Total

1 CHAPTER I RESEARCH DESIGN 1.1

INTRODUCTION

The existence of waterways has been an important factor in the development of regions, for the waterways have served first as paths of exploration and new settlement and later as avenues of commerce and trade. Waterways are often of international importance, either because they are border or they run through more than one country or because other nations wish to use them for trade; a number of waterways have been nationalized. There are mainly two types of water transport. They are – Ocean water transportation and Inland water transportation. Ocean water transportation is a transportation facility which is mainly done through oceans, seas and in large bays. 1.2 INLAND WATER TRANSPORTATION Inland water transportation (IWT) or Inland navigation is a natural or artificial navigable inland body of water, or system of interconnected bodies of water, used for transportation. This may include lakes, river canal, or any combination of these. “Inland water transportation is the science or art of conducting ships or vessels from one place to another, including ,more especially , the method of determining a ship’s position, course, distance passed over etc; on the surface of the globe, by principle of geometry and astronomy.” – Webster 1.3 ADVANTAGES OF INLAND WATER TRANSPORTATION It is recognized that inland water transportation (IWT) is the cheapest mode for certain kinds of traffic both over long and short distances. This may be illustrated by an example: one horse power is expected to move 150 kg on road, 500 kg on rail and 400 kg on water. Therefore in an era of energy saving methods, inland water transportation is the best alternative wherever congenial condition s exists. From the technical point of view this mode of transport has the lowest relative dead weight and a minimum of friction loss. The estimates shows that an investment of Rs.1 lakh in

2 waterways project can generate employment of the order of 23.4 man-years compared to 14.8 for roads and 4.3 for railways. From the environmental point of view, inland water transportation is favored because of its clean and pollution – free operations. 1.4 INLAND WATER TRANSPORTATION IN INDIA India has almost 14500 kms of navigable waterways which comprises of rivers, canals, backwaters, creeks etc. About 44 million tonnes of cargo is being moved annually by inland water transportation, a fuel efficient and environment-friendly mode. In India steam vessels were introduced only in 19th century. It helped in the movement of certain products like Indigo, Jute and Tea. Inland transportation was at first restricted only to a certain extent of West Bengal and Assam. Now it operates in Ganga – Bhagirathi – Hoogly Rivers, the Brahmaputra, the Barak River, the Rivers in Goa, the backwaters in Kerala, inland waters in Mumbai and the Deltaic regions of the Godavari – Krishna Rivers. Besides these organized operations by mechanized vessels, country boats of various rivers and canals. Inland Water Transport Committee was established in 1970. The Inland Water Authority of India Act, 1985 empowers the government to declare waterways with potential for development of shipping and navigation as national waterways and develop such waterways for efficient navigation. So far there are three main national waterways and there is proposal for additional three waterways soon. Waterway I The Ganga between Allahabad – Haldia (1620kms) River stretch

Distance in kms

Haldia (Sagar) - Farakka 560 Farakka – Patna

460

Patna – Allahabad

600

Total length

1620

3 Waterway II The Sadiya Dhubri stretch of river Brahmaputra (891kms) River stretch

Distance in kms

Bangladesh border(Dhubri – Guwahati) 260 Guwahati – Dibrugarh

508

Dibrugarh – Sadiya

123

Total length

891

Waterway III The Kollam – Kottapuram stretch of West Coast canal along with Champakara and Udygmandal canals (205kms) in Kerala. River stretch

Distance in kms

Kottapuram - Cochin

30

Cochin – Alappuzha

62

Alappuzha - Kayamkulam

38

Kayamkulam - Edapallikotta 21 Edapallikotta - Kollam

17

Champakkara and Uydgmandal canal

37

Total length

205

Declaration of three more waterways namely Godavari – Krishna Rivers along with Kakkinada – Pondicherry canals, East Coast canal along with Brahmani River and Mahanadi delta and Barak River is under active consideration of government. 1.5 INLAND WATER TRANSPORTATION IN KERALA The existence of almost a continuous chain of lagoons and backwaters separated from coast line by a narrow strip of land varying in width from about 0.5km to 12kms in peculiar characteristic of coastal topography of Kerala state. The 41 west flowing of Kerala join the Lakshadweep Sea, after flowing through an estuarine stretch in the coastal belt. Some estuaries are complex system like Vembanad and Ashtamudi.

4 These estuaries, in certain are known as backwaters are generally navigable along with the portion of the lower reaches of the river. Before the introduction of roads and railways, the water-ways provided the transport facility in these areas.

Now this

system is improved by constructing artificial canals interlinking the lagoons, backwaters and mouth of rivers to provide a continuous water-way for inland navigation from Kottapuram in north to Kollam in the south, for a distance of 205kms. In north Malabar area, the earliest known excavated artificial canal is the Sultan’s canal 3.8km long completed in 1766 which connect Peruvamba and the Kuppan River in Kannur. The West Coast canal network which comes under national waterway III was completed in 1880. It connects Kollam in south to Kottapuram in north for a distance of 205 kms(Fig. ). A number of cross canals and link canals connecting midland towns and industrial centers were also developed or constructed. The width of these canals varies from 4m and 30m and the depth between 0.5m and 3.0m. 1.6 NEED FOR DEVELOPMENT OF INLAND WATER TRANSPORTATION IN

KERALA

There is a scope for National Waterway stretching from north of Kerala to the south, since there are number of canals connecting up riverine and estuarine systems traditionally used for Inland navigation. This natural gift has been utilized in Kerala from time immemorial. These waterways have been serving the transport need of the state to some degree. •

In the Cochin – Quilon section of West Coast canal system the inland water transportation development will facilitate movement of raw materials since it is a highly industrialized zone.

•

The Cochin port can be used as a “break of bulk point”.

•

The dredging and widening of rivers and canals are needed only for a few section of West Coast canal system.

•

Inland water transportation is a cheaper mode of transportation, so bulk goods can be transported easily.

5 •

Inland water transportation can provide linkage between urban and rural areas.

1.7 TRAFFIC STATUS OF INLAND WATER TRANSPORTATION IN KERALA A survey conducted by Council of Applied Economic Research has revealed the following: 1. Inland water transport accounts for 4 million tonnes of annual cargo movement. 2. About 60 passenger boats are operating with a total route length of 2013km carrying 35000 passengers daily. 3. The total registered tonnage of the passenger’s vessels plying is 77000. 4. The total tonnage of Inland watercraft in Kerala is about 140000 besides 4000 fishing boats of average capacity of 10 tonnes. 5. Across the river, movement or “bank to bank” movement is very important as it provide shortest path needed for reaching from one region to other. It is time saving and economical for short crossing. 1.8 REVIEW OF LITERATURE The study of inland water transportation has gained importance only during recent times. Most of the studies prior to this were mainly done on ocean transport, but now study is shifting towards the inland water transportation because of its enormous potential in development of urban transportation. Now special focus is been laid for the study of inland transportation along with other mode of transportation. International organizations, Government authorities, Town planners, Engineers and NGOs all have taken to studying this mode of transportation and its problem. At International level, many studies were conducted on Inland water transportation. T.H Illangasekar (1986) has done projects on inland water transportation in USA. Colonel Williams (2000)has studied about the inland water navigation in Mississippi and Illinois River. European Commission (2001) has released a paper “European Transport policy for 2010” which mainly deals with the study of inland waterways. In India, the study is mainly done by Government organizations. Centre for Water Resources Development and Management (CWRDM) and National Transport

6 Planning and Research Centre (NATPAC) are doing extensive study on inland water transportation. West Bengal Transport Department (WBTD,2001)has studied about inland water transportation in Hoogly basin. Directorate of Inland Water Transport, Assam has been studying about inland water transportation in Northeastern region. In Kerala NATPAC is studying about the West Coast Canal system. V.P Dinesan and E.J James has studied about Cannoly canal of Kozhikode district. Some studies were also carried out in Kuttanad region. This dissertation is an attempt for analyzing the inland water transportation and the problem relating to its operation in Kozhikode district. 1.9 CHOICE OF STUDY AREA For the present study, Kozhikode district is chosen as the study area. Kozhikode is the most important district in the northern parts of Kerala, which has a strategic importance with regard to transportation. Kozhikode is passing through rapid advancement in terms of population and in urban growth. The city is well connected by all modes of transportation (Air, Water, Railway and by Road). But there is lack of development in the Inland water transportation of the district, even though there is huge potential for development of inland water transportation. The present project in this context, tries to assess the potential of existing water for use as Inland water transportation and examines the need for development of Inland water transportation in district. It also aims to bring out the problem faced by people who are currently using these water bodies for transportation. 1.10 AIMS AND OBJECTIVES In order to explain the various dimensions of Inland water transportation, the following aims and objectives have been formulated. 1. To understand the Geographical distribution of Inland waterways in Kozhikode district. 2. To analyse the problem relating to inland water transportation and its operation. 3. To identify the “bank to bank” movement of commodity and people in

7 Rivers/canals. 4. To observe the response of people regarding Inland water transportation and its usage. 5. To analyse inland water transport’s growth potential in the district. 6. To understand passenger ratio in the banks of river. 7. To analyse the tourist potential of the study area. 1.11 METHODOLOGY 1.11.1 DATABASE The primary and secondary data have formed data base for present study of drinking water. Secondary data is mainly taken from the census report, Panchayat level statistics by Economic & Statistics Department, published and unpublished materials from National Transport Planning and Research Centre (NATPAC, Kozhikkode), materials from Centre for Water Resource Development and Management (CWRDM, Kozhikode), and Corporation of Kozhikode. The base map for the study area has been taken from Centre for Earth Science Studies (CESS, Thiruvananthapuram). The responses related to Inland water transportation are mainly collected through the primary investigation. The questionnaire survey has been conducted all along the banks of the River/Canal. People of different views have been interviewed to get relevant information. Fifty respondents from the River/Canal course are randomly selected for analyzing whether they use Inland waterways for their daily transportation needs and for understanding what measures should be taken for future development of Inland water transportation. 1.11.2 TECHNIQUES USED The collected data is classified and represented, cartographically as well as statistically so as to explain the potential for development of Inland water transportation in Kozhikode district.

8 The nature and characteristics of Inland water transport, especially the location and distribution aspects of inland water transport and the demographic and economic status are explained cartographically using GIS software like MapInfo and Arc View. Rainfall, temperature data and population data are represented by suitable diagrams and cartographic illustration. Semi-quantitative techniques have been adopted in order to establish relationship between different variables of Inland water transportation. The study is essentially qualitative though certain quantative method has been adopted. 1.12 LIMITATION OF THE STUDY There is lack of data pertaining to the inland waterways and even the completeness of the maps is not available properly. Non availability of certain published and unpublished details is a major limitation faced by investigator regarding the secondary data. Many of the data collected are not fully reliable as it is not for the current year. The primary data collection done in rivers/canal banks of the district is time consuming and needed transportation charges and other miscellaneous expenses. As the study mainly deals with river/canal, the actual inflow of water and depth of it vary from one season to another season, so the condition in one season is not found in another season. So it is difficult to find a perfect assumption of the facts and findings. 1.13 ORGANIZATION OF REPORT The present report on the findings of the study has been organized in five chapters. The present chapter deals with a brief review of literature and nature of problems, the objective and the methodology of the present study. The second chapter deals with the study area, its location, area, physiography, drainage, geology, soil, climate and demographic factors.

9 The third chapter deals with details of existing inland water transportation, its distribution, its characteristic pattern etc. It emphasis on the spatial distribution of inland water transportation and its importance. The fourth chapter describes the primary survey details and explains relationship of different variables of inland water transportation. Here the problems and the reason for same are explained. The fifth and final chapter summarizes the report and presents a major finding in brief and also draws suggestions for future inland water transportation development.

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10

CHAPTER II STUDY AREA 2.1 INTRODUCTION The word Kozhikode is the anglicized version of the Persian name Kozhikooth – means `hen of truth’. Traditionally Kozhikode was a famous port for trading and has a long time relationship with Arabian Peninsular. The place surrounded by the fort was known as Koyil (Palace) Kotta (Fort) and hence the names of the place become Kozhikode. Foreigners called it by different names, for Arabs it was Kalikut, for Chinese it was Kalifo. Tipu Sultan, during the conquest of Malabar, unsuccessfully attempted to change the name of the city to Firozabad.

2.2 LOCATION Kozhikode district is situated between north latitude s 1108’ to 11o50’ and east longitudes 75o30’ to 76o8’. It is situated in the south west coast of India. (Fig:2.1). The district is bounded on the north by Kannur district, on the east by Waynad district, on the south by Malappuram district and on the west by Arabian Sea. The total area of the district is 2344 sq.kms, which accounts for about 6% of the total area of the Kerala state. Physiographically, the sandy coastal belt occupies 12%, midland 52% and rocky highland 36% of the total area of the district. 2.3 HISTORICAL BACKGROUND Historically Kozhikode district was a main centre for trade and commerce. The ports of Malabar Coast have participated in the Indian Ocean trade in Species, Silk and other goods for over two millennia. There are documented visits in as early as the 14th century by Chinese travelers such as Zheng He. Kozhikode has emerged as the centre of an independent kingdom by 14th century, whose ruler was known as Samoothirippadu (often anglicized as Zamorins). Thus Calicut came to be called the city of Zamorins.

11 In the year 1498 Portuguese explorer Vasco Da Gamma landed first in India at `Kappad’ about 25kms from Calicut city. During 16th century Kozhikode had trading post by Portuguese. In mid 17th century Dutch acquired trading centers from Portuguese occupation. In 1766 Hyder Ali of Mysore captured Calicut and after third Anglo – Mysore war in 1792, the newly acquired possession on the Malabar Coast by British were organized into Malabar presidency and Kozhikode became the district capital. After Independence Malabar district was combined with state of Travancore – Cochin to form the new state of Kerala on November 1, 1956. Malabar district was split into the district of Kannur, Kozhikode and Palakkad on January 1, 1957. 2.4 PHYSIOGRAPHY Physiographically Kozhikode district can be divided into 6 divisions. The altitude is increasing from west to east (Fig. 2.2). The highest region is Vellimala which is southern boundary of the district has a height of about 2240metres above msl. The low land of the district has an average height of about 20m and the angle of elevation is about 1o to 3o.The low mid land has an average height of about 20 to 100m and the angle of elevation is about 3o to 5o. The mid land has a height of about 100 to 300m and an elevation of about 10o to 40o. The mid up land has an average height of about 300 to 600m and the angle of elevation is about 20o. This portion lies in foothills of Western Ghats. The upland has a general height of about 600 to 900m. This portion has high hills and steep vallies and has an elevation of about 35o. The high land region has a height of more than 900m. Here the slope is towards the eastern part. Geologically

Calicut

has

a

crystalline

metamorphic

rock

structure.

Charnockites, Gneisses and Laterite are dominant. In interior parts Igneous rocks like Granite and Dolerite are found. 2.5 DRAINAGE There are large number of Rivers and Lakes in Calicut district. Chaliyar puza, Poonoorpuza, Korapuzha, Kuttiyadi puza and Kadalundi puza are important Rivers in

12 Calicut district. Apart from it there are many tributaries of these Rivers spread all across the district. (Table 2.1) Table 2.1 Main Rivers and its Tributaries River

Starting

Length in Catchment

point

kms

Main tributaries

area in sq.kms

Kuttiyadipuza

Narikote mala

74

583

(1219 m) Chaliyarpuza

In Tamilnadu

Kariyangad

puza

Madapally puza 169

2923

Ilimbari kunnu

Pandiyar, Chali puza, Puna puza, Iruti puza

(2066m) Kora puza

Arikuniyil hills

40

624

(610m) Kallayi puza

Agla

puza,

Chittari

puza, Poonoor puza

Cherukulathur 22

96

- Nil -

1122

Kari puza, Veliyar, Oli

Village (45m) Kadulandi

Iratakomban

puza

malai

130

puza

(1190m)

For the present study Kora puza has been taken as a case study. Kora puza River flows from north to south direction. It is about 40kms in length and can be navigable for around 28.4kms. 2.6 CLIMATE The district has a generally tropical humid climate with a very hot season extending from March to May. During this period about 25% of rainfall is received. The main rainy season is during the south west monsoon, which sets in the first week of June and extends up to September. It accounts for about 62% of rainfall received by the district. The north east monsoon extends from the second half of October through November. It accounts for 14% of rainfall and the rest of rain fall occur in winter

13 season from December to January. During winter season skies are clear and air is crisp. There is not much variation in temperature because of nearness to sea and the average temperature is about 28oc.The highest temperature ever recoded in district was 39.4oc in March 1975. The lowest was 14oc recorded on 26 December 1975. 2.7 SOIL The Soil group of Kozhikode district can be divided into 4 major types – The coastal alluvial soil, Riverine alluvial soil, Red loam soil and brown hydromorphic soil (Fig.2.3). Most of the area of the district is covered by red loam soil. Coastal alluvium is found near the coastal plain and in low lying areas. Riverine alluvium is found in the River banks. The brown hydromorphic soil is also distributed all along the district. 2.8 DEMOGRAPHIC ASPECTS The population over space reflects the physical condition of an area, its history of development and the effectiveness with which the occupant have been able to utilize their cultural tradition. 2.8.1 POPULATION DISTRIBUTION According to the 2001 census, total population of the district is 2879131 of which male constituted 48% and female 52%. So in Calicut number of female are more than number of males.Taluk wise maxim

um population is found in Kozhikode taluk

(53%) followed by Koyilandy taluk (24%) and Vadagara taluk (23%)(Fig.2.4). The total urban population was 1101157, which accounts for 32% of the total population. This shows that, now also most of the people in Kozhikode are living in rural areas and is an agrarian economy. 2.8.2 DENSITY OF POPULATION The density of population has been calculated in order to find out the spatial variation in the density of population within the district. The average density of population in 2001 was about 1129 persons/sq.km. It was 1118 persons/sq.km in 1991. So the

14 decade growth rate of population is around 10%. However there is spatial variation in the population density from one area to other. 2.8.3 LITERACY According to 2001 census, Kozhikode district has a literacy rate of around 92%. Male literacy is high (92 %) than the female literacy (89%). 2.8.4 SEX RATIO The sex ratio of the district is 1057 females to every 1000 males, which means there are number women in Kozhikode district than men. 2.8.5 OCCUPATIONAL STRUCTURE Kozhikode district is not a major industrial area and hence most people are engaged other occupational sectors of economy. According to 2001 census the main workers constitute about 22% of working force of the district. The main workers are distributed unevenly throughout the district. Taluk wise Kozhikode has the highest percentage of main workers (57%). Koyilandy taluk has 23% and Vadagara taluk has 20% of main workers respectively.(Fig.2.5) 2.9 TRANSPORT AND COMMUNICATION Kozhikode district has a well developed transport and communication facility. The total length of the road in the district is about 516kms, which include National highway (127kms), State highway (97kms), District road (315kms), Other district road (kms) and Village road (38kms) respectively. These roads are well connected with all major towns and villages of the district. Almost all parts are also well connected with communication facilities. There are around 5 head Post Offices and around 533 Post Offices in the district. There are 88 telephone exchanges in the district. The density of transport and communication is quite well developed in the district.

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15 CHAPTER III KORAPUZA RIVER AND CANOLLY CANAL AS INLAND WATERWAY 3.1 INTRODUCTION An efficient transport sector is vital for development of the economy of any country. Inland Water Transport (IWT) is an economic, fuel efficient and environment friendly mode of transport. India has an extensive network of rivers, lakes and canals, which, if developed for shipping and navigation, can provide an efficient network of inland transportation. An optimal mix of road, rail and inland water transport will provide an efficient transport infrastructure with mobility, flexibility and cost effectiveness. Water based transport is effective as generally speaking, operating costs of fuel are low and environmental pollution is lower than for corresponding volumes of movement by land, rail or air. A major advantage is that the main infrastructure, the water-way is often naturally available, which then has to be ‘trained’, maintained and upgraded. Transport over water-ways is especially effective when the source and destination are water front location. In the case of Kozhikode district, the provision of Inland water-way transportation through Korapuzha River and Canolly canal plays an important role in the overall development of transport facility of the district and also for economic growth. In this context, let us discuss about the Inland water transportation in the district. 3.2

NEED

FOR

INLAND

WATER

TRANSPORTATION

IN

KOZHIKODE

DISTRICT Kozhikode district is the 3rd largest city in Kerala after Cochin and Trivandrum. It is the most important urban centre in the northern Kerala and its economic influence is increasing considerably. So the need for the development of an appropriate transport network is very essential for the economic development of the region. The present study of Korapuzha River and Canolly canal aims for the development of Inland water transportation as major mode of transportation in

16 Kozhikode district. The Korapuzha River and Canolly canal is a part of West Coast Canal system which comes under National water-way III, is a main connection point between North and South Kerala. Inland water transport acts as a feeder transport mode for other mode (Road/Railway) and so the present study tries to find out the main terminal points of the area. The study also tries to analyze the flow of goods, services and people from one bank on the river to other bank (bank to bank movement). 3.3 INLAND WATER TRANSPORTATION THROUGH KORAPUZA RIVER AND CANOLLY CANAL Korapuzha River is situated in the central part of the Kozhikode district and flows almost through three Taluks (Kozhikode, Quilandy and Vadakara). The River has a total catchment area of about 624 sq kms. The river originate from Arikuniyil hills is bout 610 mts from msl and covers a distance of about 40 kms before draining into Arabian sea near Elattur. About 24.8 kms of Korapuzha is navigable. Agala puza, Punnur puza, Chittari puzha etc. are the main tributaries of Korapuzha River. The Canolly canal is a man made channel constructed in the year 1848, by Mr. Cannoly, the then collector of Malabar as an Inland water-way along Malabar Coast which connects Kallai, once famous as the world’s second largest timber yard after Ottawa in Canada and with Elattur, famous for its coir products. This canal was originally constructed to relieve transport by road. The Canolly canal is running across the heart of the Kozhikode city has a length of 11 kms. The width of the canal ranges from 6 to 25 meters at different stretches. The depth of the canal in summer varies from 0.5 to 2 meters at different sections. The bed level of the canal varies from (+) 0.50 to (+) 1.50m and in many stretches it is at base level. The canal was navigable up to 1950’s, but due to sediment deposition, improper function of dock system, storm water discharge the navigation through this canal has been stopped. But now many proposal are been laid for the development of Inland water ways through this canal.

17 3.4 PASSENGER MOVEMENT The main passenger movements by Inland waterways that are viable are ferry operations across the River (at numerous locations on all waterways). On short stretches along rivers tourism based passenger traffic is found. In the present study of Inland water ways along Korapuzha river 6 importance places has been identified along the river course. These river banks are known as ‘Kadavu’ in local language. Kadavu helps mainly as ‘break of bulk’ points for the road transportation. People mainly use this route as shortcut passage to any other region which is located on the other side of the river. (Fig.3.1) Fig.3.1

The figure shows the importance of Inland water transportation in the transport scenario. Because of the general phisiography of Kerala, the people living on the either side of Midland (i.e: highland and coastal area people) have to regularly cross a river to go from one region to another. In the figure suppose a person want to go from

18 Point A to Point B, he has two options. One option is that he can go by road and cross the bridge and reach at the Point A. But it will cost him more time as well as money, so he will definitely choose the easier way. In this mode he can easily cross the river by ferry boat and reach the other side. It will take much less time as well as money compared to road ways and hence is more helpful in providing shortcut passages. Kaduvu helps as a linking point between road-way and water-way. These Kadavu uses traditional boats known as ‘Thoni’ or ‘Vallam’ in the local language for transportation of people and goods. Only a small number if people (about 20 people) can only be accommodated in this type of small ferry boat. This crossing in the river is only available from 5.00 am to around 7.pm.The six such important Kadavu which has been identified for the study are 1) Meyana Kadavu 2) Ullur Kadavu 3) Chittari Kadavu 4) Valliyil Kadavu 5) Thorai Kadavu 6) Chatunadathu Kadavu Of this six Kadavu, passenger movement from bank to bank is maximum at Ullur Kadavu where about 350 people cross daily. Meyana Kadavu, Chittari Kadavu and Valliyil Kadavu have a passenger movement of about 150 to 200 people. Less than 100 people cross the Thorai and Chatunadathu Kadavu. There is no bank to bank movement in the Canolly canal. Only some recreation facility is available in Kalipoika and near Elattur estuary where minor boat facility is available. Some factors which effect passenger movement are discussed below – 3.4.1 TRAVEL TIME The time by land routes is generally reducing, with more and more bridges being constructed to have ferry based services in many parts of Korapuza River. Faster ferries and launches are a possibility to encourage traffic on this route. The hand based country ferries are very slow in Korapuza. It will take 15 minutes to cross a stretch of 50-60 meters across the river.

19

3.4.2 COST For passengers, the typical cost of ferry, while not high, have to be added to the costs of the subsequent mode of transport which may have to be used to achieve the `end to end’ requirement of transport. The cost of service from `bank to bank’ in Korapuzha, have been fixed as Rs.2 /crossing by Panchayat officials. 3.5 CARGO MOVEMENT The availability of goods movement using Inland water transportation is to be analyzed from the perspective of technological and physical viability, commercial potential and operating policy of carriers and associated agencies. The movement from one bank to another bank in Korapuzha differs from one Kadavu to another. Usually the most important products which are transported are coconut, fish, copra, limestone and coir products. Elattur is main hub for coir products, so it is an important centre of trade. But now due to competition from other industrial products such as plastics, the value of coir products have declined. Now most of goods are transported by roads.

INDICATIVE PATTERN OF CARGO MOVEMENT BY DIFFERENT MODES ROAD Truck movement (Freight) Loading of goods

First origin

Unloading of goods

Final destination

20

RAIL Loading into train

First transshipment to station

Unloading into train

Train movement (Freight)

Final transshipment From station

Loading First Origin

Unloading Railway yard (Origin)

Railway yard (Destination)

Final destination

INLAND WATER TRANSPORTATION Loading into barge

First transshipment to terminal

Unloading into barge

Barge movement (Freight)

Final transshipment from terminal

Loading

Origin

Unloading

IWT terminal (Origin)

IWT terminal (Destination)

Final destination

Apart from the above, the inventory cost for cargo while on transit will also form as part of the total transportation cost. Thus the Total Transportation

Cost = Freight

+ Handling Charges (Loading + Unloading charges) + Inventory cost. (Table.3.2)

21

Table.3.1 AT THE BAREST MINIMUM LEVEL THE TRANSPORT COST FOR DIFFERENT MODE INCLUDE FOLLOWING COMPONENTS.

Cost A

B

Components Freight

Road

Rail

IWT

1) Truck

1) First transshipment

1) First transshipment

Freight

Freight

Freight

2) Train Freight

2) Barge Freight

3) Final transshipment

3) Final destination

Freight

Freight

Handling

2) One

4) Two loading

4) Two loading

Charges

Loading

5) Two unloading

5) Two unloading

6) Inventory Cost

6) Inventory Cost

(1+2+3+4+5+6)

(1+2+3+4+5+6)

3)One unloading

C

Inventory Cost

4) Inventory Cost

D

Total Cost

(1+2+3+4)

Source: NATPAC, Kozhikode

By Total Cost approach, the user will select the mode which is having minimum total transport cost. In such a situation it has become a necessity to bring the total transport cost by Inland water transportation to the lowest among the competing modes, so as to divert cargo traffic from other modes to Inland water transportation. (Table 3.2)

22 Table. 3.2 Freight rates of Inland water transportation and Road modes Distance (in kms)

Freight rate (Rs./ km) Road

IWT

50 – 100

2.95

1.88

100 – 150

2.95

1.00

150 – 200

2.20

0.82

200 – 250

1.56

0.75

250 – 300

1.54

0.70

300 – 350

1.49

0.68

350 – 400

1.37

0.66

400 – 450

1.35

0.64

450 – 500

1.23

0.63

Above 500

0.94

0.63

Road based O-D survey, NATPAC 1999 - 2000

3.6 COMMERCIAL POTENTIAL The main reason for using inland water-ways as a mode of transport is the fact that it decreases the total cost, when used as part of the end to end logistical requirement of cargo movement. 3.6.1 GEOGRAPHICAL ADVANTAGE OF WATER BRIDGING This is strongest when the movement is across the river, but can be present in some other movement. This type of passenger ferry traffic is most commonly found in Korapuzha River.

23 3.6.2 RIVER BASED ORIGIN / DESTINATIONS The next level of advantage is when there is either an origin or a destination, or both at a river location. 3.6.3 SERVICE REQUIREMENTS The basic requirement of freight demand is physical handling from door to door. Inland water transportation is generally slow in movement, compared to other modes, so very expensive cargo does’t moves by this mode, unless there are constraints by other modes. 3.6.4 COMPETING MODES For Inland water transportation, the competing modes of transport are rail and road and combinations of these. Broadly speaking road offers small land option, faster movement, door to door services, but higher rates. Rail offers large batch economies, quick movement, partly door to door service, and medium rates. Inland water transportation offers medium batch size possibilities, slow movement, limited door to door opportunities and cheep rates. In Korapuzha and Canolly canal the movement has shifted from Inland water transportation to road transportation. Because of economic progress of the district the roads are been constructed all over the place and hence it provide easy assecibility to remote areas. Inland water transportation is only used as a feeder mode of transportation which link between two roads. So it is a need to develop Inland water transportation as a major competing mode of transportation in future. 3.7 TECHNOLOGICAL AND PHYSICAL VIABILITY 3.7.1 WATER FLOW The basic need for the water based transport is the availability of water flow. In the main water-ways, this may have decreased over the years because of increased usage arising from habitation, industrial and agricultural needs. The flow of water in Korapuzha and Cannoly canal also been affected by siltation and

24 construction of bunds. The water table has fallen down considerably in Cannoly canal and Korapuzha is having problem of discoloring of water. 3.7.2 RIVER DREDGING AND NAVIGATION The Korapuzha River and Canolly canal need regular dredging for providing sufficient depth for the movement of country crafts. Proper dredging is needed for entire Canolly canal and for Korapuzha River dredging is needed in the eastern part of the upper course. 3.7.3 LOCKS The physical drop of the river channel can’t be too much, or else locks have to be provided to manage the height differential. In Cannoly canal because of improper maintenance, the locks were destroyed and it resulted in the mixing of ocean water with the fresh water and in turn caused silt deposition which resulted in the downfall of the canal. 3.7.4 ACCESS OF CARGO The cargo has to be accessible to the water way at both ends to ensure door to door movement. 3.8

INLAND

WATER

TRANSPORTATION

ORIENTED

TOURIST

DEVELOPMENT There is a possibility of developing tourism in the areas of Korapuzha and Cannoly canal by introducing special tourist vessels and providing other facilities. 3.8.1 TOURIST CENTRE AT THE CONFLUENCE OF THE CANNOLY CANAL WITH KALLAI ESTUARY The existing attraction such as small Islands with mangrove-link plants, different species of birds, fishing and boating facilities etc. are sufficient to develop the confluence into a tourist centre.

25 3.8.2 DEVELOPMENT FOR WATER SPORTS AND RECREATION NEAR KORAPUZHA / CANOLLY CANAL Tourism oriented water transportation is a new sector, which has great possibilities of development. In Korapuzha river near Kanayankodu Kadavu houseboat provide music and dining facility to the tourists. Boat races are been organized in some stretches of Korapuzha. In Canolly canal near Kalapoika travel boats for racing is available. Before the Cannoly canal joins Korapuzha, there is a large expanse of wetland, which can be developed into a major tourist attraction. Boating facilities may also be provided in the wetland. 3.8.3 CREATION OF LINEAR PARK ALONG THE CANAL BANK The stretch between Arayadathupalam and Eranhipalam in Canolly canal is ideal place for the creation of a green belt and linear park. A linear park can also be developed on the eastern side of the canal. A linear park will serve well when a flood occurs and there is overflow from canal. 3.8.4 INTERCHANGE CONVENIENCE The water way movement should be able to move seamlessly to other models. e.g. Bus and Train. The cooperation among different mode of transportation helps in the

overall

development of an area and hence government should take special interest to develop transport facility.

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CHAPTER IV ASSESMENT OF PROBLEMS OF KORAPUZA RIVER AND CANOLLY CANAL AS INLAND WATER-WAYS 4.1 INTRODUCTION Inland water ways is an essential part of transport development of any region. It helps as a feeder route other modes of transportation to develop. There is huge potential for the development of Inland water transport in Kozhikode district. But the Inland water transport is not fully utilized in the district due to various reasons. In the previous chapter we have discussed about the various characteristics of Inland water transport and its distribution in the district. We need to study the real reason or problem relating to Inland water transportation. Hence in this chapter an attempt is made to generate primary details regarding Inland water transportation. 4.2 METHODOLOGY For the primary data collection a questionnaire has been prepared

(Appendix).

A sample to 50 respondents has been taken to the collection of data. To get almost sufficient result about 5 respondents from each ‘Kadavu’ or banks have been selected at random. Apart from that some respondents were taken from canal banks and from the people who usually cross the river banks. Much care has been taken to bring the number of male and female respondents equal. Thus the sampling method comes under purposive random sampling. In the questionnaire the first section deals with the social as well as the economic condition of the respondent. The second section deals with the Inland water transportation in the area and its usage. The next section deals with the problems relating to Inland water transportation. Based on the analysis of the collected data recommendations have been suggested.

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4.3 RESULTS AND DISCUSSIONS Among the various factors relating to the Inland water transportation, the socio economic condition of the respondent plays a major role. Thus an attempt has been made to receive the socio-economic condition of the respondent. 4.3.1 SOCIO - ECONOMIC CONDION OF THE RESPONDENT In this we have taken 6 aspects relating to the socio-economic condition of the respondent. They are age, sex, gender, education status, monthly income, occupation and place of residents. 4.3.1.1 AGE OF THE RESPONDENT The age structure is divided into three categories, less than 25 years, 25 to 50 years, above 50 years. Of the total 50 samples, 47% of the people belong to the 25 to 50 years age group. Age group below 25 years constitutes 33%, and above 50 years age group constitute remaining 20%.This is a general pattern of the age distribution in all the areas. 4.3.1.2 GENDER OF THE REPONDENT The participation of the male and female respondent was almost equal. Male constituted (54%) and female constituted (44%) in the questionnaire survey. 4.3.1.3 LEVEL OF EDUCATION There is spatial variation in the education level of the respondents. About 46% of respondents are having Degree level of education. 28% of respondent are having high School standard and about 12% are having Post graduate qualification. About 14% of the respondents are illiterate, who are mostly old aged persons. For the education purpose the students have to cross the river to reach on the other side, because the schools/colleges are located there.

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4.3.1.4 OCCUPATIONAL STRUCTURE Information has been collected to identify the occupational structure of respondents. About (32%) of people are Government employers. Workers and Other occupational people constitute 24% of the respondents and remaining 20% are Collie workers. (Table.4.1) 4.3.1.5 MONTHLY INCOME Income of the respondents is an important aspect in determining the economic status of a respondent. Though it is not easy to collect information about the income level from many respondents, the investigator used many indirect questions regarding financial setup of the respondent. In includes mode of transport (cycle, car, public transport etc.) and electronic goods (television, radio, washing machine etc.). From these aspects it is easy to device the income level of the respondent. Income level is grouped in to three types like less than Rs.3000 (very low income), Rs.3000 to 5000 (low income) and above Rs.5000 (middle income) of the total respondents more than half of the population comes under low income group while remaining two classes (very low income and middle income ) shows rest of the percentage. 4.3.1.6 MAIN ACTIVITY OF PEOPLE The major economic activity in which the people are engaged is fishing (24%), coir making (20%) and agriculture (12%). The remaining 44% of people are engaged in other sectors which include service sector, industrial workers, daily wage earners etc. There is a variation in the activity of people from one area to another. In Elattur Kadavu and Chatanadthu Kadavu more than 60% of the population in engaged in coir making.

Like wise in Chittari Kadavu, the main economic activity of people is

agriculture. So there is spatial variation in the economic activity of people living in the study area.

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4.4

INLAND WATER TRANSPORTATION In this section of questionnaire survey special emphasis is given for analyzing

the important characteristics of Inland water transport. The response from the people is collected on the different aspect of inland water transport. 4.4.1 PASSENGER MOVEMENT In this aspect, passenger movement per trip in a ferry boat has been taken as variable.

The total amount people in each trip can be divided into four different

categories. These include movement below 5 person (4%), 5 to 10 person (64%), 10 to 15 person (24%) and 15 to 20 person (8%) respectively. The passenger movement between banks to bank is unevenly distributed through out the river course. 4.4.2 UTILIZATION OF WATER WAY The usage of the waterway can be divided into four groups. They include usage by students, usage by employees, usage by workers and usage by others.

The

maximum usage of the water way is done by workers (40%), students utilize (18%) and Government employees (16%) of the water way transport. Others use (26%) of the route. (Table.4.2) The maximum peak hour when more people cross is from 9 to 10 AM and 4 to 5 PM. 4.4.3 CONNECTIVITY Connectivity represents the range of connection between the Inland water-ways with different types of road. The maximum connectivity of water way is with the village road (50%). Medium connectivity is found with National highway (26%) and state highway (16%) and lowest connectivity with the other roads (8%). These waterways helps as a break of bulk points for the goods and services transported through the roads.

But there are spatial variations between one area to another in the

connectivity. (Table.4.3)

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4.4.4 WATER WAY AND ITS UES The Inland waterway and its main use for the people are grouped into three aspects. The different aspects include use of the water way as a shortcut to other modes, used for leisure or sports and used as a route for the working population. More than half of the population said that they used the water way as a shortcut route to other modes of transportation. 40% of the people used it as a route for these daily working routes. Only 10% of the populations are interested in leisure and sports activities. So the main role of the waterway is bank to bank connection, which helps as a shortcut passage for the people living at the both ends of the river. 4.4.5 COMMODITY TRANSPORTATION The commodity transported through Inland waterways can be divided into four groups. These items include transportation of vegetable, stationary items, food items and other items. The most commonly transported items are other (46%) which includes coconut, limestone, coir etc. The rest of items which were transported through the waterway are stationary (32%), vegetables (14%) and food items (8%),(table.4.4). The bulky goods are mostly transported through inland water ways along ferry boats known as “Kadathu Thoni”. 4.5

CONCERN FROM AUTHORITES The main concern related to the inland water transportation, can be grouped as

ecological concern, concern related to pollution and problem related to waste disposal. About 36% of the respondent said that, the river faced problems related to pollution. 34% respondent believes that the river is affected by waste disposal and another 30% believed that the river is affected by the ecological problems. 4.5.1 WATER LEVEL /COLOUR CHANGE IN THE WATER The concern related to water level and color changes were also taken into consideration. About 3/4 of the respondent are of the opinion that there is change in

31 the water table compared to previous years and another 2/3 respondents believe that there is discoloring of water during the months of January and February. The discussion so for reveals the characteristics of Inland water transportation along the Korapuzha River. Apart from these we need to observe the suggestions made by the respondents for the improvement of Inland water transportation. 4.6

SUGGESTION FROM RESPONDENTS About 66% of the respondents use Inland water transportation for their daily

needs. 30% of the people use this mode occasionally and only 4% person does not this mode. The main suggestion made by the respondents is that, a bridge should be constructed along the river which can facilitate the movement of goods as well as people from one bank to another. About 72% of people want a new bridge to be constructed. The suggestion made by the respondents also focuses on the reduction of pollution. It is mainly cause by dumping of waste in the river and hence, it is important to stop this type of activity.

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CHAPTER V SUMMARY AND CONCLUSION Inland water transportation has a significant role in the overall transport development. The major characteristic of Inland water–way is to act as a feeder between different modes of transportation. The Inland water transportation is unevenly distributed throughout the country. So it is difficult for us to analysis the distribution of Inland waterway for a particular stretch. In the recent years, the study of Inland waterway has gained importance. Numbers of scholars are analyzing the various aspects of Inland water transportation and its distribution. Thus, the analysis of the spatial distribution and development of Inland water transport in India has gained momentum. Many Geographers have presented papers on the Inland water transportation in India and its development. The present study deals with the Inland water transportation in Korapuza River and Canolly canal as a micro level study. As the River is a physical aspect which flows through large area, Kozhikode district has been taken as a study area. The river extends from north to south of the district on the western coast. Kozhikode district is the 3rd largest district in Kerala. It is the most important centre for trade and commerce in north Kerala which is growing rapidly in its economy. Kozhikode district lies between 1108’ to 110 50’ north latitude and 75030’ to 7608’ east longitude. The district lies in the northern part of Kerala state. As per the 2001 census, the geographical area of the district is 2004 sq.kms.The district has a calm humid condition which is seen in the coastal areas. There is

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not much variation in the temperature and the average temperature is around 280c. The average annual rainfall of the district is 325 cms. According to 2001 census the city has a total population of 2879131 persons. The average density of population is 1229 persons/sq.km. The district has a literacy rate of 92%. The need for Inland water transportation in the booming population scenario is very important. Because of non availability of land area, now no further development in the transportation is possible on the land area. So only two possibilities are there, either to use Waterway or to use Airway. As the Airway is costlier and inflexible in operation, it is better to use the Inland Waterway. There is huge potential for the development of Inland water transportation in Kozhikode district, as it has a good network of water transportation. If these waterways are developed properly, it will relive the pressure on the other mode of transportation. The spatial pattern of Inland water transportation, its distribution, commercial potential, technological and physical viability etc. have been discussed in the third chapter. There is a need to improve Inland water transportation in the upper reaches of the Korapuza River. The `Kadavu’ plays an important role in the Inland water transportation. It helps as the nodal point of transportation between two banks. If the Kadavu is developed properly than it can into an important break up point for other modes. The primary and secondary data which have been collected from the respondents and respective department are very much useful in finding the distribution of Inland waterways, the nature of its operation and the problem faced by it over different areas of study. The questionnaire survey conducted also has given result regarding the function of Inland water transportation in different stretches and also, their suggestion regarding the improvement of

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Inland waterway. The spatial distribution and development have been analyzed from these data. The detailed analysis in the preceded chapters clearly exposes the imbalance in the distribution of Inland water transportation in Korapuza River and in Canolly canal. The following are the main suggestions towards the improving the Inland water transportation in Korapuza and Canolly canal. To sum up, the following are the broad conclusion and recommendations: 1. All the leading water channels and drains discharging into the canal have to be drains discharging into the canal have to be designed and maintained properly to the deposition of silt in the River/Canal. 2. Hospitals, hotels, and restaurants etc. should have a separate sewage/waste water treatment system. There are many Hospitals located near the Canolly canal which are dumping the waste into the canal. This should be stopped. 3. Dredging of River/Canal bed should be taken at the appropriate location to increase the depth. 4. The embankment protection work should be undertaken to control bank erosion, encroachment, tree growth etc. 5. Dredging at Sea inlet should be taken so that there should be continuous flow of water to the sea. 6. The Canolly canal should be provided with water lock system, which stops the Sea water mixing with the fresh water. 7. Improvement in the connectivity ratio of road with the Inland water transportation is essential. 8. The “bank to bank” movement of people, goods and services should be increased by means of better development of roads. In the upper reaches of Korapuza bank to bank movement is very

35

restricted, so it essential to increase the connectivity ratio of Inland waterways with the village roads. 9. Special

tourism

package

should

be

implemented

by

government, which will attract more people towards Inland

the

water

transportation. Kalipoika in Canolly canal and Elattur in Korapuza can be developed into tourist spot. 10. All bridges should have sufficient head room for boats and Vessels. 11. Traditional character of the timber mills have to be retained and conserved in Kallai area near the confluence of Canolly canal with the Kallai River. 12. Awareness may be created among the public to prevent the disposal of domestic waste into the River/canal. 13. Continuous monitoring and evaluation of water quality should be carried out both in Korapuza and Canolly canal. 14. The development of Kadavu is essential for the development of the area. Kadavu helps as the break up point between road and Inland water transport.

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