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Kerala's inland waterways - The right route to development
Sajeev Kumar. V MANY of Kerala's export-based industries that use Kochi port to route their shipments can grow considerably if they tap the potential of the State's inland water transport system. Kochi port is connected to Kerala's hinterland through inland waterways wh ich run virtually parallel to the Arabian Sea and link major trading centres. It should, therefore, be possible to have an industrial belt connecting the port through the inland waterway system for transportation of both raw materials and finished products to and from the industrial units to be located in the belt. The port's cost-effective operations would be an inducement for entrepreneurs to locate such industries along the inland waterway thus providing more cargo to the port and more employment opportunities, according to Mr. P. M. Mohammed Haneef, vice-chairm an, Inland Navigation Section, of the International Transport Workers Federation, which is an international organisation with 130 member-countries. Mr. Haneef, the first Indian to be elected vice-chairman for a four-year term, pointed out that some of Europe's waterway systems, used by container-carrying barges, connected several ports and that it was possible to similarly link Kerala's waterways wi th Kochi port, especially with the industrial belt being promoted. Kochi port is linked to the hinterland by a number of navigable creeks and lagoons on whose banks were various industries requiring transportation of large quantities of bulk goods. Much of this transportation can be handled by large vessels provided the existing creeks between the port and the industrial plants were made more navigable by introducing certain measuers, he said. A number of industrial plants on the banks of Udyogamandal Canal, where the public sector FACT and Travancore Cochin Chemicals (TCC) were located, would benefit if they were able to transport imported raw materials from the port through the waterways. Ho wever, that would be possible only if the canals were maintained properly. The motorised boats, currently not much in use in the Udyogamandal canal, could be deployed in large numbers provided the canal is deepended. Some private firms are already engaged in transporting raw materials from the port through the inland water transport system. The Mumbai-based Ardeshir B. Cursetjee and Sons Ltd was among those engaged in transporting imported liquefied ammonia gas to FA CT. The other cargoes transported through the inland water route include sulphur and furnace oil. According to Mr. Haneef, all investments in major ports were organised under centrally-sponsored developmental schemes. Though the beneficial economic effects of port development were enjoyed by the regional/State economy, no corresponding investments we re undertaken by them.While direct State investment would not be possible in view of the constitutional position and the exclusive control exercised by the Centre under the Major Port Trust Act, 1963, the State governments could involve themselves effect ively in the development process of major ports by providing an efficient inland transport network. The construction of State highways, inland waterways and bridges to facilitate movements of heavy duty trucks and barges would go a long way in reducing the distribution costs of shippers and receivers. When investments were made in major ports to augmen t port capacity, matching investments were required to be made to modernise the inland transport infrastructure network to sustain the increased transportation needs of exporters and importers. State governments could play a supportive role by providing the necessary infrastructure which would, in turn, improve the competitiveness of Indian exports in international markets and lower the landed value of imports in the domestic market. The development of inland waterways transport had assumed added significance in the context of high cost of fuel and the need to conserve it. From experience the worldover, it is clear that inland waterway transport was the most economic mode of transpor t for moving low-value bulk commodities originating from and and destined for places on the waterways. The choice for a particular mode was influenced by a number of factors such as cost to the user, reliability of service, speed, regularity and hesitancy on the part of the consigner to shift to a new mode. The use of mechanised propelled vessels in regions where bulk cargo traffic was expected to be high need not result in reduced employment potential of this mode of transport. On the contrary, the growth in the volume of traffic resulting from mechanisati on could increase employment through the spread of activities incidental to the growth of traffic. Waterways have always been an important mode of transport in Kerala. The total length of navigable route in Kerala was 1,900 kilometers and the navigable rivers constitute about 54 per cent of the waterways. The 41 West-flowing rivers together with the b ackwaters are an integrated part of the inland navigation system in Kerala. The State's inland waterways pass thrrough highly populated regions - the West Coast Canal, for instance. The majority of those inhabiting the region were engaged in traditional industries such as coir, cashew, brick-making and fishin g. Any attempt to develop the inland waterways will favourably impact the well-being of these people. Apart from transporting cargo, the inland waterways of Kerala hold considerable tourist potential for aquatic, sports and other activities for tourists.
Sajeev Kumar. V MANY of Kerala's export-based industries that use Kochi port to route their shipments can grow considerably if they tap the potential of the State's inland water transport system. Kochi port is connected to Kerala's hinterland through inland waterways wh ich run virtually parallel to the Arabian Sea and link major trading centres. It should, therefore, be possible to have an industrial belt connecting the port through the inland waterway system for transportation of both raw materials and finished products to and from the industrial units to be located in the belt. The port's cost-effective operations would be an inducement for entrepreneurs to locate such industries along the inland waterway thus providing more cargo to the port and more employment opportunities, according to Mr. P. M. Mohammed Haneef, vice-chairm an, Inland Navigation Section, of the International Transport Workers Federation, which is an international organisation with 130 member-countries. Mr. Haneef, the first Indian to be elected vice-chairman for a four-year term, pointed out that some of Europe's waterway systems, used by container-carrying barges, connected several ports and that it was possible to similarly link Kerala's waterways wi th Kochi port, especially with the industrial belt being promoted. Kochi port is linked to the hinterland by a number of navigable creeks and lagoons on whose banks were various industries requiring transportation of large quantities of bulk goods. Much of this transportation can be handled by large vessels provided the existing creeks between the port and the industrial plants were made more navigable by introducing certain measuers, he said. A number of industrial plants on the banks of Udyogamandal Canal, where the public sector FACT and Travancore Cochin Chemicals (TCC) were located, would benefit if they were able to transport imported raw materials from the port through the waterways. Ho wever, that would be possible only if the canals were maintained properly. The motorised boats, currently not much in use in the Udyogamandal canal, could be deployed in large numbers provided the canal is deepended. Some private firms are already engaged in transporting raw materials from the port through the inland water transport system. The Mumbai-based Ardeshir B. Cursetjee and Sons Ltd was among those engaged in transporting imported liquefied ammonia gas to FA CT. The other cargoes transported through the inland water route include sulphur and furnace oil. According to Mr. Haneef, all investments in major ports were organised under centrally-sponsored developmental schemes. Though the beneficial economic effects of port development were enjoyed by the regional/State economy, no corresponding investments we re undertaken by them.While direct State investment would not be possible in view of the constitutional position and the exclusive control exercised by the Centre under the Major Port Trust Act, 1963, the State governments could involve themselves effect ively in the development process of major ports by providing an efficient inland transport network. The construction of State highways, inland waterways and bridges to facilitate movements of heavy duty trucks and barges would go a long way in reducing the distribution costs of shippers and receivers. When investments were made in major ports to augmen t port capacity, matching investments were required to be made to modernise the inland transport infrastructure network to sustain the increased transportation needs of exporters and importers. State governments could play a supportive role by providing the necessary infrastructure which would, in turn, improve the competitiveness of Indian exports in international markets and lower the landed value of imports in the domestic market. The development of inland waterways transport had assumed added significance in the context of high cost of fuel and the need to conserve it. From experience the worldover, it is clear that inland waterway transport was the most economic mode of transpor t for moving low-value bulk commodities originating from and and destined for places on the waterways. The choice for a particular mode was influenced by a number of factors such as cost to the user, reliability of service, speed, regularity and hesitancy on the part of the consigner to shift to a new mode. The use of mechanised propelled vessels in regions where bulk cargo traffic was expected to be high need not result in reduced employment potential of this mode of transport. On the contrary, the growth in the volume of traffic resulting from mechanisati on could increase employment through the spread of activities incidental to the growth of traffic. Waterways have always been an important mode of transport in Kerala. The total length of navigable route in Kerala was 1,900 kilometers and the navigable rivers constitute about 54 per cent of the waterways. The 41 West-flowing rivers together with the b ackwaters are an integrated part of the inland navigation system in Kerala. The State's inland waterways pass thrrough highly populated regions - the West Coast Canal, for instance. The majority of those inhabiting the region were engaged in traditional industries such as coir, cashew, brick-making and fishin g. Any attempt to develop the inland waterways will favourably impact the well-being of these people. Apart from transporting cargo, the inland waterways of Kerala hold considerable tourist potential for aquatic, sports and other activities for tourists.
Issue #9
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- Jun 19, 2017