Port Planning – Policy at National level, port

functions; Port panning at Individual port level –

principles of port design, cargo volume forecasts, port
productivity, general layout of port works; Port
planning at terminal level – general cargo terminal,
container terminal, marinas, fishing ports.
Port Planning
Port development  creation of a new port (or) expansion of existing one
Issues of Port development  National, local, and port terminal
Port Planning at National Level
(a) Foreign trade flows  exports and imports of a country having origin or
destination in that country
(b) Goods in transit  goods in international flow whose land transport leg
uses the territory of that country and one of its ports
(c) Goods being transhipped  both origin and destination are located outside
the country (transport modes are marine)
Combination of (b) and (c) makes up the target of completion between ports in
that country
Port Functions
Two basic methods of loading and unloading of cargo to
vessels. They are LIFT-ON-LIFT-OFF (Lo-Lo) referring to
loading and unloading method using quay side cranes.

ROLL-ON-ROLL-OFF (Ro-Ro)  loading and unloading

method conducted using horizontal moving equipment.
Types of Terminals
General cargo terminals  equipped with conventional cranes to
handle cargo like parcels, sacks, packets, etc.
Container terminals  containers are handled using special
loading/unloading transfer and stacking equipment’s.
Multi-purpose terminals  single terminal with facility to handle
general cargo and containers.
Ro-Ro terminals  cargo transfer with Ro-Ro system with loading
and unloading cargo by horizontal moving lorries, forklifts, tractors
etc.
Bulk cargo terminals  handles liquid or dry cargo without any
packaging. Usually facilitated with pumping machinery withy suitable
pipes & cranes.

Basic criteria to be considered in developing a country’s port may be

classified as follows:
(i) National and regional development policies of the country.
(ii) Transportation infrastructure of hinterland and its prospects.
(iii) Existing port facilities, capacity and potential for development.
(iv) Cargo forecasts for each port.
In addition to these criteria, the following facilities (though
not of primary importance) may also be considered in the
policy evaluation:
(a) Special bulk cargo like coal, cement, petroleum products
etc.
(b) Industrial ports
(c) Ship building & repair
(d) Free zones
(e) Passenger movement
Port Planning at Individual Port Level
Master Plan  management decisions (close monitoring) 
upgradation of existing facilities as need arises.
I. Long-term Planning
In event national port plan does not exist  consultant will be required
to draft a master plan (feasibility study)
Components to be considered:
(a) Servicing of inland area as regards to foreign trade.
(b) Role of port to commercial and industrial development.
(c) Attraction of transit and trans-shipment traffic.
I. Medium-term Planning

(a) Analysis of functionality of the port with regards to

services offered in conjunction with capacity.
(b) Design with budgets.
(c) Operational design with budgets.
(d) Financial and financing study.
Principles of Port Design:
I. Guiding principle  for existing port developmental plans include
(a) efforts to increase the productivity, (b) improve existing
installations.
To increase productivity  (i) improve loading & unloading
procedures in overall terminals, modernization of handling and
hauling equipment’s.
For individual port terminals capacity calculations are based on  (i)
maintaining vessels waiting time below a specified limit  economic
implications; (ii) for containers terminals traffic in hinterland & land
area  unobstructed movement of cargo flow.
II. Port Costs:
Two factors contribute to port costs  (i) investment cost (does not
depend on traffic), (ii) operating cost (depends on the traffic)
Ship’s cost in port depends on two factors  vessel’s waiting time;
cost of ship while berthed.
III. Traffic Fluctuations:

(i) Congestion in port lacking reserve space  leading

to reduction in productivity of serviced vessels.
(ii) Methodology of packing large traffic volumes
disrupt efficiency and productivity of a port.
(iii) Ultimately leads to ‘serving by priority’ basis.
Port Productivity
Port productivity  measure of ability to move cargo/unit
time under actual conditions.
Imported goods undergo the following handling procedures:
(a) Discharging while the vessel is berthed.
(b) Transport to storage area and stowage.
(c) Removal from storage for transhipment through hinterland.
(d) Loading by means of overland transport.
(e) Departure from port.
Port Categories
From commercial point of view, ports may be classified into (i) artificial ports, (ii) natural ports.

I. Artificial Port:
(a) Artificial port are those constructed along a shoreline by means of earth fill (or) excavation.
(b) These ports have to be protected from adverse of waves and currents.
(c) Land part of port is created by earth fill and water part by means of excavation of land adjacent to the
shoreline.
(d) Geometry of excavated land depends on the size of port.
(e) Excavated harbour is joined to sea via the approach channel. Entrance protected by breakwater and dikes from
waves and currents.
Planning a Port location
(i) Ownership of land
(ii) Topography and survey records
(iii) Existing utilities and structures at site
(iv) Wind and rainfall data
(v) Hydrographic information
(vi) Geotechnical data
(vii) Environmental Impact Assessment (EIA) studies
General Layout of Port works
(i) Easy berthing of vessels
(ii) Efficient cargo loading and unloading facilities
(iii) Safe passenger embarkation and disembarkation
(iv) Appropriate navigation channel
(v) Adequate manoeuvring area
(vi) Avoidance of undesired erosion and deposition of materials in and
around harbour area
Responsible factors includes, (i) winds, (ii) waves, (iii) currents, (iv)
sediment transport, (v) river discharge in immediate vicinity, (vi)
seiches (harbour resonance)
Port Entrance
Major criteria  orientation and width of entrance to harbour
For comfortable navigation  harbour entrance should communicate
directly with open sea, and should be wide as possible.
Narrow harbour entrance  protected from wave energy and deposits
entering harbour basin.
Orientation of harbour entrance  (i) prevailing wind to foreside
(usually recommended), (ii) transverse wind and wave create difficult
condition for steering the vessel.
(a) Designer should avoid placing harbour entrance in region of wave breaking.
(b) To attain calmest possible condition at harbour entrance area, external works will be formed
with sloping mounds so that wave energy is absorbed.
(c) Breakwaters with vertical front near entrance results in reflected and diffracted waves
causing difficult navigation conditions.
(d) Depth at harbour entrance is determined by maximum draft of the design vessel. This depth
is taken beneath the lowest low water level so that harbour is always accessible.
(e) In areas of large tidal range, to ensure accessibility of ports at all times dredge depth should
be equal to range in tidal level.
(f) Certain ports have gates which makes vessel wait for longer time in open sea.
(g) Safety factor of about 15% of design vessel draft is sufficient for defining minimum
entrance depth.
(h) Width of free entrance channel ranges between 100 and 250 m depending on size of the port
(recommended: width of channel to be at least equal to the length of design vessel.)
Manoeuvring Area
(i) Vessel entering harbour basin  speed needs to be reduced
to proceed with anchoring and berthing.
(ii) Normal speeds (8 – 11 knots)  length scale (2-3L), ‘L’
being the vessel length.
(iii) Manoeuvring area is located in outer harbour, situated
between port entrance and main port, (or) in harbour basin
close to the entrance.
Wave agitation in Port basin
(a) Main factor causing interruption in port basin is wind generated
waves.
(b) Apart from penetration through entrance, wave transmission and
overtopping in breakwaters are of major concerns.
(c) Solution  (i) laboratory testing of various designs in a physical
model, (ii) mathematical models  wave heights in sections of
harbour basin are determined under various environmental
conditions  degrees of absorption by solid boundaries
(d) Wavelength of incident waves (certain wavelengths are extremely
dangerous)  significant effect on vessel behaviour.
Long Oscillations
Apart from wind generated waves there are other causative forces,
viz; extreme events (storms) and seismically created waves.
(i) Long oscillations (seiches)  trapped oscillations with periods
exceeding 30 sec. For example, barotropic lows, surf beats, edge
waves etc.
(ii) Resonant nature  generate seiches, normally the flow velocity
at nodes of oscillation of free surface may reach 0.5 m/s
(iii) Phase velocity of long waves in shallow waters  𝑐𝑐 = 𝑔𝑔𝑔
For harbour basins with a rectangular plan of dimension 𝐿𝐿 × 𝑊𝑊 with entrance
on 𝑊𝑊side, the resonance period of standing waves 𝑇𝑇𝐿𝐿 is given by:
4𝐿𝐿
𝑇𝑇𝑙𝑙 = (n = 1, 3, 5, ……)
𝑛𝑛 𝑔𝑔𝑔

with a node at entrance and anti-node at the opposite side of the basin.
2𝑊𝑊
𝑇𝑇𝑤𝑤 = (n = 1, 2, 3, ……)
𝑛𝑛 𝑔𝑔𝑔

with anti-nodes at both opposing docks.

Basic way of avoiding resonance  design of harbour basins with appropriate
geometry with frequencies set above the usual frequencies of long period
waves.
 Recommendations of improving Port basins Tranquillity
(a) Provision for adequate extent of outer harbour area and harbour basins for
dispersion of wave energy penetrating the harbour.
(b) Provision for absorbent wharves with suitable design for dissipating wave
agitation (study through physical models)
General Layout of Protection works
Harbour protection works  breakwaters usually constructed connected to the
shoreline or detached. Shore connected breakwaters  windward/primary and
leeward/secondary.
Primary protects the harbour from main wave direction. Secondary protects
the harbour from reflected waves.
Jetties are arranged in pairs to form entrance to harbours located
inward from the shoreline. Advantage  paired jetties increase the
flow speed and minimize sedimentation.
Major concern  sedimentation in harbour basins (activities in surf
zone)
Solution to sedimentation  not an easy matter;
recourse sand bypassing to minimize dredging for
maintenance of drafts.
General idea  design layout of protection works to
favour transfer of sediment to deeper waters
Possibility of water renewal to minimize pollution.
Dimensions of Sea dock
Quay length is determined by particular method of docking and number
of berths. Quay  is a structure attached to land to which the vessel is
moored.
Alongside berthing vessel of length (L) requires quay
length (b) = L +30 to 40 m (or) b = 1.2 L
For Ro-Ro stern (or bow) to shore berthing requires
quay length  b ~ 1.2 to 1.5B
Minimum depth (h) of sea at quay is determined by
vessel’s maximum draft (dmax) such that h ~ (dmax+ 1) m
in order to cover the heaving motion due to wave
disturbance.
 General applications to Layout of Land installation in a Port
(a) Conventional berthing position for general cargo requires smaller
draft at quay (usually 7.7 m – 10 m) than requirement for bulk cargo.
(b) Much land area is required in terminals where container needs to
be handled.
(c) Security issues should be examined particularly for flammable
materials and explosives.
(d) Product compatibility should be examined for cargos adjacent to
handling areas (e.g; pairing coal with grains is incompatible rather
than grains with fertilizers).
(e) Overall traffic pattern in land area needs to be examined.
 Port Planning at Terminal Level
Developmental activities at port terminals are usually executed in
different phases; which also indicates its age.
I. Phase-I General Cargo Terminal

(a) Collection of statistical data regarding yield from terminals

(primarily deals with ‘age’ of the terminal.
(b) Productivity levels including vessel’s waiting time.
(c) Usually standard efficiency rating per berth is about 100,000
tons/year (figure may rise to 150,000 tons/year).
II. Phase-II Bulk Cargo Terminal

(a)Examine if lower productivity of terminal is due to

malfunctioning or increase in traffic volume.
(b)Example, in ore exporting terminals increase in
traffic volume can be attributed to improvement in
mining technology (or) discovery of new deposits.
Vessel’s Waiting Time
Generally accepted arrival of general cargo vessels
follow a Poisson distribution.
According to their probability 𝑃𝑃𝑛𝑛 for 𝑛𝑛 vessels to arrive
in a port within a specified period (say one day) is
given by:
(𝑁𝑁)𝑛𝑛 𝑒𝑒 −𝑁𝑁
𝑃𝑃𝑛𝑛 = where, 𝑛𝑛 represents the average number of
𝑛𝑛!
arrivals per day over long time period.
Poisson distribution:
If average number of random occurrence per interval is 𝑚𝑚; then
the probability 𝑃𝑃 of 𝑎𝑎 occurrence in the interval is given by:
𝑎𝑎
𝑚𝑚
𝑃𝑃 𝑎𝑎 = 𝑒𝑒 −𝑚𝑚
𝑎𝑎!
• This equation describes the probability of random occurrence.
• Equation is applicable to ‘intervals’ on space and time axis.
• Increase in 𝑚𝑚 distribution moves to right and broadens. For
𝑚𝑚 = 10 (bell shaped curve) and for high values of 𝑚𝑚 the
Poisson and Normal/Gaussian distributions are the same.

• Based on existing data time period (𝑡𝑡) for servicing of berthed

vessels follow an Erlang distribution with 𝑘𝑘 = 2. Erlang
distribution is mathematically expressed as:

𝑘𝑘𝑘𝑘
( )𝑛𝑛
−𝑘𝑘𝑘𝑘/𝑇𝑇 ∑𝑘𝑘−1 𝑇𝑇
• 𝑃𝑃 𝑡𝑡 = 𝑒𝑒 This equation is the Queuing
𝑛𝑛=0 𝑛𝑛!
theory and (𝑇𝑇) is the average vessel servicing time.
Berth Occupancy
(1) Occupancy rate of group of berths expresses the percentage of
time the berth positions are occupied by ships being serviced.
(2) Effect of berth occupancy on waiting time depends on the
probability distribution of arrival and servicing time as well as
number of berths available to the sector.
(3) For example, w.r.t. general cargo terminal the berth occupancy
𝑀𝑀
factor (𝑘𝑘0 ) is equal to /𝑛𝑛 (In this equation, 𝑀𝑀 represents the
𝐸𝐸𝑟𝑟
Poisson distribution; 𝐸𝐸𝑟𝑟 represents the Erlang distribution; and 𝑛𝑛
represents the number of vessels.
Problem – I
Assume that there are 10 general cargo berths
available, and an average of 2 vessels/day are heading
for a berth. If the average servicing time is 3.5 days, the
berth occupancy factor 𝑘𝑘0 is:
2 × 3.5
𝑘𝑘0 = = 0.70
10
Number of Berths
Key parameter in the design aspects of general cargo terminal is the
number of berths. Mathematically it is expressed in the form:
𝑄𝑄
𝑛𝑛 =
24𝑘𝑘0 𝑞𝑞𝑞𝑞𝑞𝑞𝑞𝑞
In this formula:
𝑄𝑄  Annual cargo flow estimate (in tonnes)
𝑘𝑘0  Berth occupancy factor
𝑞𝑞  Average tonnage handled by one gang/hour (calculated from
statistical data of similar port).
𝑝𝑝  Fraction of time during which the berths are operational. For
example, if total daily working hours per berth is 16 hours over 6
6
days per week, then 𝑝𝑝 = 16 × × 7 = 0.572
24
𝑟𝑟  Average number of gangs concurrently loading/unloading on
averaged sized vessel (depends on the cargo type & vessel size).
𝑁𝑁  Days of berth operation in a year.
𝑄𝑄
As a first approximation, 𝑛𝑛 ≅
𝑘𝑘0

Berth length  above 20% of the design vessel length.

Storage Area
(a) Small portion of general cargo is transported through land without
requiring storage at the terminal.
(b) Other cargo is stored in period of time in sheds, open areas and
warehouses.
Required cargo storage area (𝐴𝐴) is thousands of 𝑚𝑚2 can be expressed
as:

1.7 𝑄𝑄𝑄𝑄 𝑃𝑃
𝐴𝐴 = 1+
365 𝑑𝑑𝑑𝑑 100
𝑄𝑄  Indicates the annual tonnage to be stored (capacity) that depends on the
portion of total cargo flow requiring storage.
𝐷𝐷  Indicates the average storage duration (in days).
𝑑𝑑  Indicates the cargo density (tons/m3) that is calculated using the stowage
factor (m3/ton). Stowage factor  ratio of weight to stowage space required
under normal conditions  how many cubic meters one metric ton of particular
type of cargo occupies in hold  takes into account stowage losses  also
depends on the packing methods.
𝐻𝐻  Indicates the average stowage height (in meters)  average value 2 – 3
m.
𝑝𝑝  Indicates the peak factor  multiplies the average area to accommodate
cargo flows (typically, 25 – 40%)
Schematic representation: Layout of Berths and Facilities
Busiest Ports in India
1 TEU is Twenty-foot Equivalent Unit =
1. Mundra Port, Gujarat 20 feet (6.1 meters) long x 8 feet (2.4
meters) wide x 8.5 feet (2.6 meters)
high having a maximum load of
23.600 Kg.

Mundra Port  busiest container port

compared to JNPT  handled 5.7
million TEU of cargo in 2020-2021
compared to 4.7 million TEU handled
by JNPT. Mundra Port is owned by
Total cargo handled in 2020-21: 144.4 MT (million tonnes) Adani Port and Special Economic Zone
Limited (APSEZ) accounts for 24% of
the port capacity in India. Mundra
port handles bulk cargo such as
fertilizers, minerals, agricultural
products, steel, and machinery having
10 berths for dry bulk and three for
liquid bulk cargo, and six berths for
container cargo.
Total cargo handled in 2020-21: 144.4 MT (million tonnes)
India’s largest private port, India’s largest commercial port, largest coal import
terminal.
2. Deendayal Port (Kandla), Gujarat

About 75 Km from Mundra port  second busiest port in

India established in 1950 and located in Kandla creek
protected by a natural harbor. It houses Special Economic
Zone (SEZ) the first in Asia. Handles crude oil, textiles, grain,
and salt. Major expansion plans and infrastructure
development is planned for investment of Rs. 9757 crores to
improve existing berths, construction of new berths, new
roads, godowns, storage areas, and improve the rail
connectivity.

Total cargo handled in 2020-21: 84.37 MT

Known as: India’s biggest container port by cargo volume.
3. Paradip Port, Odisha

Major Port in Odisha State  exports coal.

It has 14 berths and handles bulk cargo
such as Crude Oil, POL products, Iron Ore,
Thermal Coal, Chrome Ore, Coking Coal,
Manganese Ore, Ferro Chrome, Ferro
Manganese, Limestone, Hard Coke,
Finished Steel, Scrap, Fertilizer, Fertilizer
Raw Material, Clinker, Gypsum, Project
Cargo and Containers. Also deals
with container cargo. Has advantage of
supply chain due to own railway system
with track length of 82 Km. There is a
proposal for new coal import berth
terminal.

Total cargo handled in 2020-21: 82.44 MT

India’s first major post-Independence port on the east coast.
4. Visakhapatnam Port, Andhra Pradesh
Located within a natural harbor, the
Visakhapatnam Port is the deepest landlocked port
 encircled by land with an opening to the sea.
The port has three harbors – an inner harbor,
outer harbor, and a fishing harbor. It has 26 berths
and the deepest container terminal compared to
other major ports in India. It is proposed by
undergo massive expansion and modernization
plans and strategically located to trade with China
and other Asian countries.

Total cargo handled in 2020-21: 44.74 MT

India’s deepest landlocked port, India’s oldest shipyard.
5. JNPT (Nhava Sheva), Maharashtra
India’s top container port with connectivity
to 200 international ports. It has consistently
topped the list of India’s busiest ports in
recent years before losing its position in the
last financial year.

Commissioned in 1989 as a satellite port to

the congested Port of Mumbai, it started off
with single terminals for bulk and
containerized cargo. Today, it has five fully
automated container terminals – four of
them privately managed – that handle 55
percent of India’s container traffic.

In 2020-21, containerized cargo accounted

for 89% total cargo. Also deals with liquid
Total cargo handled in 2020-21: 44.74 MT bulk and cement.
India’s largest and top container port
6. Mumbai Port, Maharashtra
Operational since 1873  India’s second oldest
port. One of the best location for Indian sea port
with natural deep water harbor 10-12 m deep, easy
for bigger ships to reach the port. Multi-purpose
port handling different types of cargo. It has 32
berths with re-fueling facilities in all berthing areas,
and having own railway system connected to the
Central Railways and the Western Railways.

Total cargo handled in 2020-21: 38.04 MT

India’s largest port, natural port, and second oldest port.
7. Haldia Port, West Bengal

Riverine Port – India’s 4th biggest port. Located

about 50 Km from Kolkata and 90 Km upstream
from Bay of Bengal. Main gateway to Nepal and
Bhutan and nearby regions. Deals with import of
raw material and industrial machinery.

Total cargo handled in 2020-21: 32.60 MT

8. Chennai Port, Tamil Nadu

Third oldest port in India established in 1881. Major exports includes include cotton, textiles, automobiles, iron,
and leather. The main imports are wheat, machinery, iron, steel, and raw cotton. It has three docks and 24
berths – including a cruise terminal.

Total cargo handled in 2020-21: 30.50 MT

India’s third oldest port and largest port in the Bay of Bengal.
9. New Mangalore Port, Karnataka
Major exports from New Mangalore Port includes
petroleum products, iron ore pellets, and
containerized cargo. Major imports includes crude
oil, cement, coal, fertilizers, and liquid chemicals. It
is a solar powered port. The port has a turnaround
time (the time between the arrival and departure
of a ship) of 46.79 hours, lower than the national
average of 63.74 hours.

Total cargo handled in 2020-21: 25.79 MT

10. Tuticorin (V O Chidambaranar) Port, Tamil Nadu
Total cargo handled in 2020-21: 23.61 MT
Renamed as renamed VO Chidambaranar
Port in 2011. Its main imports are coal,
cement, fertilizers, petroleum, coke, and
edible oils. Key exports include ores and
minerals, sugar, liquid cargo, granite, and
building material. Similar to Chennai and
New Mangalore ports, VO Chidambaranar
Port also houses a cruise terminal. Its
location in the Gulf of Mannar makes it a
naturally sheltered port, with the
existence of two rubble mound
breakwaters (artificial offshore structures
protecting a harbor) giving it further
protection.
Fishing Ports
Fishing Ports
Important Points:
(a) Annual world sea fishing product  100,000,000 tons (China
 1/5th of catch).
(b) Functioning of fishing port is different from commercial port.
(c) Fishing port has to provide safe anchorage to vessels during
long periods of stay of inactivity.
(d) Small to medium sized ship building and repair facility is an
essential pre-requisite.
(e) In most of the fishing ports, no exporting sector exists and only
unloading at docks are carried out.
Additional Elements:
i. Repair dock
ii. Launching ramp
iii. Repair workshop
iv. Open-air space for drying nets
v. Sheds for storage of ship’s gear
vi. Sheltered area for cleaning and sorting catch
vii. Fish processing and packaging units
viii. Refrigeration unit
ix. Ice making unit
Types of Fishing Vessels
Classification is based on period at sea.
i. Small vessels up to 30 gross registered tons (GRT) capable of
putting out in sea for one day (usually have no refrigeration unit).
(Ship’s total internal volume  register tons  net register tonnage
(NRT), Moorsom Commission, 1854)  1 GRT = 100 cubic feet
(2.83 m3)
ii. Medium sized vessels (30 – 50 GRT) has autonomy of one week in
sea (have refrigeration box).
iii. Deep sea vessels (> 150 GRT) with refrigeration and deep freeze
installations (time in sea usually one month – size of 2000 GRT).
Typical Dimensions of Fishing Vessels
Vessel Category Length (in m) Draft (in m) Beam (in m)
Ia <7 < 1.0 < 3.5
Ib 7 – 10 1.0 – 1.5 3.5 – 4.0
(usually spends 1 day at sea)
II 10 – 20 1.5 – 2.5 4.0 – 6.0
(~ 6 days)
III a 20 – 30 2.5 – 3.5 6.0 – 7.0
III b 30 – 60 3.5 – 5.0 7.0 – 10.0
(~ 35 days)
IV 60 – 170 5.0 – 8.5 10.0 – 24.0
(45 – 100 days)

Entrance width of port  (20 – 120 m)

Depending on season the berth occupancy factor ranges between 𝑘𝑘0 =
0.4 to 0.7 (depending on the vessel size).
Allocation of Fishing Vessel time (days/year)
Vessel Days at Sea Unloading of Major Repairs Number of
Category catch & & Fishing
loading of Maintenance cycles/year
provisions
I 140 70 5 140
II 170 85 10 28
III a 250 20 15 7
III b 250 20 20 7
Provision includes fuel, water & ice.
Net Capacity of Fishing Vessel
Vessel category Length (in m) Hold capacity (m3)

Ia <7 1.5
Ib 7 – 10 4.5
II 10 – 20 25
III a 20 – 30 85
III b 30 – 60 400
IV 60 – 170 500 – 3500

Vessel Tank Capacities

Vessel category Length (in m) Fuel (in tons) Water (in tons)
Ia <7 0.3 0.2
Ib 7 – 10 0.8 0.5
II 10 – 20 10 5
III a 20 – 30 50 12*
III b 30 – 60 300 20*
*additional seawater supply
Land Installations
Washing & Sorting 15 – 30 tons/m2 annually

Exhibit & Sale 1 – 15 tons/m2 annually

Weighing & 7 – 15 tons/m2 annually

Arrangement
Storage in Freezer Capacity for 2 – 3 days production

Packaging Plant 6 – 12 tons/m2 annually

Access Corridor 8 – 16 tons/m2 annually

Factsheet
1. Area of the country: 3.29 million sq. km
2. Length of Coastline: 8118 kms
3. Exclusive Economic Zone: 2.02 million sq. km
4. Continental shelf area (approx.): 0.53 million sq. km.
5. Fish Production in 2017-18 (million metric tonnes)  Marine: 3.69, Inland:
8.90, Total: 12.59
6. Export of fisheries products (2017-18)  Quantity (‘000 Tonnes): 1377.24
Value (`crores): 45,106.89
7. Contribution of fisheries to total GDP: ~1% and ~5.37% to agricultural GDP.
8. Fishermen population engaged in Fisheries Activities: No. of family
members: (i) Total: 1,60,96,975 (ii) Males 1,05,26,758 (iii) Females
55,70,217
Leading fish producing states in India
Rank State Total Production (in Lakhs
metric tonnes)

1 Andhra Pradesh 34.5

2 West Bengal 17.42
3 Gujarat 8.34
4 Odisha 6.85
5 Tamil Nadu 6.82
Top ten states fish production year-wise
States 2013-2014 2014-2015 2015-2016 2016-2017 2017-2018
Inland Marine Total Inland Marine Total Inland Marine Total Inland Marine Total Inland Marine Total

Andhra Pradesh 15.8 4.38 20.18 15.03 4.75 19.79 18.32 5.2 23.52 21.86 5.8 27.66 28.45 6.05 34.5

West Bengal 13.92 1.88 15.81 14.38 1.79 16.17 14.93 1.78 16.71 15.25 1.77 17.02 15.57 1.85 17.42

Gujarat 0.98 6.96 7.93 1.11 6.98 8.1 1.12 6.97 8.1 1.17 6.99 8.16 3.34 12.11 15.45

Kerala 1.94 3.2 4.14 1.36 3.33 4.7 1.77 4.45 5.21 5.55 5.53 10.08 5.35 10.00 15.35

Tamil Nadu 1.92 4.32 6.24 2.4 4.57 6.98 2.43 4.67 7.09 1.97 4.72 6.69 1.85 6.97 8.82

Uttar Pradesh 4.64 0 4.64 4.94 0 4.94 5.05 0 5.05 6.18 0 6.18 6.29 0 6.29

Maharashtra 1.35 4.67 6.03 1.44 4.64 6.08 1.46 4.34 5.8 2 4.63 6.63 1.31 4.75 6.06

Odisha 1.98 3.57 5.55 2.23 4 6.23 1.69 4.12 5.81 1.59 3.99 5.57 1.88 4.14 6.03

Bihar 4.32 0 4.32 4.8 0 4.8 5.07 0 5.07 5.09 0 5.09 5.88 0 5.88

Karnataka 1.86 5.22 7.09 2.02 5.24 7.26 2.11 5.17 7.28 1.61 4.31 5.93 1.48 4.14 5.63

India 61.36 34.43 95.79 66.91 35.69 102.6 71.62 36 107.62 78.06 36.25 114.31 89.02 36.88 125.9
 Fish production (In Lakh tonnes) Annual Average Growth Rate (Percent)
Marine Inland Total Marine Inland All India
1 1950-51 5.34 2.18 7.52 - - -
2 1980-81 15.55 8.87 24.42 - - -
3 1981-82 14.45 9.99 24.44 -7.07 12.63 0.08
4 1982-83 14.27 9.40 23.67 -1.25 -5.91 -3.15
5 1983-84 15.19 9.87 25.06 6.45 5.00 5.87
6 1984-85 16.98 11.03 28.01 11.78 11.75 11.77
7 1985-86 17.16 11.60 28.76 1.06 5.17 2.68
8 1986-87 17.13 12.29 29.42 -0.17 5.95 2.29
9 1987-88 16.58 13.01 29.59 -3.21 5.86 0.58
10 1988-89 18.17 13.35 31.52 9.59 2.61 6.52
11 1989-90 22.75 14.02 36.77 25.21 5.02 16.66
12 1990-91 23.00 15.36 38.36 1.10 9.56 4.32
13 1991-92 24.47 17.10 41.57 6.39 11.33 8.37
14 1992-93 25.76 17.89 43.65 5.27 4.62 5.00
15 1993-94 26.49 19.95 46.44 2.83 11.51 6.39
16 1994-95 26.92 20.97 47.89 1.62 5.11 3.12
17 1995-96 27.07 22.42 49.49 0.56 6.91 3.34
18 1996-97 29.67 23.81 53.48 9.60 6.20 8.06
19 1997-98 29.50 24.38 53.88 -0.57 2.39 0.75
20 1998-99 26.96 26.02 52.98 -8.61 6.73 -1.67
21 1999-00 28.52 28.23 56.75 5.79 8.49 7.12
22 2000-01 28.11 28.45 56.56 -1.44 0.78 -0.33
23 2001-02 28.30 31.26 59.56 0.68 9.88 5.30
24 2002-03 29.90 32.10 62.00 5.65 2.69 4.10
25 2003-04 29.41 34.58 63.99 -1.64 7.73 3.21
26 2004-05 27.79 35.26 63.05 -5.51 1.97 -1.47
27 2005-06 28.16 37.56 65.72 1.33 6.52 4.23
28 2006-07 30.24 38.45 68.69 7.39 2.37 4.52
29 2007-08 29.20 42.07 71.27 -3.44 9.41 3.76
30 2008-09 29.78 46.38 76.16 1.99 10.24 6.86
31 2009-10 31.04 48.94 79.98 4.23 5.52 5.02
32 2010-11 32.50 49.81 82.31 4.70 1.78 2.91
33 2011-12 33.72 52.94 86.66 3.75 6.28 5.28
34 2012-13 33.21 57.19 90.40 -1.51 8.03 4.32
35 2013-14 34.43 61.36 95.79 3.67 7.29 5.96
36 2014-15 35.69 66.91 102.60 3.66 9.04 7.11
37 2015-16 36.00 71.62 107.62 0.87 7.04 4.89
38 2016-17 36.25 78.06 114.31 0.70 8.99 6.21
39 2017-18 36.88 89.02 125.90 1.73 14.05 10.14
Source: State Governments/Union Territory Administration
Percentage contribution
of Inland and Marine
Fisheries in different
time spans
Pradhan Mantri Matasya Sampada
Yojana (PMMSY)