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Background paper onport connectivity in

Gujarat

Confederation of Indian Industry

Background Paper Prepared byDeloitte Touch Tohmatsu India Private Limited


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Contents

1. Executive summary

2. Introduction

3. Indian ports scenario

3.1. Traffic handled

3.2. Overview of port connectivity

4. Ports in Gujarat


4.2. 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


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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.


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3. Indian ports scenario


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


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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



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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


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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



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4. Ports in Gujarat

9


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



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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



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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




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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.



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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



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



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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


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



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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




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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



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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



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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



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



20/20

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