Escolar Documentos
Profissional Documentos
Cultura Documentos
N
B
L
L
O
N
S
O
F
R
S
(Source: Reserve Bank of ndia)
As ndia prepares itself for becoming an economic superpower it as to overcome
institutional and infrastructural bottlenecks inherent in the system. nfrastructure is
critical to sustain economic growth. Currently ndian economy is facing various
obstacles which make it difficult to sustain the economic momentum. n order to realize
its potential it needs to undertake the following remedial measures.
1. Simplification of procedures and relaxing entry barriers.
2. Checking population growth and improving per capita income which is only 2310
USD per annum.
3. Boosting Agriculture growth by diversification and development.
4. Expanding industrial base by at least 10% to enable it to integrate with world
economy.
5. Developing world class infrastructure.
6. Allowing Foreign nvestment into more areas
7. Empowering the population through education and improving health care.
A growth rate of above 8% was achieved by the ndian economy with inflation rate of
just 2.34%. There are several factors responsible for this robust performance especially
the ndian service sector growth which compensated for the fall of agricultural sector
from 9% to just 1.1%. The weak US Dollar was also helpful and partially offset the rising
costs of crude oil. A strong Balance of Payments position saw Foreign currency
63
reserves rising above the 100 Billion mark. This has been chiefly due to the rise in
export remittances
and foreign capital inflows. The downward trend of interest rates also helped economic
growth. During the past two decades the stock market index has more than doubled,
thus assisting capital formation.
7.2 1HE MAIA SEC1ORS OF IADIAA ECOAOMY.
Agriculture.
Just above 60% of the population depends for its subsistence on agriculture which
is extremely vulnerable to the vagaries of South West Monsoon. Hence it displays
an impressive growth performance of 9.1 % in 2003-04 and falls to 1.1% in the
following year due to deficient rainfall. ndia is not only one of the top leading
producers of several agricultural products but also has the maximum livestock
cattle. t also has the privilege of having highest quantity of land under irrigation. n
spite of these impressive figures the contribution of ndian agriculture sector has
seen a steady decline in the past twenty years from a high of 35% in 1984 to a low
of 19% in 2004 accompanied by a growth spate of suicides by ndian farmers. There
are several reasons for this statement ranging from poor rainfall, lack of investment
in agriculture, government policies designed to check inflation and rising food prices
to global agricultural production and highly subsidized farming sector of the
developed countries. (Jalan.,B 2005)
Several solutions to this problem have been suggested by experts and economists
like giving higher priority to livestock, horticulture, cultivation and organic farming
and inland fisheries. (Agriculture Task Force Report 2002) The Government of
ndia as well as the private sector has indeed started taking keen interest in rural
infrastructure development and instituting legislative reforms in areas like greater
outlays for irrigation, water conservation, crop insurance and availability of cheap
capital for agriculture while acceleration in agriculture growth to 7-8% is not beyond
imagination but it will be possible to achieve such sustainable growth only if
necessary measures are taken on an emergency basis.
64
ManuIacturing & Industry.
The fall in contribution of agricultural sector to the Gross Domestic Product of
ndia was not compensated by the industrial and manufacturing sectors. Their share
has remained practically unchanged for the past twenty years at about 25% and
15% respectively. Yet there has been a steady growth of about 6-7%. The growth
was aided by rising contribution of mining and electrical power generation. The
textile
industry is the largest in terms of providing employment and as created 12 million
new jobs. With the phasing out of quota regime under MFA this industry is poised
for growth. The Automobile industry has demonstrated the inherent strengths of
ndian labor and is one of the two sunrise industries, the other being
pharmaceuticals.
ndia's WTO involvement in the past decade has encouraged the growth of
pharmaceutical industry. Apart from manufacturing of drugs the industry has been in
the forefront of Research & Development of generic drugs. t will grow at a greater
speed once intellectual property protection laws are implemented earnestly. ndia
then could be a global hub for Research & Development based clinical research.
The growth of industries and manufacturing sectors can be accelerated further by
improvement of infrastructure particularly power generation, labor reforms and
simplifying procedures for foreign direct investments. t will not only help in growth of
GDP but will also assist in employment generation.
Services.
The service sector has displayed consistent growth pattern since 1995 and almost all
sub sectors like banking, healthcare, insurance, hospitality, air transportation, media
and the most important of all telecommunications and information technology have
contributed to a vast extent to the growth of the ndian economy in the past decade.
This sector as compensated for the decline in the contribution of the agriculture sector
in the country's GDP from 39% in 1984 to 53.3% in 2005. t has resulted in cities like
Bangalore, Pune and Hyderabad finding place in the global map. Several ndian
companies like Tata Consultancy Services, nfosys and Wipro have become household
names due to their remarkable performance in the T sector. Though this sector has
contributed hugely to the ndian economy its performance in the area of employment
generation has not been as impressive.
T enabled services such as Business Processing Outsourcing have been growing at a
rapid pace mainly due to availability of a number of skilled English speaking manpower.
But it is also facing hurdles and difficulties by way of protectionist trend in the United
States. The global market of this sub sector is, to the tune of 200 Billion USD of which
65
ndia's share is less than 4 Billion. Yet this sub sector is poised to grow largely due to
the high quality of output and competitive costs. The tourism industry also achieved
some distinction by servicing over 3 million tourists.
TABLE X
SECTORWISE BREAKUP OF GDP GROWTH
YEAR 1984 1994 2003 2004
AGRCULTURE 35.2 30.4 21 19.6
NDUSTRES 26.2 27.1 26.4 27.3
MANUFACTURNG 16.4 16.9 15.4 16
SERVCES 38.7 42.5 52.5 53.2
(Source: Reserve Bank of ndia)
7.3 FAC1ORS IAFLUEACIAC CROW1H OF COA1AIAERIZA1IOA
An analysis of the growth of international trade and GDP shows that growth
rate of trade is greater than the growth rate of GDP for longer periods of time. One of
the reasons for this difference is low costs of transport. Other reasons are vertical
disintegration of production activities adding extra links to supply chain, outsourcing,
special concentration of production and rationalization of supply base. This impact is
greater in general cargo flows leading to economies of scale.
The factors determining the increase of container throughput concern the
development of:
1. Economic activity.
2. Container penetration.
3. Trade intensity.
4. Shipping systems.
5. Port competition.
A statistical relation was measured between GDP and Throughput. n such a case only
the first three of the above mentioned factors play a role with developments in trade
intensity having maximum impact. This relationship can be stated as under
Throughput (T) = d
0
+(GDP)
d1
where d
0
= constant factor and d
1
= elasticity.
Thus Log (T) = d
0
+ d
1
Log (GDP).
An analysis of the table mentioned below which gives details of ndia's
international trade for the past eleven years indicates a very high level of correlation
between the throughput growth on the one hand and GDP growth and international
66
trade on the other. A statistical relationship (R square and correlation factor) can be
established to measure the interaction between GDP growth and container throughput.
TABLE XI
GROWTH OF FOREIGN TRADE, THROUGHPUT AND GDP
YEAR FOREIGN TRADE THROUGHPUT GDP IN BILLIONS
IN USD BILLIONS IN MILLION TEUs OF RUPEES
EXPORT IMPORT
1994 26.3 28.6 1.052 8592
1995 31.7 36.6 1.257 9233
1996 33.4 39.1 1.444 9939
1997 35 41.4 1.698 10674
1998 33.2 42.3 1.892 11152
1999 36.8 49.6 1.932 11820
2000 44.5 50.5 2.185 12662
2001 43.8 51.4 2.884 13162
2002 52.7 61.4 2.471 13837
2003 63.8 78.14 3.911 14406
2004 79.2 107.06 3.366 15646
2005 80.83 118.95 3.931 16755
(Source: Reserve Bank of ndia, ndian Ports Association and Ministry of Trade and
Commerce)
FIGURE XI
Indian Foreign Trade
0
20
40
60
80
100
120
140
1
9
9
4
1
9
9
6
1
9
9
8
2
0
0
0
2
0
0
2
2
0
0
4
Year
I
n
U
S
D
B
i
I
I
i
o
n
Export
mport
Correlation factor (GDP:Throughput) = 0.9494 and R square = 0.9014
Correlation factor (Exports:Throughput) = 0.9187 and R square = 0.8441
Correlation factor ( mports:Throughput) = 0.8902 and R square = 0.7925
67
Coefficients
Standard
Error t Stat P-value
Lower
95%
Upper
95%
Lower
95.0%
Upper
95.0%
ntercept -7.89817 0.62455 -12.6462
1.78E-
07 -9.28976 -6.50659 -9.28976 -6.50659
X
Variable
1 2.016087 0.152963 13.18023 1.2E-07 1.675264 2.356909 1.675264 2.356909
X VariabIe 1 Line Fit PIot
0
0.5
1
3.9 4 4.1 4.2 4.3
X VariabIe 1
Y
Y
Predicted Y
While conducting a regression analysis it can be noticed that there is a high degree of
correlation between the Y intercept throughput and the X variable 1 GDP. The predicted
values and actual values almost coincide with each other. The P value is also
significant.
Though there is a very high degree of correlation as proved statistically between the
throughput, GDP and international trade yet there are other influential factors too which
also have a strong impact on the growth rates of throughput such as the policies of the
Government of ndia, Global Trade Patterns, infrastructure development and level of
containerization.
7.4 FORECAS1IAC CROW1H OF COA1AIAERIZA1IOA.
Accepting the validity above mentioned data for the past 12 years, the growth
rates of the throughput, GDP, Exports and mports can be calculated as follows:
TABLE XII
EXPORT IMPORT GDP THROUGHPUT
GROWTH
RATE
10.7 13.8 6.25 12.73
Further accepting the validity of the hypothesis of high degree of correlation
between the growth rates of GDP, Exports, mports and Throughput the elasticity which
is nothing but a ratio of the growth rates of throughput and GDP is determined as
follows:
e = (Throughput/GDP) = 12.73/6.25 = 2.036
68
n order to forecast the growth of throughput till 2020 we accept the validity of the
growth forecast of GDP as stated in the World Bank Report of 6.5% and using the
elasticity ratio of 2.036 given above we can forecast the growth of throughput as
13.23%. Hence the throughput in the year 2020 could be as high as 23.677 million
TEUs
TABLE XIII
Forecasted Growth oI Throughput.
YEAR GDP IN BILLIONS OF RUPEES THROUGHPUT IN MILLION TEUs
2006 17844 4.451
2007 18959 5.016
2008 20144 5.652
2009 21403 6.368
2010 22741 7.176
2011 24162 8.086
2012 25672 9.111
2013 27277 10.266
2014 28982 11.568
2015 30793 13.035
2016 32718 14.688
2017 34763 16.550
2018 36935 18.648
2019 39244 21.013
2020 41696 23.677
FIGURE XII
THROUGHPUT N MLLON TEUs
0
5
10
15
20
25
30
1
9
9
4
1
9
9
6
1
9
9
8
2
0
0
0
2
0
0
2
2
0
0
4
2
0
0
6
2
0
0
8
2
0
1
0
2
0
1
2
2
0
1
4
2
0
1
6
2
0
1
8
2
0
2
0
year
T
h
r
o
u
g
h
p
u
t
I
n
M
i
I
I
i
o
n
T
E
U
s
THROUGHPUT N MLLON TEUs
69
7.5 AD1US1ED CROW1H FORECAS1
The above forecast model however ignores the fact that elasticity will not necessarily
remain as high as it is at present. As economy develops the foreign trade might reach a
saturation point where the law of diminishing returns will kick in at a certain stage. The
elasticity ration will stagnate for a while before sloping downwards gradually.
The reasons for such a statement are numerous some of which are enumerated below:
1. The GDP growth in developed country does not depend upon transportation to
such a large extent as it does presently. This is because as the country
develops, the contribution of agriculture, manufacturing and industry falls while
that of service sector rises. (UNESCAP Rept No 74). This trend is already
exhibited by the ndian Economy.
2. The growth in traffic causes congestions and delays. n addition to this the
limitation of land available for infrastructure development it constrains capacity.
Such capacity increase will lead to a rise in costs.
3. This rise in costs will lead to the products loosing their competitive edge. t will
result in other regions manufacturing similar products at lower costs.
Assuming such a scenario the elasticity ratio might fall from 2.036 at present to 1.75 by
2014 and might further reduce to 1.5 by 2018 and will eventually stagnate at 1.25 by
2025 (S.P.Gupta-Planning Commission Report-2003). Accordingly the adjusted
throughput growth forecast will be as under.
TABLE XIV
AD1USTED GROWTH FORECAST
YEAR GDP IN BILLIONS OF
RUPEES
THROUGHPUT IN MILLION
TEUs
2006 17844 4.451
2007 18959 5.016
2008 20144 5.652
2009 21403 6.368
2010 22741 7.176
2011 24162 8.086
2012 25672 9.006
2013 27277 10.030
2014 28982 11.171
2015 30793 12.442
2016 32718 13.857
2017 34763 15.433
2018 36935 17.189
2019 39244 18.865
2020 41696 20.704
70
ADJUSTED GROWTH FORECAST
0
5
10
15
20
25
2
0
0
6
2
0
0
8
2
0
1
0
2
0
1
2
2
0
1
4
2
0
1
6
2
0
1
8
2
0
2
0
YEAR
T
E
U
s
I
N
M
I
L
L
I
O
N
Series1
Even then it is very obvious that the present infrastructure is unable of handling such a
large demand increase and needs to be developed immediately.
71
CHAPTER VIII
GENERAL CONCLUSIONS
8.1 AECESSI1Y FOR DEJELOPMEA1 OF MUL1I MODAL 1RAASPOR1
IAFRAS1RUC1URE:
The three most important criterions for success in nternational Trade are Price,
Quality and n Time delivery. t is not possible to meet these criterion without having a
proper logistics and multimodal system. Containerization and multi modal transport form
an integral part of any logistics and supply chain. Everyday new and innovative
methods are discovered and improvisations made in improving the quality of products
while simultaneously lowering the costs. One of the important methods of lowering the
costs is by lowering inventory levels and introducing just in time concepts. Thus ndian
merchandise cannot become competitive without containerization and multi modal
transport.
As stated earlier the ndian policy makers have realized the importance of
containerization and multimodal transport but they face two major constraints while
attempting to realize the full potential of containerization and multi modal transport.
nability to develop the necessary nfrastructure due to lack of financial
resources.
nadequate institutional and legal environment which does not encourage
growth.
Hence unless an awareness is created on the importance of developing
seamless infrastructure for multi modal transport, the potential of the ndian foreign
trade cannot be realized. n this regard nternational organizations like MO, UNCTAD
and WTO have a major role to play in disseminating information and sharing experience
and knowledge. By developing multi modal transport in line with global level ndia can
transport its goods cheaply and efficiently and dovetail itself with the global supply
chain.
ndia also needs to develop a suitable logistic system for economical and
efficient transportation of goods from the manufacturing centers to the distribution
points. t has been estimated that logistics costs including inventory, insurance and
documentation aggregate to about 20% of the final costs of the products and any
inefficiencies and inadequacies have a negative impact on export competitiveness.
ndia exports about 21 million tones of general cargo of which 9 million is containerized
thus leaving scope for further containerization. The main benefits of containerization
can accrue with the setting up of nternal Container Depots (CDs) and Container
72
Freight Stations (CFSs) which will come into existence only if there is sufficient cargo
being generated in the specific area. The CD will in turn act as a catalyst and promote
trade growth in and around the region as cargo will reach the market in a fast, safe and
economically cheap mode. t is also necessary to develop roads and rail network
connecting the CD to the gateway port. The port will become a hub only when the
spokes are connected with the CDs.
However it should be realized that the infrastructure has to be properly priced to
enable it to sustain itself on one hand and also to generate reasonable profit on the
capital deployed in constructing it. At the same time the infrastructure pricing should
also be affordable to the end user. Hence the investments in such projects can only be
long term basis and the cost of capital will have to be well below the market rate. t
should also be acknowledged that the needs and requirements of such infrastructure
will vary greatly in different regions of the country. Hence the capacity of infrastructure
projects should vary if different regions depending on reliable cargo forecast and
feasibility studies by experienced organizations.
8.2 SUMMARY
The gist of the earlier chapters can be summarized as follows:
1. According to the various reports from different sources like World Bank,
nternational Monetary Fund, Asian Development Bank and the Ministry of
Finance the GDP of ndia is projected to grow at a rate of 6-8% in the next ten
years. As seen in chapter V this will have a positive impact on the growth of
container throughput.
2. Other factors like container penetration, trade intensity, foreign direct
investment, rising income levels will also have a strong impact on the growth of
container throughput.
3. Some non quantifiable factors like global political scenario, trade flows,
technological development, competition from other countries, development of
infrastructure that will also have a bearing on the throughput rate.
4. Taking into consideration all these factors it will be reasonable to forecast that
the throughput will grow at a rate of 13-14% in the next 3-4 years and will then
stagnate around 12% for another 3-4 years and then gradually reduce and
stabilize at 9-10%. Thus the container throughput will grow from the current 4-5
Million TEUs to 20 Million TEUs by 2020.
5. Taking into consideration the expected growth of throughput in the coming
years, it is imperative for the country to develop the necessary infrastructure on
war footing. The capacity of the Ports, Roads and Railways needs to be
augmented immediately least they become congested and become bottlenecks
which will lead to loosing out to competition.
6. However the Government of ndia does not have the necessary resources
required to invest in the development of infrastructure. According to the
estimates of the Ministry of Economic Affairs at least USD 150 Billion are
required in the next ten years to develop world class infrastructure. This is well
beyond the means of the Government of ndia.
73
7. Hence there is no alternative but to invite the private sector to invest in the
development of infrastructure. This the private sector will do only if they are
guaranteed assured returns on capital invested. Hence the proper pricing of
infrastructure is imperative, which the Government is unwilling to do due to lack
of political will.
8. As ndia is a large democracy, with the Governments of the past few years
being formed by a myriad collection of political parties, the reform process has
been progressing in fits and starts. t is as if the Government will not undertake
the necessary reforms unless there is a complete breakdown and it is left with
no alternative. Several reforms have been undertaken in this manner. Yet far
more reforms are necessary in the fields of nfrastructure development,
Customs tariffs and procedures, Foreign Direct nvestment, labor and power
generation.
9. Furthermore attention has also to be paid to new problems cropping up like
terrorism, security, environment degradation, ever changing technology and
globalization. f corrective measures are not undertaken, ndia runs the risk of
missing the bus once again.
74
BIBLIOGRAPHY
"Handbook of International Containerization" United Nations Economic and
Social Committee for Asia and Pacific.(UNESCAP) 1983 TA 1215 E8H3
Rath, Eric "Container Systems" - John Wiley & Sons, New York 1973.
CONCOR Ltd Annual Report of 2003, 2004 and 2005.
P.K.Srivastava 2002 - "The Worst is Over Indian Shipping - Journal of
ndian National Shipowners Association (NSA) Mumbai. Volume V.
Gupta A.K. 2003 "Port Development in ndia Indian Ports - Journal of
ndian Port Association Mumbai Volume X.
Paul Jose Dr., 1997 "Containerization in ndia Exim Review - Mumbai.
Ahuja. K. - 2000 "Growth and development of CONCOR Special issue of The
Link Mumbai -
Kohli.A.K 2002 - "The Future - ndian Port & Shipping, special issue of The
Link - Mumbai
"Development of existing National Highways during 10
th
Five Year Plan A
Report 2004 - Ministry of Surface Transport - Government of ndia.
Jonghe Louis De 2003 - "nfrastructure Challenges in ndia - Special
commemorative issue of The Associated Chamber of Commerce & Industry of
India, (ASSOCHAM) - New Delhi,
Ray. A. S. 2005 - "Managing Port Reforms in ndia Background paper
prepared for the World Development Report.
ESCAP 2005 "Monograph series on managing globalization - Regional
Shipping & Port Development Strategies Container Traffic Forecast United
Nations Economic and Social Committee on Asia & Pacific. (UNESCAP)
ST/ESCAP/2398.
Narayan. R & Raghuram.G 2006 "Viability of nland Water Transport in
ndia Indian Institute of Management Ahmedabad working papers No
2006/04-01
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Peters.H.J 1990 - " ndia's Growing Conflict between Trade and Transport
ssues and Options Working papers Infrastructure and Urban Development
Department The World Bank WPS 346.
Shashi Kumar. N. Dr 2004 - " The ndian Quagmire An assessment of
impediments to Multimodal Transportation Loeb Sulliman Maine Maritime
Academy
Haralambides. H and Behrens. R. 2000 - "Port Restructure in Global
Economy An ndian Perspective nternational Journal of Transport
Economics, Volume XXV.
Hariharan. K.V.Dr 2001 - "Containerization and Multimodal Transport in ndia
- Shroff Publications, Mumbai.
Aserkar.R 2003 - "Multimodal Transport & Logistics Shroff Publications,
Mumbai.
Sachs.J.D.Dr and Bajpai.N 2000 - " Foreign Direct nvestment in ndia How
can $ 10 Billion of annual inflows be realized- Center for nternational
Development - Harvard University Publications.
ESCAP "Commercial Development of Regional Ports as Logistics Centres
United Nations Economic and Social Committee for Asia and Pacific
(UNESCAP) ST/ESCAP/2194.
Mukherjee. A and Sachdeva. R 2003 - "Maritime and Air Transport Services
ndia's approach to Privatization (UNESCAP) Transport and
Communication Bulletin. No 73.
Rakesh Mohan Committee 1996 "The ndian infrastructure report policy
mperatives for growth and welfare Volume 3.
"ndian Ports an nvestment destination i-maritime consultants.
Sundar. S 1998 "Port restructuring in ndia Tata Energy Research
nstitute New Delhi.
World Bank - 1995 "ndia Port Strategy Report No 14059 N March.
Bardhan.P 1998 "Political Economy of reforms in ndia NCAER Golden
Jubilee seminar Series.
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Internet Sites.
http//finmin.nic.in/dept-eco-affairs/index-html.
http//finmin.nic.in/the-mistry/dep-eco-affairs/pppguidelines.pdf.
http//indiabudget.nic.in/es2005-06/
http//goidirectory.nic.in/delhi.htm
http//commerce.nic.in
http//zjdgft.tc.nic.in/trade-notices/tn05-1
http//indianrailways.gov.in/
http//concorindia.com
http//shipping.nic.in
http//sarkaritel.com/ministries/goi/index.htm
http//unescap.org/publications/index.asp
http//rbi.org.in/home
77
ANNEXURE I
MNSTRY OF COMMERCE & NDUSTRY
DEPARTMENT OF COMMERCE
ECONOMC DVSON
MPORT OF PRNCPAL COMMODTES:APRL-MARCH ,2004-
05
____________________________________________
COMMODTES
APRL-
MARCH
2004-2005
. BULK MPORTS 41851
-------------- __________
1 Cereals&preparations 24.87
__________________ __________
a) Rice 0
b) Wheat 0.02
c) Other cereals 1.64
d) Preparations 23.21
2 Fertilizers 1231.08
__________________ __________
a) Crude 221.51
b) Sulphur & Un-roasted 107.66
Pyrites
c) Manufactured 901.91
3 Edible Oil 2393.79
4 Sugar 212.38
5 Pulp & waste paper 473.18
6 Paper board & mfrs. 677.75
7 Newsprint 378.25
8 Crude rubber 394.93
9 Non-ferrous Metals 1253.08
10 Metalliferrous ores & 2370.39
metal scrap
11 ron & Steel 2597.2
12 Petroleum crude & products 29844.1
. PEARLS,PRECOUS &
78
SEM-PRECOUS STONES 9423.45
__________________ __________
. MACHNERY 10709.87
__________________ __________
1 Machine Tools 592.09
2 Machinery other than 6550.64
Electrical
3 Electrical machinery 1144.39
4 Transport Equipment 2422.75
V. PROJECT GOODS 581.7
__________________ __________
V. OTHERS 44500.17
_________ __________
1 Cashew Nuts 391.08
2 Fruits & Nuts 235.31
3 Wool raw 183.82
4 Silk raw 134.59
5 Synth.®.fibres 73.49
6 Pulses 382.5
7 Raw Hides & Skins 47.15
8 Leather 205.84
9 Coal,coke&briquettes 2801.45
10 Non-metallic mnl.mfrs. 452.74
11 Other crude minerals 143.48
12 Organic&norganic chmls. 5335.09
13 Dyeing,tanning matrl. 396.38
14 Medicinal&Pharma.prds. 679.14
15 Artf.resins, etc. 1395.94
16 Chemical products 788.09
17 OtherTextile yarn,fabrics,etc 548.64
18 Manufactures of metals 887.16
19 Profl. instruments, etc. 1486.98
20 Electronic goods 9739.04
21 Wood and wood products 846.4
22 Gold & Silver 10824.38
23 Tea 34
24 Wollen Yarn and Fabrics 38.47
25 Cotton yarn and fabrics 187.89
26 Man made f'mnt spun yarn 470.96
27 Made up textile articles 58.85
28 Ready made garments(wov.) 31.89
29 Silk yarn and fabrics 162.75
30 Milk & Cream 2.86
79
31 Spices 125.73
32 Oil seeds 5.69
33 Jute raw 7.08
34 Woollen & Cotton rags 24.08
35 Veg. & animal fats 2.71
36 Cottow raw and waste 244.73
37 Essential oils & Cos.prep 118.72
38 Cement 1.7
39 Computer Soft.physical form 649.56
40 Other Commodities 4353.79
TOTAL MPORTS 107066.11
__________________ __________
80
ANNEXURE II
MNSTRY OF COMMERCE & NDUSTRY
DEPARTMENT OF COMMERCE
ECONOMC DVSON
EXPORT OF PRNCPAL
COMMODTES:APRL-MARCH,2004-05
(US $ Million)
COMMODTES
APRL-
MARCH
2004-2005
_________ __________
PLANTATONS 621.42
1. Tea 397.09
2. Coffee 224.33
.AGR&ALLED PRDTS 6033.94
__________________ _
1.Cereal 1973.31
_________ _
a) Rice 1478.18
b} Wheat 322.28
c) Others 172.86
2.Pulses 123.26
3.Tobacco 277.48
_________ _
a) Unmanufactured 208.7
b) Manufactured 68.78
4. Spices 399.3
5. Nuts & Seeds 795.22
_________ _
a) Cashew incl. CNSL 522.51
b) Sesame & Niger seed 160.99
c.)Groundnut 111.72
6. Oil Meals 690.11
7. Guergum Meal 145.99
8. Castor Oil 228.85
9.Shellac 36.23
10.Sugar & Mollasses 33.19
11.Processed Foods 719.91
__________________ _
a)Fresh Fruits & Vegetables 361.67
b)Fruits/Vegetable seeds 14.01
81
c)Processed and misc. 344.23
Processed items
12. Meat & Preparations 386
13. Poultry & Dairy Product 149.24
14. Floriculture products 45.68
15. Spirit & Beverages 30.18
. MARNE PRODUCTS 1267.53
__________________ _
V. ORES & MNERALS 4193.44
__________________ _
1.ron ore 2629.52
2.Mica 13.96
3.Processed Minerals 757.31
4.Other ores & Minerals 741.26
5.Coal 51.38
V. LEATHER & MFRS. 2289.23
_________________ _
1.Footwear 825.04
2.Leather & mfrs. 1464.19
V. GEMS & JEWELLERY 13705.44
__________________ _
V. SPORTS GOODS 98.1
_____________________ _
V. CHEMCALS & RELATED
PRODUCTS 12677.21
__________________ _
1.Basic chemls.,Pharma 6697.32
& cosmetics
2.Plastics & Linoleum 2947.42
3.Rubber, glass &
other products 2527.75
4.Residual chemls. &
allied products 504.72
X. ENGNEERNG GOODS 14587.37
MACHNERY 6484.71
Machine tools 162.01
Machinery & nstruments 3493.06
Transport equipments 2829.63
RON & STEEL 3631.2
ron & Steel bar rod etc 383.94
Primary & semi- fnshd iron & steel 3247.26
82
OTHER ENGNEERNG TEMS 4471.46
Ferro Alloys 182.31
Aluminium other than prods. 180.45
Non-ferrous metals 759.95
Manufacture of metals 3279.26
Residual Engineering tems 69.49
X.ELECTRONC GOODS 1804.06
__________________ _
1. Electronics 1755.1
2. Computer Software in 48.96
physical form
X. PROJECT GOODS 49.17
__________________ _
X. TEXTLES 12017.46
_________
1.Readymade garments 6026.39
2.Cotton,yarn,fabrics,
made-ups, etc. 3202.49
3.Manmade textiles
made-ups, etc. 1944.75
4.Natural silk textiles 405.74
5.Wool & woollen mfrs. 66.44
6.Coir & coir mfrs. 101.57
7.Jute mfrs. 270.09
X. HANDCRAFTS 343.47
__________________ _
XV. CARPETS 596.34
__________________ _
1.Hand-made excl. Silk 569.06
2.Mill-made excl. Silk 0
3.Silk Carpets 27.28
XV.COTTON RAW incl. waste 81.12
_______________________ _
XV. PETROLEUM PRODUCTS 6792.14
__________________ _
XV. UNCLASSFED EXPORTS 2089.6
__________________ _
GRAND TOTAL 79247.05
__________________ __________________
83
ANNEXURE III
MNSTRY OF COMMERCE & NDUSTRY
DEPARTMENT OF COMMERCE
ECONOMC DVSON
EXPORTS BY REGONS AND COUNTRES: APRL-MARCH,2004-05
RS. CRORES
COUNTRES/REGONS APRL-MARCH APRL-MARCH Growth Weight
2003-2004 2004-2005
.WEST EUROPE 72382.93 84736.77 17.07 23.80
__________________ _ _ _ _
(a)EU Countries 66370.13 77488.74 16.75 21.76
__________________ _ _ _ _
1.Belgium 8297.56 10972.69 32.24 3.08
2.Denmark 1111.54 1291.27 16.17 0.36
3.France 5885.84 7229.99 22.84 2.03
4.Germany 11692.61 11880.32 1.61 3.34
5.Greece 919.20 1302.44 41.69 0.37
6.reland 693.56 853.58 23.07 0.24
7.taly 7946.88 9708.93 22.17 2.73
8.Luxembourg 65.21 48.58 -25.50 0.01
9.Netherlands 5923.65 6820.85 15.15 1.92
10.Portugal 780.67 928.58 18.95 0.26
11.Spain 4607.02 5904.96 28.17 1.66
12.United Kingdom 13892.31 15926.84 14.64 4.47
13.Austria 488.82 502.67 2.83 0.14
14.Sweden 1010.36 1025.43 1.49 0.29
12.United Kingdom 13892.31 15926.84 14.64 4.47
13.Austria 488.82 502.67 2.83 0.14
14.Sweden 1010.36 1025.43 1.49 0.29
15.Finland 511.32 611.96 19.68 0.17
16.Cyprus 129.59 122.74 -5.29 0.03
17.Malta 541.99 140.60 -74.06 0.04
18. Lithuania 82.36 132.60 61.00 0.04
19. Estonia 27.50 42.11 53.14 0.01
20. Latvia 75.05 70.53 -6.01 0.02
21. Czech Republic 404.46 374.05 -7.52 0.11
22. Slovak Republic 77.44 101.41 30.96 0.03
23. Hungary 422.15 466.09 10.41 0.13
24. Poland 616.70 750.02 21.62 0.21
25. Slovenia 166.31 279.49 68.05 0.08
84
(b)Rest of West Europe 6012.80 7248.03 20.54 2.04
__________________ _ _ _ _
1.Norway 347.79 449.13 29.14 0.13
2.Turkey 2588.63 3091.59 19.43 0.87
3.Switzerland 2067.21 2344.85 13.43 0.66
. EAST EUROPE 555.13 795.06 43.22 0.22
__________________ _ _ _ _
1.Romania 219.61 476.33 116.90 0.13
2.Bulgaria 115.89 107.76 -7.01 0.03
3.Yugoslavia 77.33 40.53 -47.59 0.01
. C..S.& BALTC STATES 4742.97 4662.55 -1.70 1.31
__________________ _ _ _ _
a) Russia 3279.80 2684.33 -18.16 0.75
b) Rest of CS Countries 1463.17 1978.22 35.20 0.56
1. Kazakhstan 343.76 357.37 3.96 0.10
2. Ukraine 506.69 907.67 79.14 0.25
V ASA AND OCEANA 136112.79 168822.80 24.03 47.41
- - - - -
(a).Escap 93899.67 115321.69 22.81 32.39
1.Bangladesh 7998.98 7126.94 -10.90 2.00
2.Nepal 3075.79 3273.06 6.41 0.92
3.Sri Lanka 6061.91 6082.60 0.34 1.71
4.Australia 2684.91 3086.93 14.97 0.87
5.China P.R. 13579.06 20606.84 51.75 5.79
6.Hongkong 14988.52 16405.99 9.46 4.61
7.ndonesia 5179.68 5799.27 11.96 1.63
8.Japan 7854.45 8885.62 13.13 2.50
9.Korea Republic of 3514.65 4325.84 23.08 1.21
10.Malaysia 4102.38 4476.77 9.13 1.26
11.Singapore 9763.93 17053.79 74.66 4.79
12.Thailand 3821.72 3846.44 0.65 1.08
13.Pakistan 1318.52 2271.03 72.24 0.64
(b).Others 42213.12 53501.11 26.74 15.03
__________________ _ _ _ _
1.Saudi Arabia 5161.77 6154.53 19.23 1.73
2.United Arab Emirates 23552.85 31893.01 35.41 8.96
3.srael 3326.80 4447.98 33.70 1.25
V. AFRCA 16947.32 24093.07 42.16 6.77
___________ _ _ _ _
1.Egypt 1688.65 1901.93 12.63 0.53
2.Nigeria 2598.51 2753.39 5.96 0.77
3.South Africa 2478.39 4307.14 73.79 1.21
85
V. AMERCA 61705.00 72707.08 17.83 20.42
_________ _ _ _ _
(a)North America 56305.54 63282.74 12.39 17.77
__________________ _ _ _ _
1.Canada 3507.00 3667.13 4.57 1.03
2.U.S.A. 52798.54 59604.33 12.89 16.74
(b).Latin American Countries 5182.70 9357.25 80.55 2.63
_________________ _ _ _ _
1.Brazil 1266.52 2947.98 132.76 0.83
2.Argentina 401.29 803.17 100.15 0.23
3.Mexico 1215.07 1583.04 30.28 0.44
(c).Rest Of America 216.75 67.09 -69.05 0.02
_____________________________ _ _ _ _
1.Panama Canal Zone 14.71 2.09 -85.78 0.00
2.Peurto Rico 121.46 58.14 -52.13 0.02
3.Turks & Calcos s. 79.38 1.42 -98.21 0.00
GRAND TOTAL 293366.75 356068.88 21.37 100.00
86
ANNEXURE IV
CONCOR
EXIM HANDLING STATEMENT
APRIL 2005-MARCH 2006
(N TEUs)
TERMINAL EXPORT IMPORT G. TOTAL
NAME TOTAL TOTAL
NORTHERN REGON
TUGHLAKABAD 184894 220951 405845
MORADABAD 20217 20013 40230
PANPAT 1148 1149 2297
DHANDARKALAN 56775 63914 120689
BALLABHGARH 11928 6582 18510
JODHPUR 16094 16104 32198
JAPUR 22726 22656 45382
REWAR 7998 11114 19112
DELH KSHANGANJ 80 80
NR. TOTAL 321780 362563 684343
NORTH-CENTRAL
REGON
DADR 40827 55536 96363
AGRA 4419 4418 8837
GWALOR 4186 3634 7820
KANPUR 11735 11246 22981
RAVTHA ROAD 2890 1890 4780
NC.R TOTAL 64057 76724 140781
WESTERN REGON
MULUND 21334 21334 42668
NEW MULUND 33882 33797 67679
87
NDORE 12512 13053 25565
CHNCHWAD 6519 3826 10345
TURBHE 1178 244 1422
MRAJ 437 437 874
DNODE 36396 58737 95133
RATLAM 7900 8814 16714
MBPT/JNPT 6054 6054 12108
W.R. TOTAL 126212 146296 272508
NORTH-WEST REGON
SABARMAT 50261 45852 96113
VADODARA 6530 7119 13649
KANDLA 765 283 1048
N.W.R. TOTAL 57556 53254 110810
CENTRAL REGON
NAGPUR 25389 27895 53284
AURANGABAD 3153 2083 5236
BHUSAWAL 1648 1525 3173
BHOPAL 52 57 109
RAPUR 168 226 394
C.R. TOTAL 30410 31786 62196
SOUTHERN REGON
TONDARPET 26394 40089 66483
HOM-C 31083 25540 56623
WHTEFELD 30388 37330 67718
COMBATORE 4266 3564 7830
MLAVTTAM 3331 5407 8738
COCHN 2783 1603 4386
MADURA 16 15 31
PONDCHERY 678 331 1009
W.AREA 979 424 1403
TRUPUR 2507 2498 5005
88
S.R. TOTAL 102425 116801 219226
SOUTH CENTRAL
REGON
SANATNAGAR 18217 22918 41135
VZAG 3849 3637 7486
DESUR 371 414 785
SC.R. TOTAL 22437 26969 49406
EASTERN REGON
SHALMAR 61 61
AMNGAON 2356 2341 4697
HALDA 373 75 448
CTK/MJT 2729 8645 11374
TATA 742 122 864
E.R. TOTAL 6200 11244 17444
GRAND TOTAL 731077 825637 1556714
89
ANNEXURE V
Container Traffic
2003-2004 and 2002-2003 | 2001-2002 and 2000-2001 | 2000-2001 and 1999-2000 |
1999-2000 and 1998-99 | 1998-99 to 1997-98 | Click here for Past Years report
2003-2004 and 2002-2003 figures in 000's)
2003-2004 2002-2003
PORT UNIT
IMPORT EXPORT TOTAL IMPORT EXPORT TOTAL
CALCUTTA
TONNAGE
TEUs
1110
(78)
636
(45)
1746
(123)
924
(66)
574
(40)
1498
(106)
HADIA
TONNAGE
TEUs
839
(54)
1436
(83)
2275
(137)
651
(45)
1199
(72)
1850
(117)
PARADIP
TONNAGE
TEUs
3
(2)
57
(2)
60
(4)
8
(1)
25
(1)
33
(2)
VISAKHAPATNAM
TONNAGE
TEUs
80
(10)
197
(10)
277
(20)
105
(10)
191
(12)
296
(22)
CHENNAI
TONNAGE
TEUs
4522
(282)
4106
(257)
8628
(539)
3682
(217)
3536
(208)
7218
(425)
TUTICORIN
TONNAGE
TEUs
1101
(126)
1586
(128)
2687
(254)
926
(104)
1375
(109)
2301
(213)
COCHIN
TONNAGE
TEUs
1062
(85)
1063
(85)
2125
(170)
996
(80)
1074
(86)
2070
(166)
NEW
MANGALORE
TONNAGE
TEUs
35
(3)
61
(4)
96
(7)
26
(3)
58
(3)
84
(6)
MORMUGAO
TONNAGE
TEUs
41
(5)
62
(5)
103
(10)
29
(5)
61
(4)
90
(9)
MUMBAI
TONNAGE
TEUs
2104
(153)
712
(44)
2816
(197)
2332
(163)
811
(50)
3143
(213)
JNPT
TONNAGE
TEUs
12169
(1,087)
15616
(1,182)
27785
(2,269)
9582
(910)
13282
(1,020)
22864
(1,930)
KANDLA
TONNAGE
TEUs
800
(89)
1604
(81)
2404
(170)
688
(80)
1537
(77)
2225
(157)
TOTAL
TONNAGE
TEUs
23866
(1,974)
27136
(1,926)
51002
(3,900)
19949
(1,684)
23723
(1,682)
43672
(3,366)
90
91