Article
citation information:
Mindur,
L. The impact of India’s economy on the
development of seaports. Scientific Journal of Silesian University of
Technology. Series Transport. 2019, 105,
169-182. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2019.105.14.
Leszek
MINDUR[1]
THE
IMPACT OF INDIA’S ECONOMY ON THE DEVELOPMENT OF SEAPORTS
Summary. India’s diversified economy includes
traditional and modern agriculture, crafts, modern industries and a variety of
services. In 2017, almost half (48.93%) of India’s GDP was generated by
the service sector, whereas the industrial sector accounted for 26.16% and
agriculture 15.45%. Despite a short-term economic downturn caused by a
demonetisation and implementation of compulsory tax on goods and services, the
continued favourable economic growth, including sustainable growth of the gross
domestic product, revenue per capita, private consumption and public
investment, as well as the improvement of other economic indicators, for
example, car sales indicate that India’s macroeconomic conditions are
generally stable. Structural reforms introduced by the government contribute to
enhanced productivity among domestic businesses and attract more foreign direct
investment. Due to its geographical location, India has been using sea
transport to promote its international trade. However, with too few deep-sea
ports and limited cargo handling capacity, its seaports can handle only some of
the largest intercontinental ships. This article discusses India’s
economic situation, with particular regard to the GDP growth in 2000-2017 and
foreign trade. The analysis covers growth in cargo handling in main ports in
India in 2000-2018. It discusses the port development project of Sagarmala
introduced by the Government of India in 2015. The project is expected to solve
problems associated with the performance of Indian ports and strengthen the
Indian maritime sector to meet the ever-growing demand for goods transported by
sea.
Keywords: India, main ports,
economy, cargo handling, Sagarmala
1. INTRODUCTION
India belongs to the
fastest growing economies and is currently the seventh largest economy in the
world. After the completion of reforms
liberalising the economy in 1991, India became one of the newly industrialised
countries. The economic growth has been accelerated by the deregulation
of industry, privatisation of state enterprises and the relaxation of foreign
trade and investment controls. The overall development of the country is still
undermined by corruption, poorly developed infrastructure, restrictive and
burdensome regulatory environment, as well as inefficient budget and finance
management[2].
The transport sector in India is large and diverse but it has been
lagging behind growing demands. Main directions for the development of the
sector set by the government are intended to support the further economic
growth of the country and eradicate poverty. Due to its geographical location,
India uses sea transport to promote its international trade; it accounts for approximately 95% of trade in goods in
terms of volume and 70% in terms of value[3]. However, infrastructure
in India’s seaports cannot compete with technologically advanced seaports
of China or Singapore designed to handle the largest container vessels in the
world. Guided by its economic calculations and geostrategic location, the
government of India has decided to introduce port development programs, create
transport corridors and modernise its logistics. The implementation of the
far-reaching large scale investment is designed to convert India into a global
production hub and boost its economy.
2.
INDIA’S ECONOMY
For the past several
years, India witnessed an accelerated growth regarding its gross domestic product of approximately 7% a year. As
regards GDP per capita, according to the International Monetary Fund, India was
ranked 119 out of 185 countries around the world in 2018, with its revenue per
capita of approximately 2,000 USD (for comparison, China was ranked 73)[4].
The diversified economy
of India consists of traditional and modern agriculture, crafts, modern
industries and a variety of services. In 2017,
almost half of India’s GDP (48.93%) was generated by the service
sector, whereas the industrial sector accounted for 26.16% and agriculture
15.45%. Leading service industries include telecommunications, IT and software.
The developing IT industry is gradually becoming
a very important part of India’s economy since, in the fiscal year of
2016/2017, it accounted for around 8% of the GDP, which was a slight decrease
in relation to previous years when the sector delivered approximately 10% of
GDP. Nevertheless, the IT industry has been steadily growing in terms of income
and employment. IT includes software development, consulting, software
management, online services and business process management (BPM)[5].
Fig. 1. India’s
GDP growth in 2000-2017
Source: https://data.worldbank.org/indicator/ny.gdp.mktp.kd.zg?locations=in
India’s
economy is largely based on domestic trade and to a limited extent on export.
Therefore,
it remains less susceptible to external factors compared to other markets which
rely on foreign trade, particularly considering the current trade conflict with
the United States. India’s major trading partners include China, the
United States, United Arab Emirates and Saudi Arabia, Indonesia, South Korea,
United Kingdom, Switzerland, and Germany.
In
2018, India exported goods worth 323.1 billion USD, which accounts for 19.1% of
its total GDP and growth by 8.4% compared to 2017. In terms of transaction
value, almost half of Indian goods (49.3%) were delivered to other Asian
countries, 19.3% to Europe, 18% to North America, 8.3% to Africa, 2.9% to Latin
America and the Caribbean (excluding Mexico) and 1.3% to Australia and Oceania[6].
The
2018 India’s import was worth 507.6 billion USD. The majority of goods
(60.3%) were brought from Asian countries. Goods purchased by India from their
European trading partners accounted for 15.8% of import, from Africa 8.2% and
from North America the remaining 8.1%. A less important contribution to the
overall imports was made by goods imported from Latin America and the
Caribbean, excluding Mexico (4.2%), and from Australia and Oceania (2.9%).
Product groups in Table
2 account for 80% of the total value of imports.
India has used its
large, educated and English speaking community to export its IT and business
services and promote the employment of its software programmers in foreign
companies[7]. However, the country still has one of the highest levels of poverty,
the largest income disparities and poorly developed public healthcare.
Fig. 2. Value of
India’s exports in 2007-2018, in billion USD
Source: own material
based on http://www.intracen.org/itc/market-info-tools/statistics-export-country-product/
Tab. 1
Individual product
groups in the total exports of India in 2018
|
Product Group |
Value, billion USD |
% of total exports |
|
Mineral fuels,
including oil |
48,3 |
14,9 |
|
Gems, precious metals |
40,1 |
12,4 |
|
Machines, including
computers |
20,4 |
6,3 |
|
Vehicles |
18,2 |
5,6 |
|
Organic chemicals |
17,7 |
5,5 |
|
Pharmaceuticals |
14,3 |
4,4 |
|
Electrical machines,
equipment |
11,8 |
3,6 |
|
Iron, steel |
10,0 |
3,1 |
|
Cotton |
8,1 |
2,5 |
|
Clothing, accessories
(excl. knitting) |
8,1 |
2,5 |
Source: http://www.worldstopexports.com/indias-top-10-exports/
Fig. 3. Value of
India’s exports in 2007-2018, in billion USD
Source: based on
http://www.intracen.org/itc/market-info-tools/statistics-export-country-product/
Tab. 2
Individual product
groups in total imports of India in 2018
|
Product Group |
Value, billion USD |
% of total imports |
|
Mineral fuels,
including oil |
168,6 |
33,2 |
|
Gems, precious metals |
65,0 |
12,8 |
|
Electrical machines,
equipment |
52,4 |
10,3 |
|
Machines, including
computers |
43,2 |
8,5 |
|
Organic chemicals |
22,6 |
4,4 |
|
Plastics and products |
15,2 |
3,0 |
|
Iron, steel |
12,0 |
2,4 |
|
Animal fats/vegetable
oils, wax |
10,2 |
2,0 |
|
Optical, technical and
medical devices |
9,5 |
1,9 |
|
Inorganic chemicals |
7,3 |
1,4 |
Source:
http://www.worldstopexports.com/indias-top-10-exports/
India
is the second after China in the world in terms of its population. In 2017, the
population was nearly 1.4 billion people[8]. To meet their demand
for employment in the working-age population, each year more than 10 million
jobs should be created.
The structure of the Indian labour market distinguishes
between employment in informal and formal sectors. The informal sector employs
almost 81% of all the employed in India, whereas the formal only 6.5% and 0.8%
in the household sector[9]. The informal sector includes companies
operating on their own account. These include all unlicensed, single person or
unregistered businesses, such as shops, crafts, physical work, rural trade,
agriculture, etc. The organised sector includes people
employed by the government, state enterprises and enterprises of the private
sector. These include businesses that are registered and subject to tax on
goods and services, such as banks, private schools, hospitals, listed
companies, corporations, factories, shopping centres, hotels, etc.
For several years, India
did not publish its employment figures (last official data are of 2012 - then
unemployment rate was 2.7%). However, independent experts estimate that in the
last period, the unemployment rate has been growing at the highest rate in the past
45 years and it is now 8.5% (in 2018 alone, India lost 11 million jobs), and
the rapid economic growth generates much fewer jobs than in the past[10].
Despite a short-term
economic downturn caused by demonetisation
and implementation of compulsory tax on goods and services, the continued favourable economic growth, including sustainable growth of the
gross domestic product, revenue per capita, private consumption and public
investment, as well as the improvement of other economic indicators, for example, car sales, indicate that India’s
macroeconomic conditions are generally stable. Structural reforms introduced by
the government contribute to enhanced productivity among domestic businesses
and attract more foreign direct investment.
In 2014, the Indian government
implemented the „Make in India” program, which is intended to
transform India into a global production hub, contributing to the creation of
new jobs and
the rise of the professional qualifications
of the population. The initiative has been gradually gaining momentum and would benefit various sectors, including the maritime
economy.
3. SEAPORTS IN INDIA
The
Indian peninsula has one of the largest coastlines in the world, extending a
distance of more than 7500 km, with approximately 200 seaports of India,
including 12 major ones. The main
ports handle more than 75% of the total freight traffic[11]. On
the east coast, India has the following main ports: Calcutta (Kolkata Dock
System and Haldia Dock Complex), Paradip Vishakhapatnam, Ennore, Chennai, Chidambaranar (formerly Tuticorin),
whereas on the west coast: Kochi, New Mangalore, Marmagoa, Mumbai, Jawaharlal
Nehru (JNPT) and Kandla. The main ports are answerable to the Ministry of
Shipping except
for the port of Ennore, which is a public company acting under the business
name of Kamarajar Port Limited registered as a company (68% of shares owned by
the state and 32% by Chennai Port Trust), and the company pays dividends to the
state[12]. Smaller ports are answerable to governments of
relevant states and perform the role of auxiliary ports for the above
mentioned main ports.
Fig. 4. Main and
auxiliary seaports of India
Source: https://www.mapsofindia.com/maps/sea-ports/
2000-2018
cargo handling in major ports of India is shown in Table 3.
Tab. 3
2000-2018
cargo handling in ports of India, in thousand tons
|
Port |
2000 |
2005 |
2010 |
2011 |
2012 |
2013 |
2014 |
2015 |
2016 |
2017 |
2018 |
|
Calcutta |
31 001 |
46 207 |
46 423 |
47 545 |
43 248 |
39 928 |
41 385 |
46 292 |
50 289 |
50 951 |
57 886 |
|
Paradip |
13 636 |
55 801 |
57 011 |
56 030 |
54 254 |
56 552 |
68 003 |
71 011 |
776 386 |
88 955 |
102 013 |
|
Vishakhapatnam |
39 510 |
50 147 |
65 501 |
68 041 |
67 420 |
59 040 |
58 503 |
58 004 |
57 033 |
61 020 |
63 537 |
|
Ennroe* |
- |
9479 |
10 703 |
11 009 |
14 956 |
17 885 |
27 337 |
30 251 |
32 206 |
30 020 |
30 446 |
|
Chennai |
37 443 |
43 806 |
61 057 |
61 460 |
55 707 |
53 404 |
51 105 |
52 541 |
50 058 |
50 214 |
51 881 |
|
Chidambaranar |
9993 |
15 811 |
23 787 |
25 727 |
28 105 |
28 260 |
28 642 |
32 414 |
36 849 |
38 463 |
36 583 |
|
Kochi |
12 797 |
14 095 |
17 429 |
17 873 |
20 091 |
19 845 |
20 887 |
21 595 |
22 098 |
25 007 |
29 138 |
|
New Mangalore |
17 600 |
33 891 |
35 528 |
31 550 |
32 941 |
37 036 |
39 365 |
36 566 |
35 582 |
39 945 |
42 055 |
|
Marmagoa |
18 226 |
30 659 |
48 847 |
50 022 |
39 001 |
17 693 |
11 739 |
14 711 |
20 776 |
33 181 |
26 897 |
|
Mumbai |
30 384 |
35 187 |
54 541 |
54 586 |
56 186 |
58 038 |
59 184 |
61 660 |
61 110 |
63 049 |
62 828 |
|
JNPT |
14 976 |
32 808 |
60 763 |
64 309 |
65 727 |
64 490 |
62 333 |
63 802 |
64 027 |
62 151 |
66 004 |
|
Kandla |
46 303 |
41 551 |
79 500 |
81 880 |
82 501 |
93 619 |
87 004 |
92 497 |
100 051 |
105 442 |
110 099 |
|
Total |
271 869 |
383 745 |
561 090 |
570 032 |
560 137 |
545 790 |
555 487 |
581 344 |
606 465 |
648 398 |
679 367 |
*Lawful operations started in
December 2002
Source: own material based on http://www.ipa.nic.in/index1.cshtml?lsid=155
The busiest ports handling the
international container traffic include Calcutta, Chidambaranar, Chennai, Cochin, Vishakhapatnam and Jawaharlal
Nehru
(Table 4).
Tab. 4
2000-2017
container handling in the largest ports of India, in thousand TEU
|
Port |
2000 |
2005 |
2010 |
2011 |
2012 |
2013 |
2014 |
2015 |
2016 |
2017 |
|
Calcutta and Haldia |
175 |
287 |
502 |
526 |
552 |
600 |
563 |
630 |
663 |
772 |
|
Chidambaranar (Tuticorin) |
137 |
307 |
440 |
468 |
477 |
476 |
508 |
560 |
612 |
642 |
|
Chennai |
322 |
617 |
1216 |
1524 |
1558 |
1540 |
1468 |
1552 |
1565 |
1495 |
|
Cochin |
130 |
185 |
290 |
290 |
336 |
335 |
347 |
366 |
419 |
491 |
|
Vishakhapatnam |
20 |
45 |
98 |
145 |
234 |
247 |
262 |
248 |
293 |
367 |
|
JNPT |
889 |
2371 |
4062 |
4270 |
4321 |
4259 |
4162 |
4467 |
4492 |
4500 |
|
Total |
1673 |
3812 |
6608 |
7223 |
7478 |
7457 |
7310 |
7813 |
8044 |
8267 |
Source: own material based on http://www.ipa.nic.in/index1.cshtml?lsid=155
The analysis of
2000-2018 cargo handling changes in major ports of India indicates a steady
increase. A visible slowdown in 2012-2014 resulted from the reduction in trade
after the world economic crisis, as well as the insufficient capacity of
infrastructure in Indian ports and weak operating results due to the limited
possibility of further shipments[13]. Apart from
insufficient capacity, the development of Indian ports can be seen as a key
factor in the protection of the Indian trade against fluctuations in the global economy. However, too few deep-sea
ports and limited cargo handling capacity constrains its seaports handling of
only some of the largest intercontinental ships. As a result, much Indian cargo
must be reloaded in more developed Asian ports (Colombo, Sri Lanka), which
increases time and cost of operation[14]. For example,
one-quarter of containers which in 2016 were handled by the main state ports of
India had to be transshipped elsewhere[15]. To resolve these
issues and to strengthen the Indian maritime sector in the context of the
ever-growing demand for goods transported by sea,
in 2015, the government of India adopted a port development project known as
Sagarmala[16]. Its goal is to deliver
a comprehensive solution to problems faced by the Indian ports.
4. THE SAGARMALA STRATEGY FOR DEVELOPMENT OF SEA PORTS
The Sagarmala Strategy
has been developed as part of a broader program of “Make in India”
as its key component. The coordination of the program at the national level is
the responsibility of the Ministry of Shipping, which take care of the
transformation of infrastructure into a modern system. The process comprises
the modernisation of ports and their integration with special economic zones,
smart port cities, industrial parks, warehouses, logistics parks and transport
corridors. According to the plan, the implementation of the project should attract foreign direct investment and the implementation of individual projects under the
Sagarmala Strategy (mainly private or PPP schemes) and their consistency is the
responsibility of respective ports, state governments/maritime councils, and
central administration.
The
concept of "port-driven development” is the heart of the Sagarmala
vision. The concept focuses on intensive development of logistics supported by
efficient and modern port infrastructure and a functioning supply chain
supported by qualified personnel.
As regards the above
assumptions (upgrade of existing ports and development of new ones, improvement
of connections to ports, industrialisation of ports and development of coastal
communities), the program identifies 415 projects, the implementation of which
is staged in 2015-2025 with the expected
cost of 123 billion US dollars [17].
The Government of India believes that the implementation of the Sagarmala Strategy will reduce the costs of logistics, which is crucial for domestic production. Today, in India, the logistics cost
consumes about 19% of GDP (1/3 higher than in China), to compete on the global
market, India needs to reduce it to 4-6%[18].
According to the National Plan, the
Sagarmala Strategy provides
for[19]:
-
Modernisation
of existing and development of new ports -
through 189 projects, including 116 to improve the operational capacity of the
existing ports and the construction of six
mega-ports: Vizhinjam International Seaport (status Kerala), Colachel Seaport
(Tamil Nadu) Vadhavan Port (Maharashtra), Tadadi Port (Karnataka),
Machilipatnam Port (Andhra Pradesh) and Sagar Island Port (West Bengal).
The country designated a total of 21 billion USD for the above objectives. The
implementation of the Vizhinjam port project is underway and projects in other
ports are in the designing phase;
-
Improvements
in communication with ports - 170
projects with the expected cost of 35 billion US dollars to modernise road and
railway infrastructure and building multimodal hubs on 111 inland waterways in
24 states; a number of inland waterways will gain national status, which means
that they will be included in the development program. This group of activities
includes such governmental projects as Jal Margin Vikas (four terminal ports on
River Ganga). India contracted a loan from the World Bank in the amount of 375
million US dollars for the project[20], Dedicated Freight Corridors
(construction of rail corridors that can handle
longer and heavier freight trains from/to ports in Delhi, Mumbai, Chennai and
Kolkata and diagonal corridors north-south Delhi-Chennai and east-west
Calcutta-Mumbai) Whether Bharatmala (construction and upgrading of 34
800 national roads, including 2000 km of roads along coastlines and in major
ports);
-
Industrialisation
associated with ports - 33 projects of the expected cost of 65 billion USD. The
initiative provides for the development of economic regions (CEZ) in
14 coastal zones with industrial clusters. The objective is to save time and
reduce costs of cargo handling in national and international traffic. It is
estimated that in coastal zones, direct and indirect employment may reach 6
million people. Energy clusters, consisting of refineries and petrochemical
industry, reduce India’s dependence on import of petroleum products. By
2025, two more refineries and four petrochemical clusters located along the
coast of India should be developed;
-
The
development of coastal communities - the cost of 23 projects promoting the
involvement of people living in coastal zones (18% of India’s population)
in the overall socio-economic development of the region is 648 million USD.
Projects focus on education of citizens, development of refrigeration chain,
fisheries, aquaculture, local tourism and leisure facilities.
At the
same time, it is expected that the implementation of the Sagarmala strategy will
contribute to the annual reduction of CO2 emission from transport by
12.5 MT.
In March 2018, in the
different phases of development and implementation were 492 projects worth 62
billion USD[21]. Out of the total 116
investment projects improving the operational efficiency of major ports, 91
projects have been completed, 8 are in progress, and 9 projects abandoned[22].
Noteworthy is the
building of the new container port of Vizhinjam, Kerali State, launched in 2019
at the coast of Arabian Sea under the PPP scheme. It is going to be the first
in India deep-sea mega-terminal (up to 18 m
draft) capable of handling the largest container vessels of up to 24 thousand
TEU. In addition to the port of Dhamra, which does not yet have an adequate
infrastructure to handle container ships, no other Indian container port has
such operating depth[23].
Fig. 5. Masterplan for
Vizhinjam Seaport
Source: https://www.downtoearth.org.in/tag/vizhinjam
The building of the Vizhinjam seaport, including the breakwater, quays, terminal and the port
building, is divided into three stages. Stage one, requiring dredging at sea,
includes the construction of an embankment of 66 ha and a breakwater of 3180 m
in length. The project also includes a railway line of 10.9 km and a 9
km tunnel (second longest railway tunnel in India) to connect the port and the
main railway line[24]. The port is expected to be put into service at the end of 2020. According
to the agreement, the port will be operated by Adani Vizhinjam Port (AVPL), a
private concessionaire, for 40 years with the possibility to extend the
contract for further 20 years, whereas the state government will receive part
of the revenue after 15 years.
5. SUMMARY
In
India, the establishment of new ports and modernisation of existing ones, development of
coastal zones, improved transportation between ports by expanding road, rail
and inland waterways networks and the development of multimodal logistics parks
will boost economic development in coastal areas and stimulate the development
of the whole country, creating new jobs.
An efficient system of
connections to ports in India is very important because centres attracting
goods for shipment are mainly located inland rather than in coastal regions. A
long distance to the destination point of the shipment increases the logistics
cost and time for cargo to be delivered. Connectivity between ports of India
with their hinterland is based primarily on road and rail transport, whereas
coastal and inland waterway shipping plays a very limited role. Hence, the
creation of a well-connected logistics system in the country together with the
introduction of new technologies and increasing handling capacity of ports is
of paramount importance for the development of the national economy. This is
one of the major factors boosting competitiveness, promoting traffic flow in
the ports of both at the present and expected increased levels resulting from
the development of international trade in goods.
For the main ports of
India to be globally competitive, the Member State must ensure an attractive investment climate for global investors.
In the framework of projects related to the
construction and development of ports, the government of India has permitted
direct foreign investments up to 100% of their value. In the period from April
2000 to December 2018, the port sector in India attracted aggregated direct
foreign investment of 1.64 billion USD. Moreover, companies investing may enjoy
10-year tax exemption and apply for financial aid of 50% of investment value.
Additionally, the 10-year tax exemption was extended to companies dealing with
development, maintenance and operation of sea and inland ports, as well as
inland waterways[25].
Indian
government plans to improve the efficiency of all 12 major port have been finalised. Projects concentrating on the
development of cargo handling capacity will be gradually implemented in the next 20 years. At the end of March
2018, in different phases of their development and implementation were 492
projects worth 62 billion USD[26].
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Received 11.09.2019; accepted in revised form 02.11.2019
Scientific
Journal of Silesian University of Technology. Series Transport is licensed
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