

increased

awareness

of

the

benefits

of

ooastal

shipping.

It

is

therefore

recommended

that

necessary

infrastructure

at

major

and

non-major

ports

are

developed

to

cater

exclusively

to

coastal

cargo

movement.

For

shipbuiiding,

of

coastal

eargo

vessels,

the

committee

recommends

that

a

total

excise

and

customs

duty

waiver

may

be

given

for

the

raw

materials.

This

incentive

will

motivate

shipyards

from taking

up vessel

construction

of

coastal

ships.

5.

iiilPage


6/45

TAT3I,

11

OF

COhI]'E]\TS

CHAPTER

1.'

INTRODUCTION

CHAPTER

2..

COASTAL

SHIPPING AND IWT

IN INDIA

Pg.

Pg

No.

I

No.5

Iti

21

Pg, No.

Pg.

No.

CHAPTER

3:

STANDARDS

FORCOASTAL

&

INLAND

VESSELS.,.,

......

ps.No.

I4

CIUPTER

4,, SEA

LIMITS

FOR

INLAND

VESSELS.,,.

CHAPTER

5,. INCENTIVE

SCHEME

TO

PROMOTE

MODAL

5H1FT..,,,.,.

T.,,IST

OF'TABLES

Table

L'

Environment

cost

and

Accident

cost............

Table

2:

Trffic

at

major

ports

(otterseas

and

coastal)

during

pas

rwo

years....

Table

3: Trffic

handled

at

minor

and

intermediate

ports

during

2012

-2013

and 201I

-2012

.....,

Table

4: Trffic

handled

at

minor

and

intermediate

ports

during

2012

-2013

and

20I

j

-20.,2

......

Table

5:

Commodity

specific

routes

andvolumes

Pg.

no.

I

Pg.

no.

B

Fg.

no,

9

Pg.

no.

l'

Pg.

no,

2:


7/45

CHAPTER

1 : II\:TRODUCTION

Background

1.1

Environmental

threats

and

the

climate

change

emerging

from greenhouse

gas

(GHG)

emissions

have

been

attracting

countries

all

over

the

world

to

concentrate

their

focus

on promoting

a

modal

shift

in

cargo

transportation

from

road

to waterways.

Besides,

the Indian

coastline

and

our

waterway

resources

are

grossly

underutilized

when

it

comes

to

moving

domestic

cargo.

Modal

shift

also considerably

brings

down

logistic

and fuel

consumption

costs.

There is

also

social

cosit

benefit from

decongesting

roads

and

minimizingroad

accidents.

The

approximate

estimation

of

savings

on

account

of

modal

shift

in

terms

of

environmental

costs

and social

cost is

given

in Table

1

below:

Table

1:

Environment

cost

and Accident

cost

ENWRONMENT

COST

PER

TONNE.KM

ACCIDENT

COST PER

TONNE-KM

MODE

Road

(Freight)

Rail

(Diesel

Traction)

Rail

(Ele:ctric

Traction)

Airways

MODE

Road

-

Rail

-

COST

Rs. 0.202

Rs.

0.051

Rs.

0.015

Rs.

0.690

COST

Rs.

0.062

Rs.

0.001

Coastal

Shipping

Rs.0.030

Source;

Flanning

Commission's

Total

Transport

system

Study

by MTES

I.2

The

definition

of IV

limits

under

the

IV Act,

includes

the terms

sm66f[

and

partially

smooth

waters,

as

refemed

in

the Merchant

Shipping

Act

and

such

vessels

a,s

per

their

standards

)

are

permitted

upto

2

meters

wave

heights

dependin6S

on

weather

conditions.

The

States

of

Gujarat,Maharashtra

and

Goa

have

already

got

conducted

significant

wave

height

studies

of Indian

National

Centre fon Ocean

Informatics

Sciences

(INCOIS)

showing

limits

having

v/ave

height

of

less

than

1.80

m.

There

have

been

demands

from

the industry

that


8/45

these

waters

to

be

declared

as

partially

smooth

nature

by

Ministry

of

Shipping

to facilitate

declaration

of

new

IV limits.

There

have

also

been

demands

to

declare

inland

water

limits

upto

12

nautical

miles

seaward

from

the

baseline

for

utilization

of

tonnage

to

a

great

extent.

1.3

To

bring

more

focus

in its policy

approach

towards

coastal

shipping

and

inland

waterways,

the

Ministry

of

Shipping

constituted

a

Committee

under

Chairmanship

of

Chairman,

National

Shipping

Board

with

the

following

composition:

capt P.v.K.

Mohan,

Chairman

National

Shipping

Board

Chair:man

shri

M.

C. Jauhari,

Joint

Secretary (Shipping)

M/o

shipping

Member

Shri

C.B.

Singh,

Adviser,

IWo

Shipping

Member

Shri B. Poiyaamozhi,

Development

Adviser (ports)

Iwo

Shipping

Member

shri M.

M.

Hasija,

Dy.

Financial

Adviser,

ld/o

Shipping

Member

capt. L.

K.

Panda,

Nautical

Adviser

to

GoI,

DG

shipping

Member

Shri

S.

Dandapat,

Chief Engineer,

IWAI

Member

Shri

M.K.

Saha,

Director

(Traffic),

IWAI

Member

Shri R.

P.

Khare,

Chief Engineer,

IWAI

Member

Shri B.

Krishnamoorthy,

Dy.

Secretary

(MA

&MG),

N/Vo

Shipping

Member

Secretary

I.4

The

Committee

could

also

co-opt

representatives

from

the Industry

viz,

Indian

Register

of

Shipping,

Indian

National

Shipowners'

Association (INSA),

ICC

Shipping

Association

(ICCSA),

etc

as

and

when required.

Terms

of Reference

1.5

The

terms

of reference

of

the

Committee

are:

i.

flo

recommend

standards

required

for

coastal

and

inland

vessels

as

different

from

seagoing

vessels (both

manning

as

well

as technical

standards)

including

review

of

existing

standards;

ii.

To

fix

Inland

vessel (IV)

limits

and

make

port-wise

recommendations;

and


9/45

iii.

To

formulate

an

Incentive

scheme

for

modal

shift

of cargo

from

r ail r

o

ad

to inland

waterways/co

astal

shipping.

The

order

for

setting

up

the

committee

is

at

Annexure

I.

Progress

of

work

1,.6

The

Committee

held

six

meetings

on25.4.2013,

20.6.2013,

rr.7.2013,

3I.7.2013,21.8.2013

and

12.9.2013

to

deliberate

various

aspects

within

the

ambit

of its

Terms

of

Reference.

I.7

The

Committee

entrusted

the representative

of

the

Indian

Register

of

Shipping

and

the Directorate

General

of

Shipping

the

task

of

assisting

it

with

respect

to

the

standards

for

coastal

and inland

vessels.

1.8 As

regards

fixing

Inland vessel

Limits

and

make

port

wise

recommendations,

the

Committee

requested

the

representatives

from

the

Directorate

General

of

Shipping

and

the

Inland

Waterways

Authority

of lndia

(IWAI)

to study

the

existing

legislation

and the

outcome

of

the

deliberationrs

on

the

issue

were discussed

at

other platforms

like

the Maritime

State

Development

Council

(MSDC)

Meetings,

National

Shipping

Board

(NSB)

meetings.

The

Committee

also

noted

that

different ports

have

determined

their

port

limits

for

their operation

and

notified

the

same

as

per

the

State

or Ports

rules.

There

was

no

uniformity

in

the

declaration

of

limits

which

was

based

on

commercial

operations.

Thus,

it was

felt

that

instead

of making port

wise

recommendat;ions

for

the operation

of IV

Craft.,

it

would

be

appropriate

if

a uniform

standard

and

area

of

operation

could

be

adopted

with room

for

expansion

at a Iater

stage.

This

will

help

in

development

of Inland

and

Costal

maritime

traffic.

as

the

trade

develops.

I.9

The formulating

of

an

incentive

scheme

for

modal

shift

of

cargo

from rail

road

to Inland

waterways/costal

shipping

was

a

challenging

task.

The focus

was

to formulrte

an incentive

mechanism

more particularly

a

sustainable

one

which

generates

incremental

increase

in

outcome.

The

mechanism

so

devised

could

be

operationalised

within

a

framework

in

which

the

Ministry

of

Shipping is

able

to

administer

the

scheme

efficiently.

In

its

efforts

towards

framing

the

scheme,

the

Committee

immensely

benefitted

from

the

inputs provided

by Indian

Coastal

Conference

Shipping

Association

(ICCSA)

as

they

had

got

a

study

conducted

by KPMG

on

the

present

trend

of

coastal

cargo

movement

and in

identifuing

scope

for

improvement.


10/45

Organization

of the Report

1.1 1 The

report has

been

divided

into five

chapters.

Chapter

1 is introductory

in

nature

giving

in

brief

the

background

leading

to

the formation

of

the

Committee,

its

composition, Terms

of

Reference

and

programme

of

work.

Chapter 2

gives

the coastal shipping

and inland

waterways

scenario

in

India, the

importance

and need

for modal

shift.

Chapter 3, 4

and

5 covers

the background

on the three issues

involved

and the

recommendations

on

each of the three

Terms

of References respectively.

****{


11/45

CHAPTER 2:

COASTAI

SHIPPING

A}ID

INI"AND

WATER

TRANSPORT

SCENARIO

IN

IIIDIA

Fig 1:

Modal Mix

of

Domestic

Cargo

Fig 2:

Cargo

Mix

of Indian

Coqstal Cargo

(2011-12)

Source:

WMG

Analvsis

In India,

Rail

and road

accovrft

for

57Yo

and

30%

respectively

whereas coastal

shipping

presently

accounts for

only

7Yo

of

the

overall

cargo

movement,

which is

very

low

compared

to other

developed

counties.

Apart from

the fact

that the

developed

countries have

an

advantage

of better

coastal

shipping

infrastructure,

coastal

shipping

in

most

of

these

countries

has

flourished

due to

focused

policy

interventions.

The coastal

shipping fleet

and

related

traffic

flow

in

developed

countries

are

of

a

higher

scale

compared

to

India.

,2.3

Currently, most

coastal

movement

that is

witnessed

is

of

POL

(mainly

govemment

cargo),

coal

and iron

ore

(captive

use).

However,

therq

is

evidence

of

marginal

increase

of break

bulk by

way

of

containers'

movement

over

last

5

years.

Commodities

presently

handled

by coastal

shipping

in India

is largely

bulk

and break

bulk

cargo. Movement

of

general

cargo through

coastal

5

2.2

Countries such

as

China

have an enviable

percentage

of

460/o

and

8.3oA,

United

States

14

and 8.3%

and Europe

in

general

uses 43Yo

of waterways

in

freight

transport.

The

dependence

on

the Road

and rail

sector

for

freight

movement

is

going

to increase

the logistic

cost considerably,

which

is at

a

very

high level

of

18oZ

compared

to

just

about 6Yo in

developed

countries.

llote: thue

of

lffiwhich i3 stimatBd to b

O-5%irincludd

in

mtakhipping


12/45

shipping

is

presently

very limited

in

quantity.

The

category

of

'others'

in

f\g.2

above is largely

general

cargo

which has

seen

a marginaL increase

in

the

past

five

years.

This

is

largely

attributed

to

the

growth

of

containerized

cirgo,

especially

cargo such

as marble,

tiles,

bentonite,

soda

ash

etc

and increase

in

movement

of

project

cargo

through

coastal

shipping. However,

with

a

change in

India's

trade

pattem,

especially

the

"Look-East" policy,

the

existing

pattern

of

coastal cargo

movement

may

also

change

in the

coming

years.

This is

more

so

in

view of the expected

to

growth

in EXIM

trade

at

anaverage

rate

of 7Yo.

2.4 Indian

major

ports

do not

have

dedicated facilities

to

coastal

shipping

and

coastal

vessels

are looked

at

by

ports

from

the

view

point

of

its

ability to

generate

revenue.

The

upgradation

of infrastructure

standards

in

port

faciltities

and

development

of

connectivity

infrastructure entails

lot

of

capital

infusion.

Facilities

at

ports

like

Sir

creek, Dahej,

Porbandar,

}irazira,

Ratnagiri

lJaigarh,

Karaikal,

Ennore,

Krisnapatnam,

Kakinada,

Gopalpur, Haldia

can be

rnade

capable to handle

exclusive

coastal

cargo improving

India's

carbon foot

prirrt.

2.5

The

problems

of

low

draft, inadequate

dredging

and

its

maintenance,

slow

pace

in

development

of

new

ports,

port

tariff

structures,

and such other

transaction costs

of

customs

and immigration

have

also been

affecting

costal

shipping. In

the

past,

the flow

of bulk

goods

from

west coast

hinterlands

to the

east coast

hinterlands always

followed

the

coastal

route.

For

instance,

coal

from

Kolkata

was

carried

in

bulk

on regular

basis

by coastal

vessels

to

ports

around

the country

right

up to Kandla

and Bhavnagar

and

salt

in

bulk

was carried

lback

to Kolkata either

from Kutchh ports

or Tuticorin.

2.6 The

commodity-wise

coastal

traffic

overseas, coastal

and total

at major

and

non major

ports

are

given

at

Table

2

and

Table

3

respectively.

2.7 Traditionally

the

west

coast

ports

have

been handling

industrial

and

finished

products along

with

the

petroleum products,

whereas

the

east

coast

ports

have

been

handling

the

bulk

and mineral

products.

2.8

Unavailability

of consolidated

cargo, return

cargo

and

general

lack

of

awareness

among shipper

community

is

generally

the

cause of low

coastal

shipping movement.

On the

contrary,

the high

penetration

level

of

road

followed

by

rail

coupled

with

the

ability

to effect door-to-door

movemerrt

of

cargo makes

the field

tougher

for

coastal

shipping.

2.9 The Karachi

-

Rangoon

stretch

vide

Colombo

was designated

as coastal

route. The

ships

carried

rice

in

bulk

as

well

as bags

right

from

Rangoon

to


13/45

Chennai, Tuticorin

and across

to Kochi

and even

to Kandla

and on

the return

journey,

salt,

cement and

clinker

were

the

cargo carried

to

Kolkata.

Coastal

vessels freighted

small

parcel

sizes

of

general

cargo

such

as

spices,

tea, coffee,

cashew nuts

coir

and

jute,

until

efficient

containerization

and equally

rapid rail

and road systems

took

over.

However,

due

to

missing

unitization

phase

containerization

took long

time

to catch

up with

modern

transpoftation.

This

marked

the shift of

proportionate

trading

activities

towards

other modes

of

transport such

as

rail

and

road

rather

than coastal

shipping.

From

1992

to 2002,

the coastal fleet

tonnage

had

been hovering

around 0.47

million

GT and

had

increased

only marginally

to 0.6 million gross

tonnes

(GT)

in

2003.While

the

Indian

overseas

fleet registered

II73%

growth

in

numbers

from 1951

to 2003,

the coastal

fleet inched

upwards

in

the

colresponding

period

to

2}g%.India's

coastal

fleet

has

been hovering

around

a

meager

level

of

less

than 1 million

gross

tonnage

(GT)

during

the last

five

years.

Out of the 805

coastal vessels

(as

on

March

3I, 2013)

only

146

are

effective

cargo

carrying

vessels

constituting

0.66

million

GRT.

2.10

Ship acquisition is

presently

burdened

with high finance

cost

and low

term of loan.

High

taxation,

duties

and compliance

costs

are of serious

concem

and this is

compounded

by

port

waiting

times, inappropriate

cargo handling

practices

and

facilities.

2.1I

In

order to increase

coastal

trade

and effect

modal

shift,

it

is necessary

to

develop

minor

ports.

Also,

it

is vital

to

provide

for connectivity

of the minor

ports

with the road

and rail

network.

Ports like

the Pipavav port

had suffbred

because

of

the lack

of connectivity.

The Pipavav

-

Surendranagar

rail link

was

established

by the

port

of Pipavav

in

joint

venture

with

the Indian Railways.

Given

the belief that

the Phase

3 of the

National Highway

Development

Programme

would

provide

for

connectivity

to the minor

ports;

higher

priority

and

weightage

needs

to

be

assigned

to this.

2.I2

High

share

of rail

and road

can

be attributed

to

the concessional

rates

provided

for

select

commodities

such as fertilizers

by rail which

makes

it

unviable to

move

the

same

through

other modes

of

transport

over longer

distances.

Subsidy on

diesel

has

resulted

in

actual

cost

of

transportation

by road

being lower

than what

it

truly

is.

2.13

There

is

a

need

for

effective

development

of routes

between

production

and consumption

locations

by

identifuirg

potential

cargo

that

could move by

coastal shipping.


14/45

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Coastal Shipping _ DG SHIPPING

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Transcript of Coastal Shipping _ DG SHIPPING