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;i*5''iliTt
OF
THE
COMMITTEE
ON
STANDARDS
FOR
COASTAL
&
INLAND
VESSELS;
SEA
LIMITS
FOR
INLAND
VESSELS;
AND
INCENTIVE
SCF{EME
FOR
MODAL
SHIFT
OF CARGO
FROM
ROANRAIL
TO
WATERWAYS
Submitted
on
8k
January
2014
SHIPPING
GOVER1IMENT
OP INDUI
"whoever
controls
the
Indian
ocean,
dominates
Asia,
This
ocean
is
the
key
to the
seven
seas
in
the
twenty
I
century,
the
destiny
of the
world
wiil
be
decided
in
these
waters,'.
ffi
#;{th
rE\ur:Y
INISTRY
OF
-
Alfred
Thayer
Mi
^'l
':_)
8/9/2019 Coastal Shipping _ DG SHIPPING
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PREFACE
Maritime
transport
has
been
recognized
as
the
most
fuel
efficient,
cost
effective
and
environment
friendly
transport
system.
All
developed
countries
have
based
their development
on
their
efficient
maritime
infrastructure
and
policies.
2.
The
issues,
as
terms
of
reference
before
the
Committee,
are
fundamental
issues
affecting
coastal
shipping.
The
Committee
has
endeavored
in
the report
to
suggest
pragrnatic
and
"doable" recommendation
for implementation.
3.
It
is
expected
that
the
relaxation/increase
in
the
area
of
operation
of
Inland
vessels
will
supplement
our coastal
fleet
capacity.
Besides,
cost
effective
construction
and
operation
standards
fbr
inland
vessel,
I
believe,
will
integrate
the
operations
of
inland
vessel,
coastal
vessels
and
the foreign going
vessels across
the
country. Further,
incentive
support
to
the
coastal
vessels
is
expected
to boost
coastal
shipping
and
bring
in
the
desired
ideal
modal
mix
which
will
have
direet
as
well
as
indirect
impact
on
the
country's
fuel
bill resulting
in
reduction
of
fuel
cost,
creating
positive
social
and
environmental
impacts.
4.
The
expert
inputs,
able
guidance
and
assistance
of
the Committee
members
and
the
valuable
services
of
the concerned
officials
in the
Ministry
are
gratefully
acknowledged.
The
co-opted
members
from
various
organizations
had played
avital
role
in
the deliberations
of
the
Committee.
5.
The
inputs given
by
Mr.
Gautam
Chatterjee,
Director
General
of
Shipping,
Mumbai
were
invaluable.
The support
rendered
by
ICC
Shipping
Association
by
way
of
KpMG
study
report has
been
extremely
useful.
The
Committee
benefitted
from
the
presence
and
valuable
insights provided
by
co-opted
members
including
Shri
Arun
Sharma
of
Indian
Register
of
Shipping,
Shri
Anil
Devli
and
Capt.
Kekre
from
Indian
National
Shipowners'
Association,
Shri
Atul
Jadhav
from
All
Goa
Barge
Owner's
Association
and
Capt.
Sudhir
Subhedar,
Capt.
Kiran
Kamat,
Shri
Aditya
Suklikar
from
ICC
Shipping
Association.
The
Committee
also
benefitted
from
the
presence
and
inputs
from
capt.
Suraj
and
capt.
shri
p.
p.
sinha
from
Directorate
General
of
Lighthouse
&
Lightships.
6. I
hope
that
the
Report
and
recommendations
contained
in
it
are
useful
to
the
Government
in promoting coastal
shipping
and inland
water
transportation
in
our
country.
Captain
P.V.K.
Mohan,
chairman
of the
committee
&chairman
Nationar
s.hipping
Board
8'n
January
2014
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EXECIITIVE
SUMMARY
1.
Coastal
shipping
in
India
presently
accounts
for
only
|yo
ofthe
overall
cargo
movement,
which
is
low
eompared
to
other
developed
countries
in
Europe
and
Asia'
The
coastal
shipping
in
most
of
the
countries
has
flourished
due
to focused
policy
interventions.
2,
There
has
been
demand
to
extend
IV
limits
for
sea
for
better
utilizing
the
available
coastal
fleet.
Correspondingly,
the
safety
standards
(manning
and
technieal
standards)
required
review.
The
Ministry
of
shipping
ser
up
a
Committee
under
the
Chairmanship
of
Capt.
P.V.K.
Mohan
for
looking
into
the
issues
of
Inland
Vessel
limits,
standards
for
coastal
and inland
vessels
and
providing
an ineentive
scheme
for
modal
shift
of
cargo.
The
Committee
after
detailed
deliberations
has
made
the
following
recommendations:
(i)
After
due
deliberations
and
discussions
with
the
stakeholders,
the
Committee
has
suggested
some
workable
standards.
The
Committee
has
noted
that
the
Directorate
General
of
Shipping
has
issued
DGS
Crder
No.
18
dated
31.7.2013
with
respect
to
the
new
standards
for
adoption
by required
by
River
Sea
Vessels.
The
Committee
noted
that
the
same has
been developed
with
the necessary
input
from
the
Indian
Register
of
Shipping
(IRS)
as
well
as
inputs
from
the
industry
inputs
and,
therefore,
no
further
reoommendation
in
this
regard
are being
made
by the
Committee.
(ii)
To
fix
Iniand
Vessel
Limit (IV)
and make port
wise
recommendation
-
India
is
a
party
to
United
Nations
Conventions
on Law
of
Seas
(I-JNCLOS)
in
which
the
different
maritime
zones
are
demarcated.
'Ihe
Ministry
of
External
Affairs,
the
administrative
ministry
for
LI{CLOS,
has
under
the
Maritime
Zones
Act,
notified
the
baseline
for
the
entire
Indian
coast
vide
notifieation
No.
SO IITT (E)
dared
1'9.2A09,
The
water
inwards
of
the
baseline
has
been
treated
as
inland
waters
which
has
been
aceepted
by
the
Committee
as
the
limit
for
inland
vessels.
Based
on
the
recommendations
of
the
Committee,
the
Directorate
General
of
Shipping
has
accordingly
issued
the
order
on
16th
September
2013.
However,
IWAI
has
to firm
up
the
guidelines
so
that
the
same
ean
be
applied
by
the
states concerned.
ilPage
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(iii)
To
formulate
an
incentive
seheme
for
modal
shift
of
oargo from
raillroad
to
inland
waterways/coastar
shipping
-
the
committee
deliberated
in
detaii
on
the
various
incentive
scheme
options
for
promoting
modal
shift
and
keeping
in
view
the implementation
issues,
cost
of
subsidies
and
fund
requirements,
recommended
the following
incentives/measures
for
promotion
of
coastal
shipping:
1.
In
ease
of
bulk
oargoes
all
new
coastal
cargoes
on
Indian
flag
vessels
on
demonstration
of
a fresh
modal
shift
will
be eligible
for
an incentive
@
of
50
paisa
per
tonne
per
nautical
mile
upl.o
a
maximum
of
500
nautieal
miles.
The
ioading
ports
will
administer
the
release
of
incentive
based
on
their
reeords
of
coastal
movement
by
a
particular shipper.
These
major ports
will
be
eligible
f
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4.
60%
at
both
ends.
The
difference
of
20%
may
be reimbursed
to
major
ports
by
Government
periodically.
The
above
schemes
may
be
operationalised
for
a
period
of
five
years.
Meanwhile,
the
committee
expects
that
two way
cargo
movement
develops
by
the
increased
awareness
of
the
benefits
of
ooastal
shipping.
It
is
therefore
recommended
that
necessary
infrastructure
at
major
and
non-major
ports
are
developed
to
cater
exclusively
to
coastal
cargo
movement.
For
shipbuiiding,
of
coastal
eargo
vessels,
the
committee
recommends
that
a
total
excise
and
customs
duty
waiver
may
be
given
for
the
raw
materials.
This
incentive
will
motivate
shipyards
from taking
up vessel
construction
of
coastal
ships.
5.
iiilPage
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TAT3I,
11
OF
COhI]'E]\TS
CHAPTER
1.'
INTRODUCTION
CHAPTER
2..
COASTAL
SHIPPING AND IWT
IN INDIA
Pg.
Pg
No.
I
No.5
Iti
21
Pg, No.
Pg.
No.
CHAPTER
3:
STANDARDS
FORCOASTAL
&
INLAND
VESSELS.,.,
......
ps.No.
I4
CIUPTER
4,, SEA
LIMITS
FOR
INLAND
VESSELS.,,.
CHAPTER
5,. INCENTIVE
SCHEME
TO
PROMOTE
MODAL
5H1FT..,,,.,.
T.,,IST
OF'TABLES
Table
L'
Environment
cost
and
Accident
cost............
Table
2:
Trffic
at
major
ports
(otterseas
and
coastal)
during
pas
rwo
years....
Table
3: Trffic
handled
at
minor
and
intermediate
ports
during
2012
-2013
and 201I
-2012
.....,
Table
4: Trffic
handled
at
minor
and
intermediate
ports
during
2012
-2013
and
20I
j
-20.,2
......
Table
5:
Commodity
specific
routes
andvolumes
Pg.
no.
I
Pg.
no.
B
Fg.
no,
9
Pg.
no.
l'
Pg.
no,
2:
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CHAPTER
1 : II\:TRODUCTION
Background
1.1
Environmental
threats
and
the
climate
change
emerging
from greenhouse
gas
(GHG)
emissions
have
been
attracting
countries
all
over
the
world
to
concentrate
their
focus
on promoting
a
modal
shift
in
cargo
transportation
from
road
to waterways.
Besides,
the Indian
coastline
and
our
waterway
resources
are
grossly
underutilized
when
it
comes
to
moving
domestic
cargo.
Modal
shift
also considerably
brings
down
logistic
and fuel
consumption
costs.
There is
also
social
cosit
benefit from
decongesting
roads
and
minimizingroad
accidents.
The
approximate
estimation
of
savings
on
account
of
modal
shift
in
terms
of
environmental
costs
and social
cost is
given
in Table
1
below:
Table
1:
Environment
cost
and Accident
cost
ENWRONMENT
COST
PER
TONNE.KM
ACCIDENT
COST PER
TONNE-KM
MODE
Road
(Freight)
Rail
(Diesel
Traction)
Rail
(Ele:ctric
Traction)
Airways
MODE
Road
-
Rail
-
COST
Rs. 0.202
Rs.
0.051
Rs.
0.015
Rs.
0.690
COST
Rs.
0.062
Rs.
0.001
Coastal
Shipping
Rs.0.030
Source;
Flanning
Commission's
Total
Transport
system
Study
by MTES
I.2
The
definition
of IV
limits
under
the
IV Act,
includes
the terms
sm66f[
and
partially
smooth
waters,
as
refemed
in
the Merchant
Shipping
Act
and
such
vessels
a,s
per
their
standards
)
are
permitted
upto
2
meters
wave
heights
dependin6S
on
weather
conditions.
The
States
of
Gujarat,Maharashtra
and
Goa
have
already
got
conducted
significant
wave
height
studies
of Indian
National
Centre fon Ocean
Informatics
Sciences
(INCOIS)
showing
limits
having
v/ave
height
of
less
than
1.80
m.
There
have
been
demands
from
the industry
that
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these
waters
to
be
declared
as
partially
smooth
nature
by
Ministry
of
Shipping
to facilitate
declaration
of
new
IV limits.
There
have
also
been
demands
to
declare
inland
water
limits
upto
12
nautical
miles
seaward
from
the
baseline
for
utilization
of
tonnage
to
a
great
extent.
1.3
To
bring
more
focus
in its policy
approach
towards
coastal
shipping
and
inland
waterways,
the
Ministry
of
Shipping
constituted
a
Committee
under
Chairmanship
of
Chairman,
National
Shipping
Board
with
the
following
composition:
capt P.v.K.
Mohan,
Chairman
National
Shipping
Board
Chair:man
shri
M.
C. Jauhari,
Joint
Secretary (Shipping)
M/o
shipping
Member
Shri
C.B.
Singh,
Adviser,
IWo
Shipping
Member
Shri B. Poiyaamozhi,
Development
Adviser (ports)
Iwo
Shipping
Member
shri M.
M.
Hasija,
Dy.
Financial
Adviser,
ld/o
Shipping
Member
capt. L.
K.
Panda,
Nautical
Adviser
to
GoI,
DG
shipping
Member
Shri
S.
Dandapat,
Chief Engineer,
IWAI
Member
Shri
M.K.
Saha,
Director
(Traffic),
IWAI
Member
Shri R.
P.
Khare,
Chief Engineer,
IWAI
Member
Shri B.
Krishnamoorthy,
Dy.
Secretary
(MA
&MG),
N/Vo
Shipping
Member
Secretary
I.4
The
Committee
could
also
co-opt
representatives
from
the Industry
viz,
Indian
Register
of
Shipping,
Indian
National
Shipowners'
Association (INSA),
ICC
Shipping
Association
(ICCSA),
etc
as
and
when required.
Terms
of Reference
1.5
The
terms
of reference
of
the
Committee
are:
i.
flo
recommend
standards
required
for
coastal
and
inland
vessels
as
different
from
seagoing
vessels (both
manning
as
well
as technical
standards)
including
review
of
existing
standards;
ii.
To
fix
Inland
vessel (IV)
limits
and
make
port-wise
recommendations;
and
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iii.
To
formulate
an
Incentive
scheme
for
modal
shift
of cargo
from
r ail r
o
ad
to inland
waterways/co
astal
shipping.
The
order
for
setting
up
the
committee
is
at
Annexure
I.
Progress
of
work
1,.6
The
Committee
held
six
meetings
on25.4.2013,
20.6.2013,
rr.7.2013,
3I.7.2013,21.8.2013
and
12.9.2013
to
deliberate
various
aspects
within
the
ambit
of its
Terms
of
Reference.
I.7
The
Committee
entrusted
the representative
of
the
Indian
Register
of
Shipping
and
the Directorate
General
of
Shipping
the
task
of
assisting
it
with
respect
to
the
standards
for
coastal
and inland
vessels.
1.8 As
regards
fixing
Inland vessel
Limits
and
make
port
wise
recommendations,
the
Committee
requested
the
representatives
from
the
Directorate
General
of
Shipping
and
the
Inland
Waterways
Authority
of lndia
(IWAI)
to study
the
existing
legislation
and the
outcome
of
the
deliberationrs
on
the
issue
were discussed
at
other platforms
like
the Maritime
State
Development
Council
(MSDC)
Meetings,
National
Shipping
Board
(NSB)
meetings.
The
Committee
also
noted
that
different ports
have
determined
their
port
limits
for
their operation
and
notified
the
same
as
per
the
State
or Ports
rules.
There
was
no
uniformity
in
the
declaration
of
limits
which
was
based
on
commercial
operations.
Thus,
it was
felt
that
instead
of making port
wise
recommendat;ions
for
the operation
of IV
Craft.,
it
would
be
appropriate
if
a uniform
standard
and
area
of
operation
could
be
adopted
with room
for
expansion
at a Iater
stage.
This
will
help
in
development
of Inland
and
Costal
maritime
traffic.
as
the
trade
develops.
I.9
The formulating
of
an
incentive
scheme
for
modal
shift
of
cargo
from rail
road
to Inland
waterways/costal
shipping
was
a
challenging
task.
The focus
was
to formulrte
an incentive
mechanism
more particularly
a
sustainable
one
which
generates
incremental
increase
in
outcome.
The
mechanism
so
devised
could
be
operationalised
within
a
framework
in
which
the
Ministry
of
Shipping is
able
to
administer
the
scheme
efficiently.
In
its
efforts
towards
framing
the
scheme,
the
Committee
immensely
benefitted
from
the
inputs provided
by Indian
Coastal
Conference
Shipping
Association
(ICCSA)
as
they
had
got
a
study
conducted
by KPMG
on
the
present
trend
of
coastal
cargo
movement
and in
identifuing
scope
for
improvement.
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Organization
of the Report
1.1 1 The
report has
been
divided
into five
chapters.
Chapter
1 is introductory
in
nature
giving
in
brief
the
background
leading
to
the formation
of
the
Committee,
its
composition, Terms
of
Reference
and
programme
of
work.
Chapter 2
gives
the coastal shipping
and inland
waterways
scenario
in
India, the
importance
and need
for modal
shift.
Chapter 3, 4
and
5 covers
the background
on the three issues
involved
and the
recommendations
on
each of the three
Terms
of References respectively.
****{
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CHAPTER 2:
COASTAI
SHIPPING
A}ID
INI"AND
WATER
TRANSPORT
SCENARIO
IN
IIIDIA
Fig 1:
Modal Mix
of
Domestic
Cargo
Fig 2:
Cargo
Mix
of Indian
Coqstal Cargo
(2011-12)
Source:
WMG
Analvsis
In India,
Rail
and road
accovrft
for
57Yo
and
30%
respectively
whereas coastal
shipping
presently
accounts for
only
7Yo
of
the
overall
cargo
movement,
which is
very
low
compared
to other
developed
counties.
Apart from
the fact
that the
developed
countries have
an
advantage
of better
coastal
shipping
infrastructure,
coastal
shipping
in
most
of
these
countries
has
flourished
due to
focused
policy
interventions.
The coastal
shipping fleet
and
related
traffic
flow
in
developed
countries
are
of
a
higher
scale
compared
to
India.
,2.3
Currently, most
coastal
movement
that is
witnessed
is
of
POL
(mainly
govemment
cargo),
coal
and iron
ore
(captive
use).
However,
therq
is
evidence
of
marginal
increase
of break
bulk by
way
of
containers'
movement
over
last
5
years.
Commodities
presently
handled
by coastal
shipping
in India
is largely
bulk
and break
bulk
cargo. Movement
of
general
cargo through
coastal
5
2.2
Countries such
as
China
have an enviable
percentage
of
460/o
and
8.3oA,
United
States
14
and 8.3%
and Europe
in
general
uses 43Yo
of waterways
in
freight
transport.
The
dependence
on
the Road
and rail
sector
for
freight
movement
is
going
to increase
the logistic
cost considerably,
which
is at
a
very
high level
of
18oZ
compared
to
just
about 6Yo in
developed
countries.
llote: thue
of
lffiwhich i3 stimatBd to b
O-5%irincludd
in
mtakhipping
8/9/2019 Coastal Shipping _ DG SHIPPING
12/45
shipping
is
presently
very limited
in
quantity.
The
category
of
'others'
in
f\g.2
above is largely
general
cargo
which has
seen
a marginaL increase
in
the
past
five
years.
This
is
largely
attributed
to
the
growth
of
containerized
cirgo,
especially
cargo such
as marble,
tiles,
bentonite,
soda
ash
etc
and increase
in
movement
of
project
cargo
through
coastal
shipping. However,
with
a
change in
India's
trade
pattem,
especially
the
"Look-East" policy,
the
existing
pattern
of
coastal cargo
movement
may
also
change
in the
coming
years.
This is
more
so
in
view of the expected
to
growth
in EXIM
trade
at
anaverage
rate
of 7Yo.
2.4 Indian
major
ports
do not
have
dedicated facilities
to
coastal
shipping
and
coastal
vessels
are looked
at
by
ports
from
the
view
point
of
its
ability to
generate
revenue.
The
upgradation
of infrastructure
standards
in
port
faciltities
and
development
of
connectivity
infrastructure entails
lot
of
capital
infusion.
Facilities
at
ports
like
Sir
creek, Dahej,
Porbandar,
}irazira,
Ratnagiri
lJaigarh,
Karaikal,
Ennore,
Krisnapatnam,
Kakinada,
Gopalpur, Haldia
can be
rnade
capable to handle
exclusive
coastal
cargo improving
India's
carbon foot
prirrt.
2.5
The
problems
of
low
draft, inadequate
dredging
and
its
maintenance,
slow
pace
in
development
of
new
ports,
port
tariff
structures,
and such other
transaction costs
of
customs
and immigration
have
also been
affecting
costal
shipping. In
the
past,
the flow
of bulk
goods
from
west coast
hinterlands
to the
east coast
hinterlands always
followed
the
coastal
route.
For
instance,
coal
from
Kolkata
was
carried
in
bulk
on regular
basis
by coastal
vessels
to
ports
around
the country
right
up to Kandla
and Bhavnagar
and
salt
in
bulk
was carried
lback
to Kolkata either
from Kutchh ports
or Tuticorin.
2.6 The
commodity-wise
coastal
traffic
overseas, coastal
and total
at major
and
non major
ports
are
given
at
Table
2
and
Table
3
respectively.
2.7 Traditionally
the
west
coast
ports
have
been handling
industrial
and
finished
products along
with
the
petroleum products,
whereas
the
east
coast
ports
have
been
handling
the
bulk
and mineral
products.
2.8
Unavailability
of consolidated
cargo, return
cargo
and
general
lack
of
awareness
among shipper
community
is
generally
the
cause of low
coastal
shipping movement.
On the
contrary,
the high
penetration
level
of
road
followed
by
rail
coupled
with
the
ability
to effect door-to-door
movemerrt
of
cargo makes
the field
tougher
for
coastal
shipping.
2.9 The Karachi
-
Rangoon
stretch
vide
Colombo
was designated
as coastal
route. The
ships
carried
rice
in
bulk
as
well
as bags
right
from
Rangoon
to
8/9/2019 Coastal Shipping _ DG SHIPPING
13/45
Chennai, Tuticorin
and across
to Kochi
and even
to Kandla
and on
the return
journey,
salt,
cement and
clinker
were
the
cargo carried
to
Kolkata.
Coastal
vessels freighted
small
parcel
sizes
of
general
cargo
such
as
spices,
tea, coffee,
cashew nuts
coir
and
jute,
until
efficient
containerization
and equally
rapid rail
and road systems
took
over.
However,
due
to
missing
unitization
phase
containerization
took long
time
to catch
up with
modern
transpoftation.
This
marked
the shift of
proportionate
trading
activities
towards
other modes
of
transport such
as
rail
and
road
rather
than coastal
shipping.
From
1992
to 2002,
the coastal fleet
tonnage
had
been hovering
around 0.47
million
GT and
had
increased
only marginally
to 0.6 million gross
tonnes
(GT)
in
2003.While
the
Indian
overseas
fleet registered
II73%
growth
in
numbers
from 1951
to 2003,
the coastal
fleet inched
upwards
in
the
colresponding
period
to
2}g%.India's
coastal
fleet
has
been hovering
around
a
meager
level
of
less
than 1 million
gross
tonnage
(GT)
during
the last
five
years.
Out of the 805
coastal vessels
(as
on
March
3I, 2013)
only
146
are
effective
cargo
carrying
vessels
constituting
0.66
million
GRT.
2.10
Ship acquisition is
presently
burdened
with high finance
cost
and low
term of loan.
High
taxation,
duties
and compliance
costs
are of serious
concem
and this is
compounded
by
port
waiting
times, inappropriate
cargo handling
practices
and
facilities.
2.1I
In
order to increase
coastal
trade
and effect
modal
shift,
it
is necessary
to
develop
minor
ports.
Also,
it
is vital
to
provide
for connectivity
of the minor
ports
with the road
and rail
network.
Ports like
the Pipavav port
had suffbred
because
of
the lack
of connectivity.
The Pipavav
-
Surendranagar
rail link
was
established
by the
port
of Pipavav
in
joint
venture
with
the Indian Railways.
Given
the belief that
the Phase
3 of the
National Highway
Development
Programme
would
provide
for
connectivity
to the minor
ports;
higher
priority
and
weightage
needs
to
be
assigned
to this.
2.I2
High
share
of rail
and road
can
be attributed
to
the concessional
rates
provided
for
select
commodities
such as fertilizers
by rail which
makes
it
unviable to
move
the
same
through
other modes
of
transport
over longer
distances.
Subsidy on
diesel
has
resulted
in
actual
cost
of
transportation
by road
being lower
than what
it
truly
is.
2.13
There
is
a
need
for
effective
development
of routes
between
production
and consumption
locations
by
identifuirg
potential
cargo
that
could move by
coastal shipping.
8/9/2019 Coastal Shipping _ DG SHIPPING
14/45
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