8/8/2019 Plugin Aport Connectivity
1/20
Background paper onport connectivity in
Gujarat
Confederation of Indian Industry
Background Paper Prepared byDeloitte Touch Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
2/20
Contents
1. Executive summary
2. Introduction
3. Indian ports scenario
3.1. Traffic handled
3.2. Overview of port connectivity
4. Ports in Gujarat
4.1. Traffic handled
4.2. Hinterland & O-D analysis4.3. Issues
5. State inland connectivity
5.1. Road linkage
5.2. Rail linkage
5.3. Storage facilites
6. Measures required
3
4
5
5
7
9
9
911
12
14
14
16
17
8/8/2019 Plugin Aport Connectivity
3/20
8/8/2019 Plugin Aport Connectivity
4/20
2. Introduction
4
The impressive economic performance of the country
has directly impacted the encouraging growth rate in
sea port cargo volumes. It is accepted that around 95
per cent of the country's trade by volume (70 per cent in
terms of value) is moved by sea. India's maritime sector
has significantly expanded in the last two decades, both
in terms of number of ports operating and cargo volume
handled. The governments both state & central in
collaboration with various stakeholders have accordingly
taken steps for accelerating capacity creation at Indian
ports. While the priority for improved port performance
usually focuses on its waterfront and other landside
development within the perimeter of the port;
development of the supporting infrastructure in terms of
road and rail connectivity also acts as an impetus and a
catalyst to a superior port performance.
8/8/2019 Plugin Aport Connectivity
5/20
3. Indian ports scenario
3.1. Traffic handled
India is endowed with an extensive coastline of 7,517
km. There are 12 major ports under the jurisdiction of
the union government and 187 non major ports spread
across nine coastal states regulated by the respective
State Government. However only 48 non-major ports are
handling cargo. While major ports handle approx 73%
of total cargo traffic, non-major ports account for the
balance 27 %( in 1996-97, the share was around 10%).
(As on Mar 31,2007)
Kandla
Mumbai
JNPT
Mormugao
New Mangalore
Cochin
Tuticorin
Chennai
Ennore
Vizag
Paradip
Kolkatta / Haldia
Total
67.00
43.75
51.70
29.50
38.00
19.35
20.55
48.80
13.00
55.75
66.40
54.80
508.6
Table 1: Capacity & cargo traffic at major ports
Source: Indian Ports Association (IPA) and CMIE
45.91
44.19
37.83
31.69
34.45
13.89
17.14
47.25
9.17
55.80
33.11
53.14
423.57
2005-06 2006-07 April-Nov2007
52.98
52.37
44.82
34.24
32.04
15.31
18.00
53.41
10.71
56.39
38.52
55.05
463.84
41.90
38.16
35.17
19.70
24.27
10.40
13.48
37.80
7.63
42.13
26.86
36.04
333.54
Port Capacity Cargo traffic
Existing capacity and cargo traffic at major ports (Million tonnes)
During the year 2006-07, the combined cargo traffic
handled by all major and non-major ports amounted to
634.84 Million Tonnes (MT) with a growth of 10.24%
over the previous year. The major ports have handled a
traffic of 463.84 MT registering a growth rate of 9.69%
over 2005-06. The share of non-major ports cargo
traffic was 171 MT with a growth of 11.76% over
2005-06.
5 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
6/20
As per the report by the Committee of Secretaries GoI,
it is estimated that the traffic for all the ports is likely to
grow at a compounded annual rate of growth (CARG)
of 7.57% till 2013-14 and would reach around 961.55
MT by 2013-14.
The CARG for traffic at major ports for the same period
is estimated at 7.43% and would have cargo traffic of
around 705.84 MT, while the CARG for the non-major
ports would be around 8.47% with cargo volume of
about 250 MT. The highest CARG is expected in
container traffic, which is at 17.30%.
At present, the country has an annual capacity of
around 750 MT of which 508 MT is of the Major Ports
and the balance 242 MT is of the non-major ports.
The government has envisaged the need for increasing
the total port capacity to 1,500 MT by the end of the
eleventh Five Year Plan (2011-12) and to 2,000 MT by
the end of Twelfth Five Year Plan (2016-17)
Figure 1 : Growth of traffic at Indian ports
Source: Indian Ports Association (IPA)
Growth of traffic between :1950-51 and 1980-81 (30 years) + 61 million tonnes1980-81 and 1990-91 (10 years) + 72 million tonnes1990-91 and 2000-01 (10 years) + 217 million tonnes2000-01 and 2006-07 (07 years) + 266 million tonnes
Major ports Non-major ports
91 50-5
196
-611
0 7197
0-19
-811 8
0200
0-010
22 0
1-0 002-03
2 0-
2 03 0
4004
-052 02 0
5-0600
-072
6 0-0
2 07
8
0
100
200
300
400
500
600
In Mn tonnes
Figure 2 : Commodity wise cargo traffic at majorports (2006-07) (%)
Source: Indian Ports Association (IPA)
POL Iron ore
17.36
33.27
12.98
15.84
17.51
3.04
Coal
Container Fertilizers Other cargo
6 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
7/20
7
3.2. Overview of port connectivity
Resulting from the dynamic growth registered by the
ports in cargo volumes, enhanced port connectivity has
become essential to facilitate an improved port
performance.
Cargo Group Moved By
Crude Oil
POL
LPG
LNG
Thermal Coal
(Loading Port)(Unloading Port)
Coking Coal
Iron OreMormugao
New MangaloreTamil NaduAndhra PradeshOrissa, W.B
Food Grain
Fertilizer Raw Material
Other Dry Bulk
Other Liquid Bulk
Containers(Share of Railwaysincreases, when traffic ordistance increases)
Pipeline 100%
Railway 25%Road 25%Pipeline 50%
Railway 50%Road 50%
Pipeline 100%
Railway 100%Conveyor 80%Railway 20%
Railway 100%
IWT 80%Railway 20%Pipeline 100%Railway 100%Railway 100%Railway 100%
Railway 70%
Road 30%
Railway 30%Road 30%IWT 15%Conveyor 15%
Railway 30%Road 70%
Pipeline 20%Railway 20%Road 60%
Railway 45%Road 55%
Table 2: Indicative mode of evacuation /transportation for respective cargo group
Source: Report of the Committtee of Secretaries, GoI
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
8/20
Congestions near the ports are not an uncommon
phenomenon. This problem is further aggravated by
poor rail and road connectivity / capacity.
National Highways Authority of India (NHAI) has the
mandate for providing road connectivity to the major
ports. The port connectivity project was included under
Phase I of the National Highways Development
Programme (NHDP). Of the 380 kms envisaged, NHAI
has so far completed 112 kms, while projects covering
248 kms are under implementation and balance yet to
be awarded.
Rail Vikas Nigam Limited (RVNL), incorporated in 2003 is
the nodal agency for boosting the rail connectivity toports and development of corridors to hinterland
including multi-modal corridors for movement of
containers. Details of rail port connectivity projects in
Gujarat, Rajasthan & North undertaken by RVNL are
indicated in Table 4.
Some of the other major rail projects that have been
planned include the Eastern dedicated rail corridor from
Ludhiana to Sonnagar; the Western Dedicated Freight
Corridor originating from JNPT to Dadri.
Stretch NH No
Gandhidham - Samakhiali
Package I
Gandhidham - SamakhialiPackage II
Gandhidham - SamakhialiPackage III
Total
8A
8A
8A
Table 3: Port connectivity projects undertaken byNHAI in Gujarat
Source: NHAI
Length (Km)
18.00
22.00
16.16
56.16 Project Type ofProject
Delhi-Rewari
Ajmer - Phulera-Ringus-Rewari
Bhildi- Samdari
Gandhidham -Palnapur
Bharuch-Samni-Dahej
Surat-Hajira
GaugeConversion
GaugeConversion
GaugeConversion
GaugeConversion
GaugeConversion
New Line
Table 4: Rail port connectivity projects of RVNL inGujarat, Rajasthan & North Ind ia.
Source: RVNL
572.0
295.0
1,400.0
313.0
62.0
30.0
Length(Km)
Est. Cost(Rs. Cr)
State
144.0
480.0
231.0
453.0
161.0
130.0
Delhi /Hary
Raj
Raj
Guj
Guj
Guj
8 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
9/20
4. Ports in Gujarat
9
4.1. Traffic handled
Gujarats port sector has shown rapid development due
to the astute planning, clear policies, and focussed
investment initiatives announced & driven by Gujarat
Maritime Board and facilitated by the entrepreneurial
spirit of the states businessmen. The state of Gujarat
boasts of four important private ports viz Pipavav (Indias
first private port), Mundra Port & SEZ, Dahej and Hazira.
The state has 43 ports, of which Kandla is the major
port, while the balance are non-major ports. Of the 42
non-major ports, 19 are operational.
In 2006-07, Gujarat handled around 185.42 million
tonnes of cargo, with Kandla accounting for 29 % and
the remaining 71 % being handled by the non-majorports. Gujarat has the distinction of handling the
maximum non-major port cargo traffic in India. Figure 4
indicates the growth trends in the traffic at the GMB
ports (excluding Kandla & Vadinar)
Estimates show the GMB ports are expected to handle
cargo traffic to the tune of 324 MMTPA by 2015-16. To
facilitate and meet the cargo projections, GMB has
proposed the development of some new ports at
Dholera; Positra; Simar; Vansi-Borsi; Mithivirdi; Bedi;Maroli; Suthrapada; Modhawa; Khambhat; Mahuva. The
huge investments in the port sector would demand
investments in the infrastructure facilities like roads and
railways for faster and efficient handling of the cargo
movement. With the development of the new ports
with modern handling facilities, many of the ports in
Gujarat would be acting as gateway ports for rest of the
country, especially the North-West hinterland.
Magdalla, Jafrabad, Mul-Dwarka, Sikka, Dahej and
Jakhau are the locations of captive jetties currently used
by various companies including Essar, Reliance, GujaratAmbuja, L&T, Kribhco, GSFC, IPCL, Sanghi Industries.
The rest of the operational ports service the cargo from
parts of Gujarat and from the North and Central India.
An overview of the referred cargo belts is presented in
the subsequent section.
The hinterland for which the port acts as the Gateway
can be classified into the three regions of primary,
secondary and tertiary depending on the proximity of
the hinterland to the port. The primary hinterland would
be the immediate geographical area close to the port
and a source of assured cargo to the port (say in the
vicinity of 40-50 kms); the secondary hinterland can be
defined as areas that have an option of two or more
ports close by on a single coastline, while the tertiary
4.2. Hinterland & O-D analysis
Figure 3 : Port map of Gujarat
Source: Gujarat Maritime Board
Figure 4 : Growth trends in GMB Ports
Source: Gujarat Infrastructure Development Board
9189
20
199920
0020
01020220
3020
0420
0520
0620
07020820
090
40
60
80
100
120
140
160
180
200
In Mn tonnes
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
10/20
hinterland would be termed as geographical areas that
have the alternative of using multiple coastline / ports.
The cargo hinterland for the ports of Gujarat usually
stretches from the areas of Gujarat, Rajasthan, Western
U.P & Madhya Pradesh upto NCR, Punjab and Haryana.
An overview of the profile of these cargo belts is
indicated below.
Gujarat Cargo Belts
As per Gujarat Industries Commissionarate, the state
accounts for 17.2% of fixed capital investment, 15.6%
of value of production, 20.0% of Indias industrial
output and 22.0% of Indias exports. Gujarat has
achieved the distinction of being the most industrially
developed state in India in respect of investment in
industrial sector.
In 1960s only four cities namely Ahmedabad, Baroda,
Surat and Rajkot and some isolated locations witnessed
industrial development.
Today, the industrial development is widespread
throughout the state.
Saurashtra & Kutch Cargo belt
The cargo regions of Saurashtra and Kutch include
Amreli, Bhavnagar, Porbander, Veraval, Junagadh,
Rajkot, and Surendranagar. While cargo belts in
Saurashtra act as the primary hinterland to the port of
Pipavav; those in Kutch & areas close to Central Gujarat
act as the primary hinterland for Kandla & Mundra.
The commodities imported in this belt are coal,
fertilizers and food grains. Exports commodities include
agriculture products and containers. The preferred mode
of cargo movement of these belts to the ports of
Kandla, Pipavav & Mundra is by road.
Central & North Gujarat Belt
This belt comprises of areas of Vadodara, Ahmedabad,
Mehsana, Godra, Palanpur, Kadi, Anand, Khambat,
Himat Nagar.
Figure 5 : Growth Centres & Industrial Estates ofGujarat
Source: Maps of India
Figure 7 : Central & North Gujarat Cargo Belt
Source: Maps of India & Deloitte Research
Figure 6 : Kutch-Saurashtra Cargo Belt
Source: Maps of India & Deloitte Research
10 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
11/20
11
The containerized cargo export from this region moves
through JNPT through ICD Ahmedabad due to good rail
connectivity & availability of mother vessels. Import of
bulk commodities like coal, fertilizers and food grains for
this belt is usually through ports of Bedi, Magdalla,
Mundra, Navlakhi, Pipavav and Kandla. Exports from this
belt include pharmaceutical products, machinery,
engineering goods etc.
South Gujarat
The regions in this cargo belt include Baruch, Ankleswar,
Vapi, Valsad, and Surat. Most of the containerized
exports from this region are routed to JNPT. Due to the
proximity of the Mumbai ports for this region, it makes
more economic sense to ship through Mumbai / JNPT.
Road is the preferred mode of transport to JNPT for the
cargo emanating from this belt.
Other cargo belts
Rajasthan Cargo belt under Southern Rajasthan
(Chittodgarh, Udaipur, Kota, Siroi, Bilwara) is the primary
hinterland for the ports of Kandla & Mundra and mode
of inland transport is through road. The cargo belts of
North Rajasthan (Jaipur, Jodhpur, Alwar, Bikaner) prefer
JNPT due to good rail road network.
National Capital Region Delhi, Dadri, Rewadi,
Noida, Gaziabad, Gurgaon, Faridabad fall under this
cargo belt. Around 75% of the containers from this
cargo belt are routed through JNPT; with the balance
routed to the ports of Pipavav, Mundra & Kandla in
Gujarat.
Western U.P & M.P The western U.P belt comprising
of Moradabad, Saranpur, Meerut generates reasonable
volume of EXIM cargo of which again around 75% are
routed through the Mumbai region ports mainly
because of good road connectivity. Cargo from Indore /
Bhopal and parts of M.P are routed through Gujarat.
Punjab, Haryana The cargo belt region comprises
large volume of containerised cargo due to the presence
of industrial towns of Ludhiana, Jalandhar and Amritsar.
Majority of the cargo is routed to JNPT
As observed from the above, a significant portion of thecargo from the secondary and tertiary hinterland
especially the containerized cargo is routed to JNPT,
though these belts are closer to ports in Gujarat. Some
of the reasons why ports in Gujarat are unable to attract
cargo from these belts are due to factors like lack of
adequate shipping lines options, mother vessels not
calling on ports in Gujarat, unavailability of direct
connections by the existing shipping lines to important
destinations, preference to FCL cargo over LCL cargo by
ports in Gujarat, inadequate equipments available for
stuffing & loading at ports, greater transit time, low
awareness about the port facilities in Gujarat amongstthe shippers (importers / exporters), preference of the
forwarders for JNPT. In addition, better inland
connectivity to JNPT also acts as a significant factor that
influences the decision of the Shippers to route their
cargo to that port.
4.3. Issues
Figure 8 : South Gujarat Cargo Belt
Source: Maps of India
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
12/20
Ports require an excellent supporting inland
infrastructure to offer cost competitive solutions to its
clients. While most of the ports in Gujarat are no doubt
connected through rail and road as depicted in Table 5,
there are issues related to the quality of inland
connectivity that acts as the stumbling block in
attracting more cargo and challenges seamless
movement.
It is imperative that with the development of growth
centres like ports and industries, the supporting
infrastructure of roads and railways must also beupgraded to reap the benefits of development driven by
the referred growth centres. A significant portion of the
containerized cargo generated within the state of
Gujarat (and that which could be served by the ports in
Gujarat, especially that of Central Gujarat) is serviced by
JNPT.
If these cargo volumes are routed through the ports in
the state, the overall savings in transportation cost
would have a ripple effect on the States GDP and
facilitate further economic growth. In the event of
better road & rail connectivity of the Gujarat cargo belts
to these ports, the manufacturers would have a lessertransit time and hence a faster turnaround time of their
cargo goods.
5. State inland connectivity
In addition, the hassles and time lost in interstate
movement especially at the Octroi Check posts in
Maharashtra would be averted. Ports of Pipavav &
Mundra also offer the facility of double stack container
trains, which can be leveraged by the shippers to reduce
their overall transportation & shipment cost. The social
benefits accrued due to the routing of the cargo to the
Gujarat ports in terms of employment generation &
technical skills upgradation of the personnel involved in
the supply chain, development of ancillary support
infrastructure around the port locations would also lead
to a direct impact on the States economy & in turn theNational productivity.
Superior & a dependable inland transportation
infrastructure allow businesses to receive inputs to
production facilities and to transport finished goods to
overseas/ domestic market in an eff icient manner. A
seamless inland transport system allows companies to
lower overall transportation costs, which lowers
production costs and enhances productivity and profits.
It is therefore vital that the quality of the rail and road
connectivity to the ports is enhanced.
12 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
13/20
13
Ports Nearest rail link
Bedi
Bhavnagar
Dahej
GAPL
GPPL
Jafrabad
Jakhau
Mandvi
Magdalla
Mundra (Old)
Navlakhi
Okha
Porbander
Simar
Vansi -Borsi
Veraval
Jamnagar Rly Station ( 7 Kms fromBedi)
Connected by Broad Gauge (B.G)Line
Bharuch Station
57 k B.G rail line from Mundra portto Adipur station provides railconnectivity to National Railway grid
Directly connected to hinterland byB.G rail network of railways
B.G line available from Rajula whichis 22 kms away
Nearest Railway station is Malaya
-
15 kms away from Magdalla Port (Sachin Yard)
B.G line available from Gandhidhamto Adani Port
Connected by BG railway line viaMaliya
Connected by Broad Gauge (B.G)Line
Connected by Broad Gauge (B.G)Line
Nearest meter gauge railway line isat Delvada about 20 km
BG rail is at a distance of 13 km atNavsari
Narrow gauge line in port
Source: Gujarat Maritime Board
Road link
Table 5: Existing Inland connectivity to some of the Gujarat Ports
Connected to NH from Rajkot
Connected with the State Highway
Connected to Bharuch ( 45 kms) andVadodara ( 108 km) by road
Connected to N H network via SH no 50via Anjar and SH no 6 via Gandhidham
Port Pipavav has built a 11-km long 4 laneexpressway connecting port to NH 8E
-
120 km from Bhuj. Port connected toJakhau village ( 12 km away) by road
52 kms away from Bhuj town &connected with coastal highway
S.H - 2 kms from Port N.H 8 - 15 km awayfrom Port
Connected to Gandhidham by road andthen by National Highway
Road from port available connectingNational Highway at Morbi
Connected by road to Jamnagar /Porbandar and from there by NationalHighway (NH)
Connected by road to Rajkot and fromthere by National Highway (NH)
Connected with coastal highway by avillage road of 8 km
NH no 8 is about 35 km from the site
Connected with Ahmedabad & coastalhighway by road
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
14/20
5.1. Road linkage
Gujarat has an extensive road network and boasts of the
largest percentage of paved roads in the country
The Committee of Secretaries (CoS), GoI has
recommended that minimum 4-lane road and double
line rail connectivity must be provided for major ports.
One can vouch for the recommendation of the CoS for
the Kandla Port Trust road connectivity.
The existing road linkage to the major port of Kandla is
good. Internal Roads in Kandla Port have been
broadened and strengthened and there is a four-lane
smooth road connectivity to all the Port Trust Gates. This
has been triggered by the Gandhidham - Samakhiali
Packages I, II & III covering 56.2 km under the port
connectivity scheme of NHAI. These port-road
connectivity projects are being implemented through
Special Purpose Vehicles (SPVs) formed by NHAI.
It may be also worthwhile to consider implementing the
recommendation of the CoS of having 4-lane road
connectivity to the other ports in Gujarat that are
already handling a reasonable cargo volume including
Bedi, Dahej, Mundra, Pipavav, Hazira, Jafrabad,
Magdalla, Mul-Dwarka, Navlakhi, Okha & Sikka. Most of
the roads connecting the referred ports are either
district roads/ village road.
The Gujarat government had initiated a World Bank loan
in 2000 to upgrade 850 km and periodic maintenanceof around 1,000 km of State Highways. However in
spite of the said efforts of the Government, the present
conditions of the roads to some of the above referred
ports are not in a good shape, with the roads practically
becoming inaccessible during the monsoons due to
inadequate maintenance. The poor condition is
compounded with the movement of heavy trailer axle
load to & from the port and inherent deficiencies in
structural thickness. For e.g. a stretch of road to Mundra
10 kms prior to the port is damaged; certain portions of
the road leading to Pipavav are congested. In case of
cargo originating from South Gujarat, there is hugecongestion and bottleneck near Surat due to the
presence of only one bridge connecting Surat Mumbai
by road.
The railways have always provided a crucial link to the
various growth centres / economic hubs including ports.
Railways have provided an efficient and safe mode of
cargo transportation and over the past few years has
attracted cargo traditionally moving by road.
5.2. Rail linkage
Figure 9 : Road network in Gujarat
Source: Maps of India
Road type
National highway
State highway
Major district road
Other district road
Village road
Total length
Table 6: Status of road network in Gujarat
Source: Roads & Building Dept, GoG
Length (Km)
3,260
19,163
20,858
10,599
21,042
74,922
14 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
15/20
15
At the moment there are no regular train services by
CONCOR from ICD Ahmedabad / Vadodara to ports of
Kandla, Mundra and Pipavav. This leads to the
movement of the cargo from Ahmedabad /Vadodara
ICD to JNPT. With the introduction of private container
operators and increasing containerization of cargo,
hopefully things should change. As indicated in Table 5,
very few ports in Gujarat have an existing Broad Gauge
rail siding at their port (though in some ports like
Jafrabad, Magdalla which are captive ports, rail
connectivity may not be required).
There have been initiatives taken by the government
and private entities to implement rail connectivity
project to ports. These rail-port projects can be
implemented through the SPV route, build-own-operate-transfer (BOOT) model, BOT annuity route or
through private port railways.
Port Rail SPVs
i. Pipavav Railway Company Limited (PRCL)
PRCL was established in 2000 and is the 50:50 Joint
Venture Company of Indian Railways and the Gujarat
Pipavav Port Ltd (GPPL). PRCL is the first infrastructure
model of Public - Private Partnership in rail
transportation and was set up to construct, maintain
and operate 271 km long broad gauge railway line
connecting Port of Pipavav to Surendranagar Junction.
PRCL had initiated the first double stack train on Indian
railways. PRCL are also planning to design special
wagons for the movement of double stack and triple
stack containers.
ii. Kutch Railway Company Limited (KRC)
Established in 2004, KRC is the joint venture of Rail
Vikas Nigam Limited (RVNL), Kandla Port Trust (KPT),
Gujarat Adani Port Ltd. (GAPL) and Government of
Gujarat (GoG) for the gauge conversion of Gandhidham
- Palanpur. The Gandhidham- Palanpur railway link is a
crucial link connecting the Kandla Port & Mundra Port.
The project involves providing Broad Gauge (BG) rail
connectivity between Palanpur Jn station to
Gandhidham Jn and dismantling of MG track and other
work from Gandhidham Jn. KRC has already
commissioned the Gandhidham-Palanpur Gauge
Conversion Project by November, 2006 and the project
in the very first year of operation has moved 8.5 MT of
freight traffic. KRC has also obtained the mandate of
gauge conversion of 223 Km meter gauge line from
Bhildi in Gujarat to Samdari in Rajasthan, with an
estimated cost of Rs. 345 Cr. These projects would bring
Kandla and Mundra ports closer to North by more than
250 Kms, making transportation through these ports
more cost effective.
iii. Bharuch Dahej Railway Company Ltd (BDRCL)
Established in Jan-2007, the SPV is to implement the
62.36-km Bharuch-Samni-Dahej gauge conversion
project. The equity partners of the project are RVNL,
Dahej SEZ Limited, Gujarat Maritime Board, Adani
Petronet Port Private Limited and Gujarat Narmada
Valley Fertilizers Limited.
iv. Surat Hazira Railway Company
A SPV for the implementation of a port connectivity
project between Surat and Hazira port in Gujarat isproposed. The length of the connectivity will be about
30 km and the estimated cost of the project is Rs 130
crore. The partners in the SPV include RVNL, Essar
Group, Hazira port, Gujarat Government's industrial
promotion agency and Kribhco.
In addition, a SPV for the rail connectivity of Dholera
Port (north of Bhavnagar) is also on the cards.
v. Dedicated Freight Corridor Corporation of India
Limited
The Dedicated Freight Corridor (DFC) project was
conceived mainly due to the capacity constraints faced
by the existing railway network. At present the freight
and the passenger trains are using the same tracks
causing delays.
Figure 10 : Rail Network in Gujarat
Source: Maps of India
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
16/20
The Construction for Phase I of the project is proposed
to be completed by 2012. A special purpose vehicle,
Dedicated Freight Corridor Corporation of India Limited
(DFCCIL) will execute the project. It is proposed that
DFCCIL will implement the project through a mix of EPCand PPP modes. The main route on both the corridors
will be developed by DFCCIL, while the feeder routes
shall be developed by Indian Railways.
The Western Rail Freight Corridor would comprise of
1483 km of a double line diesel track from JNPT to Dadri
via Vadodara-Ahmedabad-Palanpur-Phulera-Rewari.
Junction Stations between the existing railway system
and the Western DFC would be provided at Vasai Road,
Kosad/ Gothangam, Makarpura (Vadodara), Amli Road
(Sabarmati), Palanpur, Marwar Jn., Phulera, Rewari and
Pirthala Road. The focus of the DFC is to ensure high
impact developments within 150 km distance on either
side of alignment of DFC
The traffic on the Western Corridor mainly comprises of
containers from JNPT and Mumbai Port and ports of
Pipavav, Mundra and Kandla destined for ICDs located in
northern India, especially at Tughlakabad, Dadri and
Dandharikalan. Besides Containers, other commodities
moving on the Western DFC are POL, Fertilizers, Food
grains, Salt, Coal, Iron & Steel and Cement. The rail
share of container traffic on this corridor is slated to
increase from 0.69 million TEUs in 2005-06 to 6.2
million TEUs in 2021-22. The other commodities areprojected to increase from 23 million tonnes in 2005-06
to 40 million tonnes in 2021-22. Once commissioned,
the DFC along with the feeder routes to the ports in
Gujarat will ensure sufficient capacity for increasing
demand.
Apart from the inland transport connectivity, adequate
and quality CFSs / ICDs are also a pre-requisite for good
port connectivity, since these are considered as
extensions of ports. The primary functions of ICDs / CFSs
involve receipt and dispatch / delivery of cargo, stuffing
and stripping of containers, transit operations by rail/
road to & from serving ports, customs clearance,
consolidation and desegregation of Less-than-Container
load (LCL) cargo, temporary storage of cargo and
containers, reworking of containers, and maintenance
and repair of container units.
Following are the details of some of the ICDs / CFSs in
Gujarat
i. CONCOR operated
CONCOR has rail served ICDs at Ankleswar, Sabarmati
(Ahmedabad), Vadodara and Channi (near Vadodara);port container terminal at Gandhidham (Kandla) and
pure domestic terminal at Khodiyar (Ahmedabad).
ii. Central Warehouse Corporation (CWC) Operated
CWC operates ICDs/ CFSs at Adalaj (Ahmedabad),
Kandla (Gandhidham), Dasrath (Vadodara), Vapi, Kandla
Port and warehouses at Pipavav.
iii. Private CFSs
These include Mundra International Container Terminal
(MICT) CFS, Seabird CFS, Honey Comb CFS, Mundhra
CFS, Saurashtra Containers, Forbes CFS, Asuthosh
Container Services CFS, Allcargo Global Logistics etc.
Though there are adequate numbers of CFS/ ICDs in the
state, it is essential that these are equipped with state-
of-the-art material handling & scanning equipment,
manned by professional qualified staf f, regulated by
trained and experienced Customs officials and is free
from the risk of pilferage and rodent menace.
Support infrastructure related to Management
Information system (MIS) / Electronic data Interchange
(EDI) network and IT infrastructure for data processing is
inadequate and steps are required to upgrade the same.The ratio of containerized exports to import in Gujarat
ports is skewed and hence this results in shortfall of
empty containers.
5.3. Storage facilites
Figure 11 : Dedicated Railway Freight Corridors.
Source: Dedicated Freight Corridor Corporation of India Ltd
16 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
17/20
17
Following are some of the basic measures required to
facilitate a seamless movement of EXIM cargo from the
Gujrat cargo belts to & from the Gujarat Ports
i. Establishing a minimum of four lane road connectivity
and double line rail connectivity to those ports handling
a reasonable cargo volume.
ii. Regular container train service between ICDs
(Ahmedabad / Vadodara) to the ports of Gujarat i.e
Mundra / Pipavav.
iii. Adoption of an EDI / MIS system integrating all the
stakeholders (ports/ forwarders/ importers / exporters).
iv. Better yard management and deputation of adequatenumber of Customs officials to the gateway terminals.
V. Provision of support infrastructure for road cargo
operators such as truck terminals, repair facilities etc.
6. Measures required
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
18/20
Websites
Others
www.cewacor.nic.in
www.concorindia.com
www.customsgujarat.nic.in
www.gidb.org
www.gmbports.org
www.ic.gujarat.gov.in
www.india.gov.in
www.indianrailways.gov.in
www.infrastructure.gov.in
www.ipa.nic.in
www.jbic.go.jp
www.kandlaport.gov.in
www.kutchrail.org
www.mapsofindia.com
www.nhai.org
www.pipavav.com
www.pipavavrailway.com
www.portofmundra.com
www.rnbgujarat.org
www.thfrc.gov
! Presentation on Delhi-Mumbai Industrial Corridor by
Department of Industrial Policy & Promotion (DIPP) and
Ministry of Commerce & Industry , GoI ( MOCI)
! Indian Infrastructure August 2007 Key
Developments, Pg 36
! Presentation on Port Led Development in Gujarat by
Shri H K Dash, IAS, CEO - GMB
! Report on Study of Containerised Marine Trade of
Gujarat Based exporters & importers conducted by
IIM-A (PGPX), B K School of Management with CII
(Gujarat)
! Report of the Committee of Secretaries Road Rail
Connectivity of Major Ports
! Towards Maritime Excellence Gujarat Maritime
Board
Bibliography
18 2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
19/20
19
For additional information, kindly contact
Senior Director
Deloitte Touche Tohmatsu India Private Limited
31, Nutan Bharat Society,
Alkapuri
Baroda - 390007
Tel : +91 (0) 265 2333 776
Mobile: +91 (0) 98240 14075
Fax : +91 (0) 265 2339 729
Email: [email protected]
Mr. Hemant Bhattbhatt
Contacts
2009 Deloitte Touche Tohmatsu India Private Limited
8/8/2019 Plugin Aport Connectivity
20/20
DisclaimerDeloitte refers to one or more of Deloitte Touche Tohmatsu, a Swiss Verein, and its network of member f irms, each of whichis a legally separate and independent entity. Please see www.deloitte.com/about for a detailed description of the legalstructure of Deloitte Touche Tohmatsu and its member firms.
Deloitte provides audit, tax, consulting and financial advisory services to public and private clients spanning multipleindustries. With a globally connected network of member f irms in 140 countries, Deloitte brings world-class capabilities anddeep local expertise to help clients succeed wherever they operate. Deloittes 165,000 professionals are committed tobecoming the standard of excellence.
Deloittes professionals are unified by a collaborative culture that fosters integrity, outstanding value to markets and clients,commitment to each other, and strength from cultural diversity. They enjoy an environment of continuous learning,challenging experiences, and enriching career opportunities. Deloittes professionals are dedicated to strengthening
corporate responsibility, building public trust, and making a positive impact in their communities.
These materials and the information contained herein are provided by Deloitte Touche Tohmatsu India Private Limited(DTTIPL) and are intended to provide general information on a particular subject or subjects and are not an exhaustivetreatment of such subject(s). Accordingly, the information in these materials is not intended to constitute accounting, tax,legal, investment, consulting, or other professional advice or services. The information is not intended to be relied upon asthe sole basis for any decision which may affect you or your business. Before making any decision or taking any action thatmight affect your personal finances or business, you should consult a qualified professional adviser. None of Deloitte ToucheTohmatsu, its member firms, or its and their respective affiliates shall be responsible for any loss whatsoever sustained by anyperson who relies on these materials and the information contained therein.
These materials and the information contained therein are provided as is, and DTTIPL makes no express or impliedrepresentations or warranties regarding these materials or the information contained therein. Without limiting theforegoing, DTTIPL does not warrant that the materials or information contained therein will be error-free or will meet anyparticular criteria of performance or quality. DTTIPL expressly disclaims all implied warranties, including, without limitation,warranties of merchantability, title, fitness for a particular purpose, non-infringement, compatibility, security, and accuracy.None of Deloitte Touche Tohmatsu, its member firms including DTTIPL, or its and their respective affiliates shall beresponsible for any loss whatsoever sustained by any person who relies on this material.
2009 Deloitte Touche Tohmatsu India Private Limited.