Enayam Port

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Tamil Research Institute RAPID TECHNO-ECONOMIC FEASIBILITY REPORT FOR DEVELOPMENT OF COLACHEL PORT AT TAMILNADU FINAL REPORT Shipping liners keep a long term view when deciding their preferred TS port given the costs of re-configuring existing route networks. Scale and assurance of traffic are two important factors that influence this decision. A quick scan of the successful TS ports in the region show that all of them have planned capacities of more than 10 Mn TEUs. The following figure illustrates the capacity of the ports. In Mn TEUs Singapore Port Klang Tanjung Pelepas Colombo Hambantota Galle Jebel Ali Salalah Port Abdullah Current capacity ~32 Mn ~16 Mn ~9 Mn ~5 Mn 0 0 ~15 Mn ~5 Mn ~20 Mn Planned capacity 1 50 Mn 30 Mn NA 13 Mn 20 Mn 10 Mn 19 Mn 8 Mn 25 Mn 1. Planned capacity includes existing capacity Note: Planned capacity based on announcements and press release from the port authorities; can vary significantly from actual capacity expansion implemented Figure 12: Existing & planned capacities of TS ports 1. T/S hubs create value by aggregating cargo from small scale routes to create large parcel sizes and balance import / export traffic for long routes, and scale enables greater optimization 2. Scale also enables use of bigger feeder vessels and dedicated runs thus reducing feeder costs 3. Scales brings down overhead costs and allows port to become even more competitive on pricing 4. Scale helps set up an ecosystem around the port and helps develop the area. This then allows the port, liners and logistic companies to attract talent. Colachel has 10 M TEUs capacity (assuming coal berth in converted to container) due to its 4km long shoreline which provides sufficient scale for the port. This capacity can be further expanded to ~18 M TEUs (post phase III of the port) by converting the breakwater into a container handling berth. 4. Assurance and support of Gateway traffic Presence of significant assured Gateway cargo is often a big factor in liners' decision to move to a new location since it brings down the volume risk. This also becomes a key differentiator as it drives higher scale of operations for the liners and allows them to combine their gateway traffic with trans –shipment traffic without need for a feeder movement. Colachel has high potential for gateway cargo given its proximity and access to hinterland comprising of T.N. (primary hinterland) and also parts of Kerala, Karnataka and A.P. (secondary hinterland). The hinterland currently generates 2.3 Mn TEUs of container cargo (2014). Out of this, 60% of cargo is currently trans-shipped through foreign ports. A large share of this traffic could be re-directed as gateway through Colachel given better logistic cost economics. Colachel is expected to convert upto 40-50% of the hinterland TS traffic to Gateway. The following figure illustrates the same. 29 www.tamilri.com
Tamil Research Institute RAPID TECHNO-ECONOMIC FEASIBILITY REPORT FOR DEVELOPMENT OF COLACHEL PORT AT TAMILNADU FINAL REPORT Potential to convert 40-50 % of TS traffic from South Indian ports to gateway Economic simulation: ~ 30 % cost savings for cargo from Madurai district Contour of indifference Transport cost per TEU (in USD) 600 -31% 509 Illustration Area span where gateway through Colachel is more economical than TS through Colombo or other hubs Port in hinterland Cochin Colachel TS cargo (in '000 TEUs) Tuticorin Krishnaptnam Chennai % of TS converted to direct cargo CHENNAI 810 20-40% 400 200 0 354 Madurai- Tuticorin- Colombo- Europe 383 Madurai- Cochin- Colombo- Europe TS in Colombo Madurai- Chennai- Colombo- Europe 246 Madurai- Coalchel- Europe TS in Colachel V.O. CHIDAMBARANAR 433 >90% Inland cost Shipping Cost Port handling cost COCHIN 204 >90% Note: New Mangalore not considered for analysis as there is is no TS container cargo from New Mangalore Figure 13: TS traffic converted to gateway traffic through Enayam Cochin has limited hinterland cargo from Kerala and requires interstate transport for access to T.N. hinterland. Long delays in interstate checkpoints (e.g. delays in Walayar can be as high as 18-24 hours) have made it infeasible for T.N. exporters/ importers to use Cochin for shipping. Colombo, has limited gateway cargo and >70% of its current traffic is TS traffic. A port at Colachel would aggregate the hinterland traffic wherever logistics costs are to its favour. 5. Sufficient feeder capacity and cost efficient network As per the traffic projections for trans-shipment traffic at Colachel Port, a feeder network with capacity of ~27,300 TEUs for a weekly service would be required in 2025. Currently, the capacity of Indian feeder network for a weekly service is ~5,100 TEUs, which is expected to grow to only ~8,300 TEUs by 2025. Indian feeder network will only be able to serve ~30% of Colachel's demand in 2025 TEUs for weekly service 30,000 20,000 Indian Feeder capacity Demand at Colachel Port -70% 10,000 0 5,100 2015 8,300 2025 27,300 Figure 14: Indian feeder capacity available vs. requirement for Colachel 30 www.tamilri.com
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