Inland water transport kochi

INDIGENOUS ALTERNATIVE

……. A STUDY ON INLAND NAVIGATION IN

COCHIN…… Presented by

D E E P A B A L A K R I S H N A N

(under the guidance of

P r o f. U T P A L S H A R M A )

As a part of the Post Graduate Programme in

Urban and Regional Planning

YEAR 1999

SCHOOL OF PLANNING

CENTRE FOR ENVIRONMENTAL PLANNING AND TECHNOLOGY AHMEDABAD

(Recipient of GICEA GOLD MEDAL FOR BEST THESIS, PROF.VN PRASAD AWARD FOR BEST PLANNER – 1999 by INSTITUTEOF TOWN PLANNERS INDIA)

AIM:

Identifying the potential and viability for developing

Inland Navigation as an efficient and sustainable mass

transportation option that goes hand in hand with the

physiography as well as the socio- economic milieu.

OBJECTIVES:

1. To examine the implications and the limitations of the mass transportation systems in the city with emphasis on Inland Water Transport (IWT).

2. To establish the viability of Inland Water Transport over bus transport.

3. To assess the potential of Inland water transport to serve as a complimentary transportation option.

4. To evolve a frame work for the effective utilisation of the ways and infrastructure, assuring inter modal co-ordination and public private partnership.

Inland Water Transport

Literature Review-Mass Transport Transportation Systems in Cochin

Mgmt. Mechanism Evaluation of Modes

Roadways Waterways

Eco. Viability of IWT over Bus transport

Land use Technology Infrastructure Travel Characteristics Management Social/Environmental Implications

Feasible Routes Future Demand

Preliminary Economic Feasibility For Inland Navigation

Suggestion for an Integrated Transport System

R

E

S

E

A

R

C

H

D

E

S

I

G

N

LITERATURE REVIEW

IWT around the world: USA, Venice, Maldives

Indian Examples: Goa, Calcutta, Navi Mumbai

Large towns developed along waterways

Reasons for decline:

Advent of railways, which offers point to point accessibility

Inland waterways confined to specific regions

Lack of investment in necessary infrastructure

Inland Waterways not available for navigation throughout the year –

exception being the 3 National waterways

Several Committees to Review IWT

Second FY Plan (1956-61) pointed towards the necessity to develop

the mode

Allocation never went above 0.6% of the total allocation for

transportation

Following NTPC recommendation, IWAI constituted in Oct.

1986 – Development, Maintenance and Mgmt. of IWT.

Ganga, Brahmaputra and West Coast Canal in Kerala -

identified as National Waterways

Conclusions

In developing countries, citizens spend 3 hrs and 15 to 30%

of wages on travel to work.

More pvt. vehicles on roads, more is pollution, travel time

etc. though investment in highways is high

Mass transport is the need of the hour, indigenous alternatives

to be developed to connect CBD with suburbs

Choice of transport modes depend on travel time, convenience, mobility, safety. Intermodal co-ordination vital for inter-intra city transport.

Land use planning, freight transport and tourism to be integrated with Passenger transport.

IWT always developed with Govt. aid. Federal responsibility to maintain the ways and Private participation to run services.

Infrastructure required: Waterways, Vessels, Terminal Facilities, Navigational Aids

Environmental Impact: Marine Sanitation Pollution, Oil And Petrochemical Pollution, Plastic Litter, Antifouling, Boat Wash Etc.

Technology improvisation and innovation necessary – identification of channels, modernisation of fleet, reviving traditional crafts, integration of various modes, financing and management mechanism.

IWT IN KERALA Kerala :- Poly centered urban system around the harbor.

(other e.g.: Goa, Amsterdam, Rotterdam, Hague) Transport Modes: Roadways, Railways, Airways and

Waterways (Navigable rivers, Back waters, West coast canal and Inland cross canals)

In Kerala, further development of Road or Rail transport calls for immense investment in the form of scarce capital and land.

MODAL SPLIT- Passenger Transport in Kerala

Raliw ays

17%

Road

77%

Inland w ater w ays

3%

Airlines

3%

Potential for the

development of

Coastal shipping

and Inland Navigation

is immense and

unexploited

National Waterway No: 3

Management mechanism and infrastructure to be developed. Intermodal co-ordination to be emphasized for development of IWT

Putting the waterways into use reduces further degradation and unaccounted usages MANAGEMENT OF WATERWAYS IN KERALA

IWAI (Oct 1986)-Development, Maintenance Management

Water Transport Operations: (Earlier KSRTC Water Transport Wing)

SWTD (Quilon, Alleppey), KSINC in Cochin (formerly KINCO)

Total No: of Passenger boats = 95 Total seating capacity = 9066

Carried 2.5 crores passengers in 1994 (official statistics)

STUDY REGION : COCHIN – ‘QUEEN OF ARABIAN

SEA’

Initial Phase of development – Around the Harbor Second Phase of development: NH 47- Cochin Bypass

1980 Largest of the 6 Class 1 towns of Kerala Central city - Area: 275.85 sq.kms Population: 1139543 (1991 census) 15% of the total urban

population of the state Increase in Gross density : 13.95 to 18.58 over the decade

1981 to 1991 Percentage of Urban Population to Total Population: 26.44

in 1991(18.41% in 1981) Increase in Density of Population (Ekm) 1981 to 1991:

1053/sq.km to 1168/sq.km Change in Average Family size: 6.33 (1971); 5.81 (1981) ;

5.1 (1991) Sex Ratio: Balanced – 1002

Characteristic physical feature: Low lying wet lands and backwaters, fast getting converted to urban use

Water sheet: 18.91%

Area for Transport use: 5.73%

Less in Peri-urban areas

Group of Northern islands (32 in no:- 39% of land fit for habitation.- Main occupations: fishing, distillery, agriculture, brick making, weaving, pottery, coir spinning and petty trade)

Floating population from island zone = 37689 daily commuters (NATPAC estimate) – City’s working class.

Work Participation increasing in central city. Connectivity to islands, industrial areas necessary.

Need efficient, environment friendly and economic mass transport systems.

EXISTING LAND USE

Wat er bodies

23%

Agricult ure

13%

Public/ Semi

Public

4%

Indust r ial

2%

Commercial

2%

Recreat ional

1%

Transport at ion

6%

Resident ial

49%

EXISTING LANDUSE Intracity movement

through railways is a

mere 0.44%

Earlier there were

water transport

services to Alleppey

and Cherthalai.

CBD and central city area attract twice daily movement of

commuters from the ‘ bed room suburbs’ or the satellites

such as Parur, Alwaye, Perumbavoor, Kothamangalam to

the North, Tripunithura, Thiruvankulam, to the East,

Cherthalai to the South along with commuters from

Thrissur, Kottayam and Alleppey districts.

Cochin – Demography and Transportation

Characteristics POPULATION TREND - COCHIN

0

200000

400000

600000

800000

1000000

1200000

1951 1961 1971 1981 1991Years

Po

pu

lation

Corporation

Urban

Agglomeration

WORK PARTICIPATION TREND - COCHIN

0

200000

400000

600000

800000

1000000

1961 1971 1981 1991Years

Nu

mb

ers

Total population

Total w orkers

GROWTH OF VEHICLES IN COCHIN

0

5000

10000

15000

20000

25000

30000

1994-95 1995-96 1996-97Years

Nu

mb

ers

Bus

Lorry

Car

Jeep

Tw o w heelers

Autorick

others

ACCIDENTS IN CENTRAL CITY

0

500

1000

1500

2000

2500

3000

3500

1992 1993 1994 1995 1996

YearsN

um

bers

Accidents

EFFECTS OF POLLUTION

Source : Sajeev K.,(1998)

COCHIN _ LINKAGES

Intercity Linkages Regional Linkages Intra-city Linkages (City level linkages): Road: Broken Grid-Iron network – emphasis on N-S Axis. Inadequate drainage, Ribbon development, encroachments,

poor alignment, narrow bridges. Entry points: North over bridge, South over bridge,

Mattanchery-Venduruthy bridges Av. Vehicular speed: 10 to 18 km/hr Passenger Characteristics: 75632 passengers (1995) central

city and the region = 9.66% of actual city population Road: Poor foundation, weak subsoil CBR <2

Growth of vehicles

Vehicular growth was 100% over the last 5 years

50% two wheelers, 30% cars

Modal split: 70% by public transport mainly city

private bus services.

New Proposals:

High speed tram system for major spine

GIDA bridges – island connectivity

*High decadal rate of growth of population of 26.4 % and a

vehicular growth of 250 times. Road area not showing an increase

of even 25 % in the last decade.

*Development of road or rail ways-not feasible owing to the

scarcity of land; while water ways-20% of the total area.

*Poor road conditions, chaotic traffic movement, increasing private

transportation, unplanned networks, lack of integration of services,

rising accident rate and pollution, and travel time delay

*Projected Population of the central city - 2011 and 2021 are 11

lakhs and 14 lakhs respectively and projected public transport

demand for 2021 is 986000 daily trips

*Bus transport cannot be increased due to the high fixed, variable

and social costs of travel involved. At the same time, potential of

the water ways remains unexploited.

WATER TRANSPORT SERVICES IN COCHIN

Earlier services: Wellington Island to Perumanoor, Through Thevara-Perandoor canal

Unutilised ways: Thrikkakkara and champakkara canal (used for barge movement to ambalamugal), infrequent services to the island zone. Recent past witnessed many public agitations demanding the rejuvenation of services.

Poor services, outdated fleet, lack of co-ordination with other modes.

Goods traffic: POL, naphta to industrial areas, coconut, husks, perishable commodities to Ernakulam market.

WATER TRANSPORT SERVICES IN COCHIN Waterways: West Coast canal (Vembanad lake), rivers, canals Maintenance of way: IWAI, PWD (Irrigation Wing) License/route registration/ fare: PWD (Irrigation Wing), Port

Trust Service providers: KSINC, KSWTC, Private operators,

Panchayats, few tourist cruises by KTDC

WATER TRANSPORT - OPERATING AGENCIES

0

5000

10000

15000

20000

25000

30000

SWTD Private KSINC Panchayats

No:of Passengers

IWT – SUPPLY CHARACTERISTICS

Vessels: Outdated fleet not changed since past 30 years except for 2 or 3 new boats by KSINC

Speed: 6 to 8 knots ie. 10 to 15 km/hr Fuel consumption: 7 to 8 litres per hr of operation Vessels run overcrowded Terminal facilities: Main jetties at Ernakulam(2), Vypeen,

Fort Cochin, Mattanchery. Total 45 jetties in the study region. Jetty improvement program by Irrigation dept.

Allocations: never went up than 0.6% of total alln for

transport. Local Authority allocation nil. Also avoided by People’s planning campaign

Pollution: Eichhornia crassypus blocks the way. Pollutants

discarded by Industries high

DEFICIENCIES OF THE PRESENT SYSTEM:

Low levels of investment, which is insufficient to

maintain the basic infrastructure requirements.

Lack of adequate interchange facilities between

different modes of transport.

Inadequate dredging of channels.

Insufficient fleet strength.

Absence of jetties.

Organisational problems like high overheads,

unscientific fare structure, heavy subsidisation, lack

of adequate repair facilities, etc.

CANAL IMPROVISATIONS REQUIRED

PRIMARY SURVEY AND SECONDARY STATISTICS

Primary survey for characteristics and divertible passengers

Total bus passengers staying within 1 Km. from the

respective boat jetties

No: of Passengers Who Will Be Benefited By

Renewing Inland water ways (major destinations)

Comparison of distance by bus and through water way

OD Survey of bus passengers and OD survey of boat

passengers

Trip purpose and passenger composition surveys

Operational characteristics of Bus and Boat services

Work Trips

52%

Educational Trips

20%

Shopping/Recreat

ion

13%

Others

15% 0%

BOAT PASSENGERS

Students

20%

Industrial

Workers

25%

labourers

18%

Business

18%

Others

19%

Water

Transport:

Trip

Purpose

Water

Transport

Trips:

Passenger

Characteris

tics

ANALYTICAL FRAMEWORK

Comparison of mass transport options (bus and boat)

Feasible routes were found by comparing the Travel time, Cost of travel, availability of the ways and the divertible traffic.

Economic viability of Inland Water Transport (IWT) as compared to bus transport was established by drawing suitable references from earlier studies on mass transportation in Cochin.

Future travel demand by IWT was estimated by comparing its share in the existing public transport demand.

Preliminary Economic Feasibility Analysis for IWT along the Back waters, Canals and for Regional Tourist traffic was carried out.

COMPARISON OF BUS AND BOAT SERVICES

SOCIO_ECONOMIC FEASIBILITY Considering the existing situation(1998); Total annual cost

savings effected as a result of 360750 passenger kilometers (pax. kms) being catered to by Inland water Transport daily in the city is Rs.1.094 crore while the loss due to travel time cost is Rs 0.4 crore.

Existing fleet is 28, with a speed of 10 to 12 kms. while

the fleet required to meet the existing demand is 33. Total travel time saving effected by introducing new fleet of 15 Kms per hour is about Rs. 0.38 crore per annum

m m

Divertible passengers: model used TR i j = A+ B GR i j

Primary Survey

further reveals the

fare rates at which

diversion from bus

to boat transit could

be effected.

DIVERSION CURVE

0

10

20

30

40

50

60

70

80

90

25 50 75 100Percentage increase in Fare

Pe

rce

nta

ge

Will

ing

to

be

div

ert

ed

Percentage

Willing to be

diverted

Total Inland Water Transport users will be of the

order 1,72,000 by the year 2021.

This constitute 25 % of the total Public transport

demand.

SOCIO_ECONOMIC FEASIBILITY

CHAMPAKKARA CANAL IMPROVEMENT :

Existing Passenger Kms. = 59,409

Pax. Kms. after improvisation = 39,050

Travel Time Savings (Divertible Passengers) = 29 hours / day

Annual Savings in Vehicle Operating Cost (VOC) = 21.22 Lakhs.

REGIONAL TOURIST TRAFFIC :

Due to the diversion of 42536030 pax kms. of Regional Tourist traffic, to motorized boats and ‘Kettuvallams’ or traditional house boats, total savings will be of the order Rs 0.4 crores per annum.

Total divertible Passenger Kms. = 42536030

SOCIO_ECONOMIC FEASIBILITY Pax. Kms. divertible to Motorised Boats = 36155626 (9

boats)

Pax. Kms. divertible to Traditional House Boats = 6380404 (26 boats)

Initial Investment

Motorised Boats = 270 Lakhs

House Boats = 390 Lakhs


Due to the installation of Goshree Bridges Project, Total loss due to increase in operating cost, fixed cost, pollution cost and accident cost amount to Rs. 0.25 crores per annum.

Total savings effected by pax kms. diverted to water transport in 2021 will be Rs 0.53 crores. Total variable costs incurred in the projected water transport scenario in 2021 will be Rs 3.16 crores per annum and the total fixed cost incurred will be Rs 4.004 crores per annum; totaling to a figure of Rs 7.16 2 crores per annum as the operating cost.

Total investment on the fleet required will be Rs. 12.15 crores(81 boats) by 2021.A capital of Rs. 1.65 crores for improving the canal sections is also required.


Total Employment generated by water transport improvisations will be 2690. Total benefits in terms of savings in pollution cost, accident cost, travel time cost and fuel cost as compared to bus transport will be Rs. 0.205 crores and savings in variable and fixed costs will be Rs 3.35 crores. Total revenue generated will be Rs 10.01 crores.

Benefit Cost ratio for an individual boat owner in

case of privatisation of operations will work out to be 1.6.

The success story of City Private bus service

forces to examine the possibility for private partnership in the operations.


Hovercraft service connecting new International airport and the Domestic Airport -

Initial capital outlay of Rs 45 crores (for 9 hovercrafts)

Annual cost of Rs 11.8 crores. Benefit of Rs 8.435 crores Fare box revenue of Rs. 13.5 crores.

An IRR of 22% (with a borrowing rate of 13% over 30 years) explains the possibility for privatisation of the services.

EIRR 23% (13% borrowing for a discount factor of

15%) on Water Transport services. Pvt operators can be invited. Government (I.W.A.I.) should take care of the

maintenance of the way.


By 2021, 70% of the travel demand will be handled by public transport

Out of this 25% will be handled by economical and sustainable Water Transport, with moderate investment in fleet, canal and introduction of services along identified routes.

EIRR shows the possibility to invite private operators, IWAI offers certain concessions to pvt, operators.

Boat jetties can be developed and commercially utilised

UMTA to take care of modal integration by means of integrating terminal facilities as well as by issuing concessional inter modal tickets.

SUGGESTIONS AND SCOPE FOR DEVELOPMENT:

1) Water transport as a meaningful alternative to

bridge the gap between the CBD, industrial areas and the dormitory islands

2) Boat Services and Canal Improvements such as;

* Edappally Canal and Champakkara Canal

*Thevara Canal to serve as a bye pass

* Mattanchery and Ernakulam.

*Kumbalam and EdaKochi.

*Augment Ferry services towards the Northern islands, Eloor and Cheranelloor

*Aroor, Fort Cochin and Ernakulam.

*Ernakulam, Ambalamugal and Edayar via Eloor.

SUGGESTIONS

* Nettoor, Champakkara, Kakkanad which can attract a large no of Passengers moving to the CEPZ and the Civil Station at Kakkanad.

3) Develop canals, terminal facilities with the participation of the people and industries . Commercial utilisation of terminals –like Ekm boat jetties and integration.

4) Encourage para-transit operations - tourist services and mobile emergency services , ‘Company Boat services’ Ambulance services, medical facilities, Post offices, super markets run by cooperative societies to provide services at the door steps, preventing large scale migration and chaos on the roads.

5) Encourage passenger Associations and suffice them with valid programmes like Insurance covers and funds to deal with emergencies. This will in turn helps the authorities manage the system effectively.

SUGGESTIONS

6) Develop certain nodal islands and provide utilities by proper land use planning.

7) Connect village markets and settlements with the central market at Ernakulam

8) Technological advancements at selected places. Hover crafts for regional traffic (BOT, BOLT). Improvised Semi luxury fleet between selected points. For tourist services during non-peak hours.

9) UMTA to Plan and manage an integrated transportation System including resource mobilisation and affecting system coordination.

SUGGESTIONS

UMTA

Management of water transportation is presently distributed between the Government and the Private operators. Allocation to support water transport has always been less. Private Boat Operators obviously concentrate on the most desirable routes. Boat operations in certain canal sections were ultimately closed down due to the pressure from powerful bus lobby. Private boat operations are in disorder due to the lack of proper monitoring Authority.

SUGGESTIONS

UMTA

In Cochin, Bus transport operations are in a state of chaos due to uncontrolled movement with respect to way and time. Accidents involving private buses are also rising at an alarming rate. Further, bus services tend to concentrate on the main spine, letting the hinder land less accessible. Hence, the work trips of most of the residents of the central city involve at least three modal interchanges. a possible way to solve his is to segregate the modes as per the density.

SUGGESTIONS

UMTA

Most crowded corridor with high passenger demand deserves high speed, less polluting modes which can carry more passengers at a time. Buses (or even other faster modes like highspeed rail) and Boats could be employed as per the physiography of the region to serve as feeders. Walking and non-mechanised boats can serve the third level of functions.

SUGGESTIONS

UMTA

In order to effect an integration of this order, there exists the necessity for an ultimate authority ‘ Unified Metropolitan Transportation Authority’ on the line of the report on the Working Group on City Transport of the National Commission on Urbanisation to deal with intra-city transport in toto. The Authority should integrate and monitor various transport operations. Introducing uniform travel cards such as Metro Cards for Boat and Bus ride can help in attracting more passengers without much delay.

SUGGESTIONS

UMTA

The authority can lease the right to operate to private parties for some return and integrate operations. Such an integration will be welcomed by the bus operators too. It has been observed that such uniform Metropolitan travel cards prove to be Cost effective to the operators as well as increases the interchange between modes (from 12 % to 17% within a span of 10 years in many areas.) (Cottham,G.W., 1986)

SUGGESTIONS

UMTA

Locating industries and Export processing Zones near the canals and backwaters can help in effective goods as well as passenger movement, with out adding to the chaos in the CBD.

IPT services, mobile emergency services as well as super markets through the water ways can also increase the popularity and vitalise the system. Accessibility clearly reflects in the land value also. Islands to the North have very less land value of the order Rs. 80 per sq.m. These acts as ‘Bed Room’ suburbs where most of the workers of the city reside.

SUGGESTIONS

UMTA

Few islands are selected as locations for ‘One Lakh Housing Schemes’. Few Islands could be developed as ‘Nodal Islands’ with educational and work centres to lessen the trips to CBD and the movement between the islands could be effected by traditional ‘Thonies’. Tourism Potential of the Islands could be utilised by revitalising traditional Industries and developing Tourist villages as destinations for the Regional Tourists arriving through the water ways.

SUGGESTIONS

UMTA

Introducing Bridges connecting the islands would result in an appreciation in the Land Values of the islands which may have two fold implications on the residents. Lower Income Groups with relatively lesser extends of property would prefer to dispose off their holdings and shift to alternate locations on the main land. Thus, an invasion succession process might be triggered off by the proposed development. It is also contradictory to the intended social objective of the project since the beneficiaries will be alien to the region.

SUGGESTIONS

UMTA

Financial Management of such bridges through Land Barter of reclaimed land and Tolls in addition to the surcharge on journey tickets will also be taxing to the residents. Local activities such as prawn farming, Boat building and pottery may be affected by such urbanisation.

The maintenance and management of the ways should remain the responsibility of the Government (I.W.A.I.) while operations should be handed over to private parties especially in routes with maximum demand (Refer Chapter 2).

SUGGESTIONS UMTA

A higher rate could be charged for faster operations and limited stop operations. Government should run subsidised services between remote islands and the UMTA should control the fare structure. Inter modal co operation should be effected by the physical integration of terminal facilities and by issuing inter modal tickets.

private public partner ship is important here. An IRR of 23% will help foresee a situation where private operators coming forth to carry out passenger services. ( for integrated services as per Financial Calculation)

SUGGESTIONS

UMTA

It is necessary to develop a complimentary transport system - with pedestrian, bus, boat, high speed rail, personalised, IPTs operating along each specific city arm based on landuse and geography, - rather than a competitive one. Inviting PPP to operate passenger services on the water ways (integrated with roadways) in feasible urban areas like Cochin with geographical advantages

SUGGESTIONS

UMTA

An IRR of 23% will help foresee a situation where private operators coming forth to carry out passenger services. (see financial calculation)

The understanding that it is the powerful opposition from the bus lobby which prevents the development of Inland Navigation to a great extends, opens up the necessity to develop a complimentary transport system rather than a competitive one. Inviting private parties to operate passenger services on the water ways in feasible urban areas by offering incentives as is presently done by the Inland Water Authority of India in the case of goods transport is a feasible option.

t h a n k y o u

Inland water transport kochi

Environment

Transcript of Inland water transport kochi