Feasibility Study On Upgrading Infrastructure In ...

International Journal of Oceans and Oceanography ISSN 0973-2667 Volume 9, Number 2 (2015), pp. 127-141 © Research India Publications http://www.ripublication.com

Feasibility Study On Upgrading Infrastructure In Jeppiaar Fishing Harbour V.Sampathkumar1, J.Vanjinathan2 1

Professor, Department of Civil Engineering, Sathyabama University, Jeppiaar Nagar, Rajiv Gandhi Salai,Chennai-600 119, Tamilnadu, India, 09884171229, e-mail: [email protected] 2 Asst. Professor, Department of Civil Engineering, Sathyabama University, Jeppiaar Nagar, Rajiv Gandhi Salai,Chennai-600 119, Tamilnadu, India, 09751033458, e-mail: [email protected]

Abstract Fish farming is a rapidly growing industry in India. India exports fish to many countries. Union government initiated a dedicated organization to focus on fisheries. Fishing contributed more than one percent to National annual gross domestic product. A southern state named Tamilnadu (TN) is in the forth level of fish harvesting in the nation. The objectives of the state fisheries department are to develop and conserve the fisheries resources and to ameliorate the socio economic status of the fishermen in the state. In the west coast of TN in kanyakumari district, where there is no berthing facilities available upto its 60 kms stretch and it consists of 42 fishing villages with a fishermen population of about 1.5 L. The boats of kanyakumari district are forced to move to Kerala state for off-loading their catches. Government supports fishing industry by incorporating private developers under Build Own Operate & Transfer basis. State fisheries department chose the Jeppiaar Fishing Corporation Private Limited, Chennai through bidding to develop a fishing harbour at Muttam village which is characterized as rock area. The project is categorized as 'B' by the authorities. They provided the onshore and offshore facilities well and this study focused on assessing the additional facilities to be added to upgrade this harbour to a higher grade. It gives hopes to develop the harbour further into a tourist spot, with the support of the TN tourism development corporation on which the steps have been started. Keywords: fishing harbour, upgrading, onshore, off shore, quay wall, slipway

128

V.Sampathkumar, J.Vanjinathan

1. Introduction India has 8,118 kilometers of marine coastline, 3,827 fishing villages and 1,914 traditional fish landing centers (Fishing in India 2013). The marine and freshwater resources offered a sustainable fishing potential of four million metric tonnes per year. India is the second largest fish producer in the world (Economic Times 2014). Fish output in India doubled between 1990 and 2010. In 2012 the country exported over 700,000 metric tonnes of fish to about 90 countries (Fishing in India 2013). Fish farming is a rapidly growing industry in India but the average annual production of a fish farmer is only two tonnes which is much lesser compared to Norway (172 tonnes), Chile (72 tonnes) and in China (6 tonnes) (Fishing in India 2013). It shows a need of more shore facilities. In 2006, Indian government initiated a dedicated organization to focus on fisheries under Ministry of Agriculture. As of 2010, fish harvest and distribution was difficult within the Nation because of poor rural road infrastructure, lack of cold storage and absence of organized retail in most parts of the country. After which the fishing industry gets accelerated and reached a total marine and freshwater fish production to about eight million metric tonnes per year. Fishing contributed more than one percent to National annual gross domestic product (GDP) (Bureau of economic analysis 2014). Tamilnadu (TN) is in the fourth level of fish harvesting in the nation and augments the fisheries development having a coastal length of 1076 km (13% of the country’s coast line). TN has 1.05 million of fishermen population who are actively engaged in fishing from 591 marine villages scattered along the 13 coastal districts (Marine fisheries development). The department of fisheries in TN is one of the oldest department which pioneered many fishery development activities in India. TN has three major fishing harbours, three medium fishing harbours and 363 fish landing centres. The marine fishing potential of TN is about 0.72 million tonnes per year and it contributes 10-12 % of the total marine fish production of India and accounts about 1.25% of the State GDP. The temperature in summer reaches 40oC and in winter it fall upto 20oC. The annual rain fall is of 92 mm occurs during the north east monsoon from the months of October to December. There are 2500 species of fishes found in different aquatic environment. The Gulf of Mannar Region at the southern part of TN is recognized as the richest marine bio diversity region in the world. The objective of the state fisheries department is to develop and conserve the fisheries resources and to ameliorate the socio economic status of the fishermen in the state. Due to its economic potential and as a food security, central and state governments provide incentive to fishermen. This includes insurance, loan at low interest, no tax and diesel under subsidy which enhances fishing activity (Schrank 2003). Therefore the demand on fishing industry and the need of harbour gets accelerated. The role of the fishing harbour may be considered as the interface between the harvesting of a fish and its consumption. Need for a fishing port is originated from the fisheries management planning and pressure from the industry to meet local consumption needs and of the export market. In the west coast of TN in kanyakumari district, where there is no berthing facilities available upto its 60 kms stretch. Kanyakumari district is the southernmost part of TN, and it consists of 42 fishing villages with a fishermen population of about

Feasibility Study On Upgrading Infrastructure In Jeppiaar Fishing Harbour

129

1.5 L which accounts for 15% of total fishing source of the state. The mechanized boats of kanyakumari district are forced to move to kollam and Cochin fishing harbours which is in the nearby state called Kerala for off-loading their catches. It leads economic loss to the fishermen due to longer running time and the lack of facilities leads economic loss to state also. Therefore a fully fledged harbour with shore facilities is a long felt need in west coast of TN and by establishing a fishing harbour with shore facilities to meet the international standards in quality will trigger the economic activities of the coastal area. Government supports fishing industry by incorporating private developers under Build Own Operate & Transfer (BOOT) basis which is supported by commercial acts (Economic survey 1997). Muttam village in west of Kanyakumari district, has many merits which is characterized as rock area and the effects of wave induced littoral currents in creating sedimentary problems is not serious. It is selected by the state fisheries department and in turn it has chosen the Jeppiaar Fishing Corporation Private Limited, Chennai through open bidding for developing a private fishing harbour for which TN government has offered 40 acres of land. Jeppiaar Fishing Corporation has developed the first privatized harbour in Muttam between 2008 and 2014. The state fisheries monitored the construction of fishing harbour and it started its operation after getting the permission from the authority of TN fisheries department. The recommended requirements by the department of fisheries are large and protected basin with sufficient depth of protected water, shelter from strong winds, an easy reach of fishing ground, easily identified channel for approach and facilities for boat repair and maintenance. Jeppiaar fishing harbour satisfies all the required facilities and hopes to develop the harbour further into a tourist spot and to woo more tourists with the support of the TN tourism development corporation. Completion of slip way to boat yard which is under construction and providing additional quay walls along the long breakwater will further lifts its utility. These components are proposed and will add value to the harbour. Utilization of solar power, advanced communication and management, well established connectivity, smart parking system, international standards in garbage disposal, sewage recycling treatment and rest room utilities, tightly security on the area which attracts the focus of this study to assess the existing additional facilities in the fishing harbour and analyze the viability of upgrading this harbour to a higher grade.

2. Literature Review Vellinga T (1984) discussed on dredging, the effect and disposal of contaminated dredged material at sea. Ben-Yami, M. & Anderson A.M. Consultants, FAO Fishery Industries Division (1985) discussed the Community Fisheries Centre (CFC) strategy presented as an organizational concept for providing the basic infrastructure and services needed to deal with the problems confronting small-scale fisheries development. The operation and management of the CFC, and of the associated multidisciplinary fisheries development unit which provides technical support and training to one or more CFCs, was covered. Bujang, B.H. & Misieng, R.Y. (1993)

130


described how to plan shore-based facilities and fishing ports that were commensurate with the targeted resources of the coastal state and distant water fisheries, as the case may be, that would be environmentally sustainable and financially justifiable. Attention was also drawn to the aquaculture sector. Pollnac, R.B (1994) explained that the participants should be included and involved in the process of fisheries management. Pomeroy, R. S. (1994) reported the methods and experiences in community-based management and common property management for coastal fisheries in Asia and the Pacific. Traditional Community-based management systems had an important role to play in the management of coastal fisheries. Richard McDonald, Water Resources Consultant (2003) examined a sample of fifteen small boat harbour feasibility studies in Alaska and Hawaii that had undergone review. The purpose of this examination was to identify key methodological and data needs and identified problems corresponding to the types of benefit categories that drive project evaluations for the broad range of these small boat harbour projects. Verstralen, K.M et al. (2004) described the practical guide for formulating a development strategy for coastal artisanal fisheries in developing countries. Sundara.S (2005) discussed the structure of ports in India and governing legislation, Port performance, models for port restructuring on service ports, tool ports and landlord ports, policy initiatives on port restructuring in India. Atul deshmukh (2005) compared the efficiency of major ports in India. He compared the Indian ports to the ports in Singapore and other developed countries. He said that Jawaharlal Nehru Port Trust (JNPT) is the only port that had shown positive efficiency in the past years. The cost of handling cargo per tonne has reduced at JNPT port than other ports. He called for major reformation at JNPT to be at par with the international standards. Woo, SuHan et al (2009) studied how seaport research has been conducted from the methodological perspective. They reviewed port literature for the years between 1980 and 2000. They suggested methodological bias in port research to a positivistic paradigm, following a quantitative trajectory moving from conceptual to empirical studies. They also suggested research gaps from the methodological perspective and implications for future port research. J.A. Sciortino, FAO Consultant (2010), discussed the role of the fishing port which was considered as the interface between the netting of fish and its consumption. In many cases, the fishing harbour was also the focal point of pollution, both of the surrounding environment and the fishery products it produces. Many fishing harbours were the source of major impacts on the physical and biological coastal environment. There manual was useful to both technical and non-technical planners, both at national level and at departmental level. It provided non-engineering staff within such departments with enough technical knowledge to better understand certain basic design requirements, which could otherwise be interpreted as superfluous and not cost effective. MARG Karaikal port (2011) was the gateway to the state of TN in south India has infrastructure facilities such as administration building, site roads, covered and open storage equipped with the latest infrastructure that is being augmented in a phased manner. Navigation facilities are provided by a fully operational marine control centre to monitor vessel movement. Van krimpen LL.M (2011) reported various options for regulatory reform of the Indian port sector. His report was


131

solution-oriented and focuses on day-to-day problems of Indian port management. The problems of the Indian ports (including those of tariff regulation) were thoroughly analyzed, described in detail and widely discussed in the port sector. This report was written with a view to outlining various alternatives which may help the competent authorities to make final decisions on a new/revised port sector regulatory framework. Kyriaki Mitroussi (2013) explained the ship management, aiming to the safe and efficient ship operation, had evolved in the way it is conducted and the means it uses to achieve its purpose. He reflected on a number of recent developments with a view to provide a critical discussion of their implications for ship management. Michele Acciaro (2013) said that port economics have attracted so much attention from the side of the academic community as port pricing. The impact of such literature had been quite tangible in terms of policy development and the adoption of cost-based charging practices by many ports. He reviewed the existing literature on port pricing. He carried out a systematic analysis of the main maritime and port economics journals and highlighted the current literature gaps and the areas that can benefit from academic attentions. Yimiao Gu and Jasmini Siu Lee Lam (2013) discussed the need of optimization of port hinder land intermodal container flows due to the requirements of door to door solutions. They developed a biobjective model to minimize cost and transit time for the tactical planning of intermodal container flow with constrained carbon emission. A case study of China was used to illustrate this model. Scott l. Douglass (2014) discussed the coastal processes and climate change impacts, engineering risk at the coast and analyzed the methods for assessing extreme events and climate change. The review of previous studies narrates the various aspects and requirements of a fishing harbour.

3. Guidelines of Fishing Harbour Fishing harbour is a place to provide facilities to handle huge vessels and large quantities of catches. Indian ports act 2010 and the Major port trusts act 1963 are two major laws at the Union level which govern the port sector of India. The Indian ports act 2010, clearly delineated the powers and responsibilities of the Central and State governments with respect to administration of ports and responsibility towards protection and ownership of port lands, sea creeks, estuaries and backwaters. Fisheries infrastructure should consists of a safe mooring area, provision for utilities and boat servicing (water, fuel, workshops), fish handling infrastructure (ice supply, cold storage, sorting areas, processing facilities), marketing infrastructure (local market, road to nearest city market or connection to a major road or airport). Village landing centres are at lower level with basic facilities for fishing. It can handle fresh fish of low volume and equipped with shallow bay, road access and fresh water supply. Next to this, minor fishing harbours which are handling fresh fish of low volume. It need protected bay, beach landing, fresh water, fuel supply from drums, protected area for fish auction, ice supply by traders and facilitated for minor repair of vessels. Medium inshore fishery harbour need fish shore processing and packing, break water protection, road access, fresh water supply, mini ice plant and slipway. Artisanal fishery is the next level of harbour which is shown in Figure 1. It supports the

132


fisherman for their daily trip. It requires sorting hall, ice supply, box packing and an auction hall, workshop and refueling in a small-scale installation up to 10000 liters per day. Ice may be delivered from nearest supplier. Slipways are required to bring the vessel out of water for its maintenance. Adequate area should be there for parking to enable better connection with markets. Coastal fishery is another type which supports the fishing trips up to three days. It can handle motorized canoes and launcher vessels up to ten tonnes in weight. Sorting hall, ice supply and box pack, auction hall, cold storage, refueling and all weather road for access are required. No need of ice production inside the premises. Offshore fishery, shown in Figure 2 can handle fishing trips upto four weeks and the vessels of length upto 40 metre. In addition to breakwaters a sorting hall, auction area and cold storage for buffer stocks, a slipway is required to handle vessels up to 500 tonnes in weight.

Fig.1. Artisanal fishery

Fig.2. Offshore Fisheries


133

Distant-water fishery handles ocean vessels such as large trawlers of 1000 tonnes which are roaming long trips about six to twelve months time. It needs cold storage, dry dock, boat yard, workshop and parking for vehicles and road, rail transport links. Deep sea fishery harbour need breakwater protection and deep draft upto 6m, fish processing and packaging plants, municipal freshwater, quayside bunkering facilities, high security, oil spill response services and connectivity. Modern fishing harbours has a need of facilities such as clearing, salting, selling and storage, boat building, repair, maintenance, visual and electronic navigational aids to safely assist the vessels. Utility services such as fuel, water, electricity, drainage and sewerage systems, firefighting equipment, deep water landing, adequate quay for quick unloading, loading bays, cranes, storage sheds, handling and processing the catch and distributing network.

4. Study Area Muttam in Kanyakumari district of TN is a fishing village where more than 20,000 populations involve in fishing activity. It is located 16 km away and is well connected by road to Nagercoil town. Muttam is located at 8o 7’ N, 77o 19’E, is 35m high, with steep red cliffs, lies about 5.5 miles south east of kolachel harbour. A band of Palmyra trees are planted on high red earth ground in the north of the harbour. Muttam is 75 km away from the international airport in Trivandrum city. Esanthangu, Ammandivillai, Pillaithoppu, Azhikal, Kadiyapattanam & Manavala kurichi are the villages nearer to Muttam. A lighthouse was constructed at Muttam in the British period. Coastline after the Muttam village, extends towards north of north east over 350 m and forms a head land. From there, on the eastern side the coastline extends in the east-west direction. Thus the eastern side of Muttam is naturally protected from wave action. 4.1. Jeppiaar Fishing Harbour at Muttam Based on the potential demand, TN fisheries department decided to establish a fishing harbour and the Commissioner of fisheries directed the assistant director of fisheries, Nagarcoil to handover the land to the Jeppiaar Fishing Harbour Muttam Pvt. Ltd., under BOOT programme for establishing the harbour within eighteen months on estimated cost of Rs.46.68 crores. State fisheries department has made a technoeconomic study on the project. Detailed technical feasibility for the establishment of the fishing harbour and the design of the breakwaters has been made by the National institute of ocean technology, Chennai. The hydrographical and sub sea bed studies, air, water, soil, noise and regime studies in offshore and land areas have been carried out by the environmental division of Intrusion Detection and Prevention Systems, Hyderabad. As per study this harbour does not fall under environmentally sensitive area and is not covered under vulnerability risk due to floods, earthquakes, landslides and there is no need of dredging since it has about six metre depth of water in bounded area. The littoral sediment transport is neglected as the area is characterized as rocky. It is the first private fishing harbour in the country. The project is implemented by Jeppiaar Fishing Harbour Muttam Pvt. Ltd, Chennai. This fishing

134


harbour offered protection to vallums and catamarans in addition to mechanised vessels which is a unique feature. The construction and development of the fishing harbour involves for onshore and offshore activities. The onshore activities include development of facilities which are required for operation of fishing on an area of 16.19 hectares (40 acres) in the land. The offshore facilities include construction of a southern breakwater for a length of 2100m and an eastern breakwater for a length of 650m. Its handling capacity is of 50,000 tonnes per annum, the satellite image of the harbour is shown in the Figure 3. The project is categorized as 'B' by the authorities in the stage of construction.

Fig.3. Satellite image of Jeppiaar fishing harbour

Onshore facilities available in harbour includes an auction hall, two ice factories with a total production of one lakh tonne per day, effluent treatment plant to treat the waste water from the washing of auction hall, net repair shed, fish drying yard, diesel outlet, workshop to carryout repairs, gear shed, plant for treating the water, drinking water supply, rest room complexes, sanitary disposal, sewage treatment plant (STP), fish drying platform, fence wall, harbour administration building, fire protection, power supply technology unit, bank with ATM, insurance, canteen, vehicle shed and shops, native trees are proposed to be used in green belt, requirement of power supply, fuel one lakh litres of daily consumption and slip way for carrying out hull repairs and other maintenance works is under construction. The sewage sludge from the STP is used as organic fertilizers. Offshore construction includes break waters protection with an inbound water area of 2.5 lakh square meters, development of jetties, wharfs and shore protection with an embankment of stone pitching along the shore line of harbour. The break waters are over laid with secondary layer and armour layer (tetra pod). The wharf and jetty structures are rested on 600mm diameter bored cast insitu piles. Both sides of the entire breakwaters are


135

lighted with the solar power. Beacons and lighting systems are guiding the safe navigation towards harbour.

5. Assessment of Harbour Components The fishing harbour is built on virgin land which is government authorized. Land use of the area, environmental conditions of the site, access to the site, availability of water, existing and future industrial development, dust settlement on fish and fish products, rainwater collection systems, fouling of harbour basin and groundwater aquifers are well assessed in the planning stage itself and addressed during construction. Waves are studied well. Muttam area is prone to have waves coming from almost all the directions. To protect the harbour second breakwater in north to south direction which is extending perpendicular to the shoreline is constructed in east of harbour. The end of the east-west breakwater is extended beyond the alignment of north-south breakwater such that, the waves coming from east cannot have their access to harbour. To satisfy the future demand, the breakwaters are extended to keep the harbour entrance around eight metre depth with and entry width of about 200m. Wharf wall with a landing length of 700m along the coast is extending in the eastwest direction. Landing facility is provided on both sides of the wharf and jetty structures which help in quick disposal of fish catch. Inside the harbour, the wave height is varying from four to eight centimeter. At the entrance the wave heights are of the order of maximum twenty centimeter. Wharf is provided with berthing facilities and the width of it is of 7.6 m and the mean water depth along the wharf is varying between 1.5 to 2 m. A boatyard is constructed with adequate space more than the required for storage of timber, machinery repair, hauling and launching of boats attached with a well equipped workshop. A two lane rigid pavement is laid as per the specifications recommended by IRC 58-2012 to access the harbour from the nearby the major district road. Wide and long roads are laid inside the harbour premises capable to carry heavy commercial trucks. This is an unique harbour which has a docking facility for 800 mechanized boats with hugh restaurants, cold storage facility, auction hall, net repair shed and rooms to accommodate workers. The components and their areas are shown in Table 1. The harbour also encompasses most modern designs and infrastructure with processing facilities befitting international standards. The harbour also facilitate infrastructure for ship repair and ship construction. It has advantage of becoming a tourism hub in future. TN State Department of Tourism has already initiated proposals in this regard. Comparing with many other harbours, the layout, area provided for each component and well maintained infrastructure, in Jeppiaar harbour shows that it is well above the standards and the norms guided by the authorities.

136

V.Sampathkumar, J.Vanjinathan Table 1. Area of harbour components Description Admin block Entrance arch Commercial complex Auction hall, Net mending Ice plant (500 Tonne/Day) Diesel bunk Workshop Power house Boat yard LPG godown Rest room Kitchen Cold storage STP Automobile parking Truck parking Wharf wall Jetty wall West breakwater East breakwater

Area (m2) 925 198 3078 2900 760 768 285 648 3135 384 828 360 729 704 4200 11900 4560 1140 23436 3780

6. Additional Components as Improvement Measures Apart from the available facilities, adding quay walls along long breakwater and completion of slip way will further improves the utilities of harbour which will lead more attraction. Quay is a marine structure for the mooring or tying-up of vessels, and for loading and unloading of goods and passengers on shore. Quay of two types, quay with solid construction and quay with an open construction, deck is supported on piles. Quay built with concrete blocks placed by a crane on a sea bed as a retaining structure. A quay with a draft of six meters by increasing the size and width of the concrete blocks need earth-retaining structures like a sheet pile, which interlocks with adjacent units to form a continuous wall. The minimum depth required for vessel operation is specified as 4.5m at quay. Quay of 400m length at three locations is proposed at five meters depth contour is shown in Figure 4. The long breakwater with ten meter wide on top may be reduced to seven meters and protected by a concrete retaining wall. The remaining three meter may be lowered upto 4.5m and added with additional two meters using precast concrete block which is shown in Figure 5. It may yield a platform for loading and unloading of catches. The lowered platform is connected with breakwater surface with a ramp of 4 in 1 gentle slope. The breakwater surface may be paved with plain cement concrete of grade M 30 for vehicle transport and it also attracts tourists.


137

Fig.4. Location of quay on long breakwater

Fig.5. Solid quay

Mechanically operated slipping facilities is of three categories for all vessels up to 500 tonnes displacement such as mechanized slipway, mobile gantry or travel lift and synchronic lift or ship lift. A mechanized slipway is under construction in the harbour with a gentle slope of 1 in 12, length of 100m and 25m wide with five parallel beams running down 4.5 meters below sea level, each carrying a heavy-duty steel rail. The structure consist of a deck system with a flat slab of 500mm thick supported on three rows of RCC bored cast in-situ pile of 900mm diameter. A cantilever beam is provided for the entire length to minimize siltation. A steel cradle will run up and down the rails by means of a special winch. The vessel to be slipped will be floated over the cradle and secured. The cradle will then winched up the slope until it is clear off the water and then locked in the desired position. The vessel stays on the cradle throughout the maintenance period and all servicing will be carried out. The views of slipways are shown in figures 6 and 7. With quay walls and slipway the modern facilities such as a dockyard, schools and colleges for the employee, repairing facilities for small size ships will also suggested in the harbour and it may be categorized as A grade.

138


Fig.6. Mechanized slipway

Fig.7. Slipway with ramp

7. CONCLUSION India is the second largest fish producer in the world. Fish farming is a rapidly growing industry in India. TN state is in the fourth level of fish harvesting in the nation. In TN 591 marine villages are scattered along the 13 coastal districts. Fish production alone accounts about 1.25% of the state GDP. Due to its economic potential the demand on fishing industry and the need of harbour gets accelerated. On other hand, due to lack of facilities the mechanized boats of kanyakumari district are forced to move to a nearby state called Kerala for off-loading their catches. To augment the money flow in this sector fisheries department planned to incorporate private developers under BOOT basis. TN state fisheries department has chosen the Jeppiaar Fishing Corporation Private Limited to develop the harbour at Muttam by bidding. It is the first privatized harbour in the nation. This study focused to assess the additional facilities to be added to upgrade this harbour to a higher grade. Jeppiaar


139

fishing corporation develops the infrastructure and satisfies all the required facilities of harbour. They used advanced communication and management strategies, well established connectivity, smart parking system, international standards in garbage disposal, sewage recycling treatment and solar energy. The offshore and onshore facilities developed in the harbour can handle about 800 vessels easily with a catching capacity of 50,000 tonnes per annum. Adding quay walls of 400m length each at three locations at five meters depth of contour along long breakwater and completion of slip way will further improves the utilities of harbour which will lead more attraction. In addition to it, the modern facilities such as a dockyard, schools and colleges for the employee, repairing facilities for small size ships will also suggested in the harbour and it may be categorized as A grade and hopes to develop the harbour further into a tourist spot, to woo more tourists with the support of the TN tourism development corporation.

Reference [1] [2]

[3]

[4]

[5] [6] [7]

[8] [9]

[10] [11]

Aquatic Resources Management, ISBN 971-8709-56-8, http://pdf.usaid.gov/ pdf_docs/ PNA BW023.pdf Atul deshmukh (2005), “Indian ports – the current scenario”, department of economics university of Mumbai, working paper no.14, http://www.mu.ac.in/ arts/social_science/ eco/ pdfs/ vibhuti/ wp14.PDF Ben Yami.M and A.M. Anderson (1985), “Community fishery centres: guidelines for establishment and operation” M-43, ISBN 92-5-102303-4, http://www.fao.org/ docrep/ 003/ X6863E/X6863E00.HTM Bujang, B.H. & Misieng, R.Y. (1993), “Fishing harbour planning, construction and management, Chapter 2, Infrastructure needs assessment”, http://www.fao.org/ docrep/013/ i1883e/ i1883e02. pdf Bureau of economic analysis (2014), Widespread But Slower Growth in 2013, www.bea. gov/ newsreleases/regional/gdp_state/2014/pdf/gsp0614.pdf Economic survey (1997) Ministry of finance, Government of India, infrastructure, port, http:// indiabudget.nic.in/es96-97/Chap9.HTM Fishing in India (2013) http://en.wikipedia.org/wiki/Fishing_in_India, Economic Times, India way behind China in fish production, articles.economictimes.indiatimes.com › Collections Government of Tamilnadu, Fisheries department (2014) Marine fisheries department, www. fisheries.tn.gov.in/marine-main.html Kyriaki Mitroussi (2013), “Ship Management : Contemporary Developments and Implications”, The Asian Journal of Shipping and Logistics, Vol. 29 No. 2 Aug 2013 pp. 229-248, file:/// C:/Documents% 20and%20Settings/SAMPATH/My%20Documents/Downloads/77%20(2).pdf Marg Karaikal port ( 2011) Welcome To MARG Karaikal Port, http:// www. karaikaport.com Michele Acciaro (2013), “A Critical Review of Port Pricing Literature: What Role for Academic Research?”, The Asian Journal of Shipping and Logistics,

140

[12]

[13]

[14]

[15]

[16]

[17]

[18] [19]

[20] [21]

[22]

V.Sampathkumar, J.Vanjinathan ELSEVIER, Vol.29 Issue 2, August 2013, pp 207–228, http://www.sciencedirect.com/science/article/pii/S2092521213000400. Pollnac, R.B (1994), “Food and Agriculture Organization of the United Nations, Fisheries and Aquaculture Department, Participation and transparency in fisheries management,” http://www. fao.org/fishery/topic/12372/en Pomeroy, R. S. (1994), “Community Management and Common Property of Coastal Fisheries in Asia and the Pacific: Concepts, Methods and Experiences,” International Center for Living Richard McDonald, Water Resources Consultant (2003), “Improving the economic analysis of small boat harbours”, U.S. Army Corps of Engineers, IWR Report 03-PS-4, http://www.iwr. usace.army.mil/Portals/70/docs/iwrreports/03ps04.pdf Port Development in Africa, Chapter 2, African Bank (2010) Ch2 8/10/10 10:31, http://www. afdb.org/fileadmin/uploads/afdb/Documents/Publications/African%20Develop ment%20Report%202010_CH%202.pdf Schrank,W.E. Introducing fisheries subsidies (2003). FAO Fisheries Technical Paper. No. 437. FAO, Rome. 52p. Subsidies and fisheries, FAO corporate document repository, produced by: Fisheries and aquaculture department. www.fao.org/3/a-y4647e.pdf Sciortino J.A, FAO Consultant, Harbour Design and Management, St. Paul’s Bay, Malta (2010), “Fishing harbour planning, construction and management”, Food and agriculture organization of the united nations, Rome, ISBN 978-925-106696-6, http://www.fao.org/ docrep/013/ i1883e/ i1883e.pdf Scott l. douglass (2014), “Highways in the Coastal Environment: Assessing Extreme Events”, U.S. Department of Transportation Federal Highway Administration, Hydraulic Engineering Circular No. 25 – Volume 2, Publication No. FHWA-NHI-14-006, October 2014, http://www.fhwa. dot.gov/ engineering/ hydraulics/pubs/nhi14006/nhi14006.pdf Sundara.S (2005), “Port restructuring in India”, http://www.teriin.org/upfiles/pub/papers/ft22.pdf Van krimpen LL.M (2011), “Regulation of the Indian port sector”, https:// open knowledge. worldbank. org/bitstream/handle/ 10986/12814/ 701590ESW0P1230 eline0 Document0 Final. txt?sequence=2 Vellinga T (1984), “Disposal of dredged material at sea”, https://books. google.co.in/ books?id= 6WQsielofAcC Verstralen, K.M, Lenselink, N.M,Ramirez, R, Wilkie, M, Johnson, J.P, (2004), “Food and agricultural organization of United Nations”, http://sfp.acp.int/fr/content/liste-des-documents-techniques- de-la-fao Woo, Su-Han, Pettit, Stephen J, Kwak, Dong-Wook and Beresford, Anthony K.C. (2009), “Seaport research: A structured literature review on methodological issues since the 1980s”, https://ideas.repec.org/a/eee/transa/v45y2011i7p667-685.html

Feasibility Study On Upgrading Infrastructure In Jeppiaar Fishing Harbour [23]

141

Yimiao Gu and Jasmini Siu Lee Lam (2013),“Port hinderland intermodal network optimization for sustainable development: a case study of China”, International forum on shipping, ports and airports, Trade, supply chain activities and transport: Contemporary logistics and maritime issues, Conference proceedings, 3-5 June 2013, The Hong Kong polytechnic university, Hong Kong, pp 168-178. http://www.hksoa.org/ contents/attachments/ Presentations/2013/ IFSPA 2013/ Papers/ L14.pdf

142
