CPEC HACKED!! A game changer for India's economy: The Delhi Mumbai Industrial Corridor

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Kshatriya87

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Connectivity to Major PortsCentre for Urban Research
Jawaharlal Nehru Port of Mumbai is well connected by NH-3, 4, 4B, 17 and SH- 54. While the four/six-laning of National Highway 4 and 4B are already completed, with access-controlled expressway between Mumbai-Pune; widening and strengthening measures to ensure four/six lanes for the other National Highways (NH-3, NH-17) and SH-54 is under progress and expected to be completed by the end of 2007.

Construction of Four-Lane Amra Marg connectivity for the JN Port with six-lane major bridge across Panvel creek is ongoing. Moreover, construction of expressway between Mumbai and Nashik along National Highway No.3 is under implementation and expected to be completed by 2011-12.

Mumbai Port is connected to other parts of country through NH-8, NH-3 (Kolkata), Nh-4 (Bangalore) and NH-17 (Goa/ Mangalore). In addition, the Anik-Panjorpole Link Road provides access between Mumbai Port, southern parts of Mumbai, Navi Mumbai and Eastern Expressway of Mumbai City.

Kandla Port, located along the west coast of India in Gujarat, is connected by twolane/ four-lane approaches which further links with NH-8A. Four-laning of NH- 8A has already been implemented.

For other Feeder National Highway linkages in DMIC states, widening and strengthening measures for ensuring four-lane dual carriageway is under various stages of implementation. It is important to note that widening measures for all the major bridges along the National Highways envisage six-lane dual carriageway to cater to long term requirements of traffic. Details of the status of National Highway Development Program in the project influence area are enclosed in Annexure.

Moreover, majority of augmentation measures for National Highways are being taken up under Public-Private Partnership format viz. Build-Operate-Transfer (BOT), Design-Build-Finance-Operate (DBFO) and others wherein several multinational companies have already been assigned with various construction contracts. Concession Agreement for

National Highway development projects also include obligations of public and private sectors to ensure further augmentation measures, six/eight laning, during the concession period to cater to increasing traffic.
 

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Railway Network in DMIC StatesCentre for Urban Research
Railway network is the backbone of Delhi - Mumbai Industrial Corridor (DMIC) Project. Adequate connectivity between ports/ hinterlands and the proposed dedicated freight corridor is essential for successful implementation of the project. Review of railway network deals with the overview of existing railway network as well as review of ongoing plans for further development of railway network.

Existing Length of Rail Network in DMIC States
DMIC states constitute 43% of total length of rail network in the country (63,332km). Apart from Union Territories of Diu & Daman and Dadra & Nagar Haveli, Delhi constitutes least length of rail network length (204km). In Rajasthan, the length of rail network (5838km) is slightly higher than the respective lengths in Maharashtra and Gujarat states.

Review of Rail Network
Solely owned and operated by the Ministry of Railways, Government of India, the Indian Railways has two backbone lines linking Delhi with Mumbai. These include:

a) The Delhi - Mumbai broad gauge line routed via Mathura Junction, Kota, Ratlam, Vadodara and Surat. Fully electrified and upgraded to the standard of high speed Rajadhani Express trains (130 kmph); this line serves as the principal route for movement of passengers and freight between Delhi and Mumbai.
b) The Delhi - Mumbai broad gauge line running via Rewari, Jaipur, Ajmer, Marwar Jn., Palanpur, Ahmedabad, Vadodara and Surat. Till recently, the Delhi - Ahmedabad segment of this route comprised a metre gauge system linking Ahmedabad and the Saurashtra and Kutch regions of Gujarat to northern India. Under the unigauge policy of the Indian railways, this route was converted to broad gauge in the 1990s. Although some of its connecting branch lines are still in the process of conversion to broad gauge, it effectively serves as an alternative rail link between Delhi and Mumbai. The principal strength of this route lies in the fact that it provides nationwide broad gauge connectivity for the Saurashtra and Kutch regions of the state of Gujarat. The above two lines converge into a single rou

te between Vadodara and Mumbai. Further, whereas most of the long distance passenger services terminate at Mumbai Central or Lokmanya Tilak (Bandra) passenger terminals, Jawaharlal Nehru and Mumbai Ports and Panvel junction constitute the principal destinations for freight services.

Evaluation of existing rail network
Like all other rail routes in the country, the two rail routes discussed above are common user lines for passenger as well as freight services. Besides, their limited capacity is not only fully utilized by the existing services but even exceeded to the extent of 150% or above on different stretches of the route.

To add to this, the railways follow a strict order of priority which relegates freight services to the lowest priority. This results in their slow and sluggish movement, frequent detentions for providing precedence to passenger services, high operating cost and poor productivity. The state of freight operations on the Indian Railways as a whole can be judged from the fact that goods trains achieve an average speed of only 25 kmph and a goods wagon is on run for merely 25% of the day.

The existing Delhi - Mumbai routes are no different. Line capacity availability and its actual utilization on these routes are enclosed in the Annexure.

Link Routes The following rail lines join the two backbone rail routes at different rail junction points.
Delhi - Ratlam - Mumbai Route
i. Mathura Junction: Mathura junction - Jhansi - Bhopal segment of the Delhi - Chennai trunk route.
ii. Bayana: Bayana - Tundla link line connecting the Delhi - Mumbai route with the Delhi - Howrah trunk route.
iii. Kota: Katni - Bina - Kota and Udaipur - Chittaurgarh - Kota lines.
iv. Nagda: Itarsi - Bhopal - Ujjain - Nagda line.
v. Godhra: Anand - Godhra line.
vi. Udhna: Bhusawal - Jalgaon - Udhna line.
vii. Gothangam: Gothangam - Hazira line
viii. Vasai Road: J N Port - Diva - Vasai line.
Delhi - Ajmer - Palanpur - Ahmedabad - Mumbai Route
i. Rewari: Bhatinda - Hissar - Rewari and Ludhiana - Hissar - Rewari lines.
ii. Phulera: Jodhpur - Merta Road - Phulera line.
iii. Ajmer: Ratalm - Chittaurgarh - Ajmer line.
iv. Marwar Junction: Barmer - Jodhpur - Marwar line.
v. Palanpur: Gandhidham - Bhilih - Palanpur line serving the Kandla and Mundra Ports and the Kutch region of Gujarat.
vi. Mahesana: Okha/ Porbandar/ Veraval-Rajkot-Surendra Nagar-Viramgam- Mahesana line which serves Okha, Porbandar, Veraval, Navlakhi, Bedi and Pipavav ports in the Saurashtra region of Gujarat.
vii. Ahmedabad: Line
s discussed at (V) and (VI) above also join Ahmedabad via Viramgam.
viii. Udhna: As in the other route.
ix. Vasai Road: As in the other route.
Dedicated Freight Corridor The Most important impending development is the MoR's proposal to build two dedicated freight corridors along the Delhi-Mumbai and Delhi-Kolkata legs of IR's Golden Quadrilateral, termed as the Western and Eastern Dedicated Freight Corridors (DFCs), respectively. By providing higher speed (100 kmph) and higher per train throughput capacity, the high axle load (25Tonne per axle) western DFC will be particularly relevant to the DMIC.

Wagons deployed on the DFC will carry a gross load of 100 Tonnes as against the present limitation of 81.28 Tonnes, and a unit train will be able to carry a gross load of upto 6200 Tonnes as against 4715 Tonnes at present. Container trains, which constitute a predominant component of traffic carried on the route, will also run in double-stack formation thereby expediting container evacuation and increasing throughput per train. What is most important is that the DFC will generate additional capacity of carrying upto 120 freight trains per direction per day. Further, as trains running on the DFC will not be overtaken by other passenger trains, these will have uninterrupted runs and achieve an average commercial speed of 60kmph or more.

Traffic studies carried out by the Indian Railways in the context of the Western DFC have brought out that the existing routes which carry a mere 25 to 35 freight trains per day on the different sections are already saturated and are incapable of meeting the needs of a rapidly growing economy (GDP growth rate of over 9% per annum) which will result in an annual growth of freight traffic @ 10 to 12%. The studies have also brought out that containers, coal, fertilizers, POL, salt, cement, iron & steel and food grains will comprise the principal commodities carried on the DFC adding up to over 100 trains each way per day by the year 2021-22. Of these, containers alone are expected to constitute nearly 80% of the total traffic; the rest being covered in the remaining 20%. The anticipated section wise freight train throughput is shown in Annexure-3.

It is also worth mentioning that for fixing the alignment of the DFC the studies evaluated both available rail routes between Delhi and Mumbai. However, after taking all aspects into consideration, it has been decided to build the DFC along the J N Port-Vadodara Ahmedabad-Palanpur-Ajmer-Phulera-Rewari-Dadri alignment. The advantage of this alignment is that, besides connecting the terminals of J.N.Port/ Mumbai Port at the Mumbai end and Tughlakabad and

Dadri ICDs in the NCR of Delhi, it has the potential to connect all the existing and anticipated ports in Gujarat (Dahej, Hazira, Kandla, Mundra, Pipavav, Bhavnagar, Navlakhi, Bedi, Dholera, Maroli etc.) through the different feeder routes which would also be upgraded and developed simultaneously with the construction of the DFC.

The Western DFC, stretching over 1483 Km. is expected to take 5 years to build and is likely to be commissioned in 2011-12. It has also been planned that, in order to facilitate exchange of traffic between exiting trunk route / branch lines and the DFC, traffic exchange junctions will be set up at the following locations:

i. Dadri: With ICD Dadri and the eastern DFC.
ii. Pirthala: With ICD Tughlakabad and movement between ICD Tughlakabad and ICD Dadri.
iii. Rewari: For traffic Bhatinda and Ludhiana via Hissar.
iv. Phulera: For traffic to and from Jodhpur-Marta Road and Jaipur-Agra Fort
v. Marwar Junction: For traffic between Mumbai and Jodhpur
vi. Palanpur: For traffic from and to Kandla and Mundra Ports and the Kutch region of Gujarat.
vii. Amli Road: For traffic between Mumbai and ICD Sabarmati (Ahmedabad) and other destinations via Sabarmati.
viii. Makarpura: For traffic between Mumbai region and Vadodara / Ahmedabad area and Vadodara - Ratlam - Kota r
oute. ix. Gothangam: For traffic from and to Hazira Port and Hazira industrial cluster.
x. Vasai Road: For traffic from and to Mumbai Port, Konkan Railway and Pune / Nashik areas.
xi. Nhava-Sheva Yard: For Traffic from/to JNPT
Feeder Linkages/ Port Connectivity
Apart from the DFC, and as identified in the Report of the Committee of Secretaries on Road Rail Connectivity of Major Ports, the Railways also have the following port connectivity and / or infrastructure augmentation projects relevant to the DMIC under different stages of implementation.
In addition to the above ongoing projects the railways have already completed and commissioned the following feeder route linkage facilitation works:

i. Conversion to BG of the Pipavav-Surendranagar-Viramagam - Mahesana line (395 km) in Gujarat.
ii. Mundra Port-Gandhidham (66km)
iii. Viramgam-Samakhali (182km)
iv. Hazira-Surat (40km)
v. Ludhiana-Hissar-Rewari (348km)
vi. Conversion to BG of the Navlakhi - Rajkot / Malia Miyana line (70 km) in Gujarat.
vii. Conversion to BG of the Okha / Porbandar Ports to Jamnagar line (108 km) in Gujarat.
viii. Conversion to BG of the Bandikui - Bharatpur - Agra Fort line (130 km) in Rajasthan and UP.
ix. Doubling of the existing BG route between Ajmer and Delhi (395 km) in Rajasthan, Haryana and NCR of Delhi.


Future Connectivity Augmentation Measures It can be reasonably believed that by 2011-12 when the Western DFC is expected to be commissioned, the Indian Railways will be fully geared to effectively meet the demands of traffic emanating from the proposed DMIC. Further, if not already connected by rail, all the new industrial sites identified for development under the DMIC project and

connectivity to other important minor/ intermediate ports along the west coast in Maharashtra and Gujarat are proposed to be linked to the DFC to ensure improved rail connectivity in the influence area of DMIC. Discussions with the Chairman, Railway Board reveal that Ministry of Railways may consider construction of Dedicated Freight Corridor connectivity between Mumbai (at Thane) and Pune so as to ensure the highly intensive industrial activities of the region with the JN Port.

Discussions have also revealed that Indian Railways plans to develop high speed passenger rail connectivity between Ahmedabad-Mumbai and Jaipur-Delhi-Amritsar for implementation through public private partnership.
 

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Sea Ports in DMIC StatesCentre for Urban Research
Study of Port infrastructure pertinent to Delhi-Mumbai Industrial Corridor includes review of port infrastructure in DMIC states, maritime investment plans and performance of major and minor ports of Maharashtra and Gujarat, review of traffic projections carried out by Ministry of Shipping.

Review of Port Infrastructure in DMIC States
The states of Gujarat and Maharashtra, being located along the Western Coast, have a coast line of 1600km and 720km length respectively, which together constitute about 31% of total coast length of the country.

Gujarat has one major port at Kandla and 40 minor and intermediate ports. Of which, 21 minor and intermediate ports are operating at present. These minor and intermediate ports are divided into ten groups viz. Mandvi Group (3 ports), Navlakhi group, Bedi group (4 ports), Okha group/ Rupen Beyt, Porbandar group, Veraval group (5 ports), Pipavav Group (3 ports), Bhavnagar Group (2 ports), Bharuch group (3 ports), Magdalla group (8 ports).

Maharashtra has two major ports of the country, Mumbai Port and Jawaharlal Nehru Port, and 48 minor ports. The minor ports of Maharashtra fall into 5 groups viz. Bandra Group (9 ports), Mora group (11 ports), Rajpuri group (9 ports), Ratnagiri group (11 ports) and Vengurla group (8 ports). At present only 8 minor ports are operating. In order to provide multi-user port facilities, Maharashtra government has decided to develop seven minor ports viz. Rewas-Aware, Dighi, Jaigad, Anjanwel (Dabhol), Alewadi, Ganeshgule, Vijaydurga and Redi. Of these, the development of Rewas-Aware, Dighi ports are already in progress through private sector participation.

Major ports of Maharashtra and Gujarat together catered to 30% of overall country's cargo handling requirements at Major Ports in 2005-06 whereas minor ports of Gujarat alone have handled over 70% of country's cargo at minor ports during the same time period.

Maritime Boards
Besides the two major ports - Jawaharlal Nehru and Mumbai - that are controlled by the Ministry of Shipping, Government of India, minor/intermediate ports of the state are managed by the Maharashtra Maritime Board (MMB).

Gujarat has only one major port in Kandla in the Gulf of Kacchh, besides the minor / intermediate ports that are managed by the Gujarat Maritime Board (GMB).

Maharashtra
Of the minor / intermediate ports in Maharashtra, Maharashtra Maritime Board (MMB) has given priority to the development of Port Alewadi in district Thane; Port Rewas - Aware in district Raigad; Port Anjanvel (Dabhol), Port Ganeshgule and Port Jaigad in district Ratnagiri and Port Vijaydurg and Port Redi in district Sindhudurg. It has also identified a large number of other sites for the development of all weather Greenfield ports under five different locational groups - Bandra, Mora, Rajpuri, Ratnagiri and Vengurla. It also has four captive port terminals under operation by private industry houses as under:

i. Panvel (Ulwa-Belapur) operated by Gujarat Ambuja Cement Ltd.
ii. Dharmatar operated by Ispat Industries Ltd.
iii. Revdanda operated by Vikram Ispat Ltd.
iv. Ratnagiri (Pawas-Ranpar) operated by Finolex Industries Co. Ltd.
Gujarat
Gujarat Maritime Board (GMB) in Gujarat has been actively perusing the development of its minor / intermediate ports through the PPP and BOOT routes. In the process, large private ports have been set up at Pipavav, Hazira and Mundra, managed by Mearsk Sealand, Shell Gas & Power and Adani Ports Ltd., respectively. Besides other traffic, all three are being developed as major container handling facilities.

In addition to above, GMB has its own ports at Okha, Porbandar, Navlakhi, Rozi/Bedi, Bhavnagar, Mahuwa, Alang, Hazira and Dahej, mainly in the Gulf of Kutch and the Gulf of Cambay. It also has a large number of captive jetties and SBMs at Hazira, Dahej and Jamnagar operated by the likes of Reliance Industries Ltd., Essar Steel Ltd., Essar Oil Ltd., KRIBHCO, ONGC, IPCL, GSPC, GSPCL, etc. In the near future, GMB further proposes to develop Greenfield ports on BOOT, BOM and BOMT basis at Simar, Mithivirdhi, Vansi Borsi, Maroli, Bedi, Alang, Jageshwar (Dahej), Bhavnagar, Mahuwa, Navlakhi, Veraval and Mandvi.

In fact, of the nine mainland maritime states, Gujarat is most active in respect of development of port facilities along its 1600 km coastline. As a result, minor / intermediate ports in Gujarat handle almost 70% of total traffic handled by such ports throughout the country (104.15 million tonnes against a total of 151.14 million tonnes in 2005-06. Ultimately, GMB plans to handle 1000 million tonnes of traffic at its ports.

Major Ports in Western Region
Jawaharlal Nehru Port
Located on the Nhava and Sheva Islands in Navi Mumbai, JN Port is a specialized facility for handling container and liquid bulk traffic. Over the last five years, JNPT has embarked upon a major reorganization and expansion drive. The port, at present, has three container terminals (two of these privatized) and one oil and chemicals terminal. It has further planned to set up a much large fourth container terminal with a waterfront of more than 2 km. Jawaharlal Nehru Port is the biggest container handling port in India accounting for 58% of national container traffic.

J N Port constitutes the largest container port in the country. It handled 2.67 million TEUs (twenty foot equivalent units) in 2005-06, constituting nearby 58% of the total 4.61 million TEUs handled by all major ports in the country. Its container handling has further risen to 3.30 million TEUs in 2006-07 and with the third and fourth terminals becoming fully operational in 2007-08 and 2011-12, respectively, it is expected to achieve a handling capacity of 8 million TEUs per annum by 2016-17. The oil and chemicals traffic is handled entirely through pipelines.

Features Draft Availability in the Channel: 12.5mts, to be enhanced to 14 mts
Cargo Profile: Containers, POL
Traffic Handled in 2005-06: 37.75 Million Tonnes
Existing Capacity (31/03/06): 36.10 MTPA
Proposed Capacity Addition by 2011-12: 58.30MTPA
Total Proposed Capacity by 2011-12: 94.40 MTPA
Major Schemes envisaged at JN Port include
. Extension of Container Berth by 330M (7.2 MTPA)
. 3rd Container Terminal, recently commissioned (15.60 MTPA)
. Development of 4th Container Terminal (26.40 MTPA)
. Development of Marine Chemical Terminal (5.5 MTPA)
Mumbai Port
Mumbai Port is one of the Major Ports of Maharashtra, located close to the commercial capital of India, and provided with a natural deep harbour of 400 Sqkm. The port has three dock systems with 50 berths on the mainland. Mumbai Port handled 35.19 million tonnes of traffic in 2004-05 and 44.10 million tonnes in 2005-06. While a major part of its traffic comprises crude oil and POL, it also handles substantial quantities of dry bulk (fertilizers, FRM and coal) and container traffic. Though in decline over 2003-04 (197000 TEUs) and 2004-05 (219000 TEUs), it still handled 156000 container TEUs in 2005-06.

In order to boost its container traffic, Mumbai Port proposes to build a dedicated offshore container terminal within the next 5 years which will ensure better draught and enable it to handle upto 1.50 million TEUs per annum. Besides, in view of its location in the most congested part of metropolitan Mumbai, it proposes to build a dedicated freight line between Wadala and Kurla so that most of its incoming and outgoing traffic can be handled by rail.

Features: Draft Availability in the Channel: 9.1mts, to be enhanced to 14 mts
Cargo Profile: POL, Pulses, Sugar, Fertilizers, Electrics, Textiles, Iron and Steel
Traffic Handled in 2005-06: 44.10 Million Tonnes
Existing Capacity (31/03/06): 43.73 MTPA
Proposed Capacity Addition by 2011-12: 47.16 MTPA
Total Proposed Capacity by 2011-12: 90.91 MTPA
Major Schemes envisaged at Mumbai Port include
. Development of Off Shore Container Terminal (9.6 MTPA)
. Development of Harbour Wall berth for General Cargo (7 MTPA)
. Construction of Second Chemical Jetty for Liquid Cargo (2 MTPA)
. 5th Oil Berth at Jawaharlal Dweep-to handle Larger Tankers (17.78 MTPA)
. Captive Coal Berth at Pir Pau (5.5 MTPA)
. Dry Bulk Terminal at 16-17 Indira Dock (0.5 MTPA)
. Development of 3 Conventional General Cargo Terminals (1.5 MTPA)
. Modernization of JD - 4 Berths of POL (2 MTPA)
Kandla Port Kandla Port, build in the 1950s after the partition of the country and the Karachi Port being lost to Pakistan, is the third major port in the western region of India. The port handled 41.55 million tonnes worth of traffic in 2004-05 and 45.90 million tonnes in 2005-06, but, like Mumbai port, its main strength lies in crude oil and POL traffic.

Containers also constitute a fair part of its traffic. Kandla Port has a vast hinterland of 100,000 Sqkm stretching to Jammu & Kashmir with meter-gauge and broad gauge rail systems.

Although the port handled a mere 131,000 TEUs in 2004-05 and 148,000 TEUs in 2005-06, it has planned the development of a new container terminal, which will enable it to generate a capacity of 800,000 TEUs per annum by 2013-14.

Features: Draft Availability in the Channel: 11.7mts, to be enhanced to 14.5mts
Cargo Profile: Iron & Steel, Salt, POL, Chemicals, Fertilizers, Timber
Traffic Handled in 2005-06: 45.90 Million Tonnes
Existing Capacity (31/03/06): 46 MTPA
Proposed Capacity Addition by 2011-12: 68.40 MTPA
Total Proposed Capacity by 2011-12: 114.4 MTPA
Major Schemes envisaged at Kandla Port include
. Container Terminal at 11th & 12th Cargo Berths, being commissioned (7.2 MTPA)
. Marine Terminal at Vadinar, recently commissioned (12 MTPA)
. Construction of 13-16th Cargo Berths for Dry Cargo/ Break Bulk (8 MTPA)
. Creation of Berthing and Allied facilities near Tuna for Coal, Cement, Fertilizers, Food grains, crude/products (20 MTPA)
. Setting up off-shore liquid terminal (12 MTPA)
. Strengthening Berth Nos. 1-6 for Dry Cargo (4.2 MTPA)
In addition, Kandla Port Trust has invited Expression of Interest for developing a modern/ world-class ship-building/ repairing yard at Tuna to take advantage of availability of natural deep draft (17.5mts) and moreover, 1200 Acres of land also has been earmarked in the vicinity enabling requisite land side developments.

Private Ports In addition to the three major ports discussed above, private ports of Mundra and Pipavav are in the process of developing large container, dry bulk and liquid bulk handling capacities. The private LNG port set up by Shell Gas & Power at Hazira also proposes to build a 2 million TEU container terminal.

Major Proposed Projects for Non-Major Ports in Gujarat
. T-2 Terminal (Bulk) at GAPL (Mundra) - 3 MTPA
. Essar Captive Jetty Expansion - 10 MTPA
. Container Terminal at GAPL Mundra - 5 MTPA
. PLL LNG at Dahej - 5 MTPA
. GPPL Expansion at Pipavav - 3 MTPA
. Solid Cargo Terminal at Dahej - 5 MTPA
. Private Jetties at Bedi, Okha - 2 MTPA
. RIL additional SPMS- 20 MTPA
. Gujarat Ambuja Extension- 3 MTPA
. Gujarati Shidhi Cement- 3 MTPA
. HPPL at Hazira for Solid Cargo - 5 MTPA
. Greenfield Port at Maroli - 10 MTPA
Major Proposed Projects for Non-Major Ports in Maharashtra
. Development of All-Weather and Multi-Purpose Port at Dighi, Raigad for Dry Bulk and Container Traffic - 18.15 MTPA, 0.28 Mn TEUs
. Development of All-Weather and Multi-Purpose Port at Rewas-Aware, Raigad- 44.70 MTPA, 1.7 MTEUS
. Development of All-Weather and Multi-purpose Port at Jaigad, Ratnagiri for Coal, Bauxite Ore and Containers - 5.3 MTPA
. Development of Greenfield Port facilities at Dhamankhol Bay, Jaigad, Ratnagiri for Coal and Bulk Cargo- 6 MTPA
. Development of All-weather and Multi-Purpose Port at Vijaydurg for Dry Bulk, Container and Liquid - 75 MTPA
. Development of Captive Port Facilities at Girye Bay, Vijaydurg, Sidhudurg for Coal- 15 MTPA
. Development of All-Weather and Multi-Purpose Port at Redi for Dry Bulk, Container, Liquid - 3.3 MTPA
Projections of Port Traffic by MoS
Under its Maritime Development Program (2005), the Ministry of Shipping has planned large-scale investments for the development of ports infrastructure and enhancing their traffic handling capacities.
The MoS has also estimated that nearly 45% of container traffic handled at the major ports is likely to be moved by the rail mode. Thus, assuming that 65% of the total container volume of 20.95 million TEUs in 2013-14 is handled at ports in the western region (viz 13.62 million TEUs) and 45% of this will move by rail (viz 6.13 Mn TEUs), the container traffic alone will generate about 93 trains each way per day. This reinforces the conviction that availability of the western DFC will be absolutely essential to carry this as well as other rail borne traffic.

Review of Projections Projections of container traffic in terms of TEUs made in the JN Port study are more conservative as compared with projections made by MoS. This is so because these have been tampered with the likely growth in port capacities. Besides, an anticipated growth of 17 to 18% per annum may not be sustainable over a long term. Be as it may, in either case rapid growth in containerized as well as noncontainerized traffic is on the cards and the country's rail, port and road systems develop in tandem.

Future Prospects for Augmentation of Port Infrastructure in DMIC

Based on the review of potential for augmentation of existing ports and development of Greenfield Ports in Gujarat and Maharashtra, following port infrastructure projects are put forward for consideration under DMIC:

. Developing Greenfield Port at Alewadi / Dighi in Maharashtra.
. Developing Greenfield Ports at Maroli and Dholera and additional developments at Dahej and Hazira Ports in Gujarat.
Proper rail and road links to these ports would also need to be developed through collaboration of the various agencies concerned - State Government, Railways, NHAI and the DMIC Authority. Brief of the potentials of identified Ports, as per the assessments of maritime boards of Gujarat and Maharasthra, is as follows:

Greenfield Port at Alewadi, Thane District, Maharashtra
Alewadi port is located 60nautical miles north of Mumbai in approximate position Lat. 19°46.3' N and Long. 73°41.5' E. This site has potential for development of large port to handle all sizes of vessels. This Port is located close to the well established Tarapur Industrial Estate that comprises of engineering, chemical, textiles, paints, drugs and pharmaceutical industries. According to traffic projections carried out by Maharashtra Maritime Board, Alewadi Port has the potential to cater to traffic throughput of 8.5MTPA primarily constituting Fertilizer Material. Alewadi Port also has the potential to serve as a good feeder port for containers to supplement JNPT

Economic potential is good as there is a well established Tarapur Industrial Estate comprising of engineering, chemical, textiles, paints, drugs and pharmaceutical industries. Greenfield Port at Dighi, Raigad District, Maharashtra

Dighi Port is located at about 45nautical miles south of Mumbai and is being developed to handle panamax size vessels. Dighi Port has received environmental clearance. Tendering Process for construction of Port is underway. Government of India has accorded approval for setting up Dighi Port Based Multi Product Special Economic Zone inclusive of Free Trade Warehousing Zone.

Greenfield Port at Maroli, Valsad District, Gujarat
Maroli is situated in Valsad district at 11km from Umbergaon in South Gujarat region along the West Coast. Located at Lat 20°12'00" N and Long 72°45'00" E, Maroli offers immense opportunities for development through private sector participation. In an estimate carried out by Gujarat Maritime Board (GMB), Maroli Port has the potential to conjugate with JN Port and Mumbai Port and cater to 13.10 Mn Tonnes in 2010 primarily constituting Coal, Clinker/Cement, Containers, LNG and General Cargo. Maroli Port also has the advantage of land availability to the tune of 830 Ha, mainly owned by the Government; and connectivity to National Highway No.8 at a distance of 21km and broad-gauge rail connectivity at a distance of 9km.

GMB envisaged following facilities at Maroli:
. Lagoon Type of Harbour enclosed by Diaphragm walls for construction of Wharf
. Phase-I development is envisaged to be included with construction of berthing w
harf of 600m in water of 10m depth. It requires capital dredging.
. Estimated Project Cost for Phase-I is about INR 600 Crore.
Greenfield Port at Dholera with Investment Region
Dholera, being located at southern side of Saurashtra peninsula near Bhavnagar and in the Gulf of Cambay, with a deep draft of 15-18m and tidal amplitude of the order of 10m, offers excellent opportunity to develop it as a Port catering to deep draft vessels and also meets with the unique requirement for development of ship building/ repairing facilities. Moreover the wind and wave condition in this region is also favourable for similar business investors. GMB has short listed Dholera for development of maritime related industries in collaboration with global manufacturers in the field of ship building/repairing business.

It is proposed to develop an all-weather modern port at Dholera with industrial development in a land parcel of over 250Sqkm area. Dholera Port has the potential to cater to ship building and ship repairing industries; offers opportunity to develop berths for salt export along with new berths and jetties for catering to industrial/ manufacturing sectors such as auto/auto component, engineering etc.

Few of the proposed industrial investments at Dholera include:
. Gujarat Heavy Chemicals Ltd proposed to develop Dholera as a substitute for Pipavav and Porbandar Ports for the trades catering to and from its plant at Sutrapada in Gujarat . Proposed Cement Production facility by M/s J.K.White Cement.

GMB has proposed development of Dholera Port as an all-weather direct-berthing port with 8 dry cargo jetties, 3 liquid jetties along with a container depot. It also envisages establishment of Chemical Estate, including facilities for Gujarat Heavy Chemicals Ltd. In terms of connectivity, Dholera Port has the opportunity to get connected with the hinterland with a road linkage to Bhavnagar (11km distance) and to Ahmedabad along with provision of requisite broad gauge rail connectivity.

Development of Dahej Port, Bharuch District, Gujarat Dahej Port is being developed by Gujarat Maritime Board through joint sector participation. Review of developments at Dahej till date indicates that:
. Gujarat Chemical Port Terminal Company Limited (GCPTCL), the joint sector company that includes Government of Gujarat and state owned companies, is promoted to develop a Chemical Terminal at Dahej with a capacity to handle 1.82 Mn Tonnes of Liquid Chemicals at a total investment size of INR 850 Crore.

. M/s Petronet LNG Limited, a company promoted by GAIL, ONGC and other oil PSUs, has developed a LNG terminal that has been operational from February 2004. The planned terminal capacity is 5.0 Mn Tonnes for LNG and 3.0 Mn Tonnes of dry bulk cargo with a total investment of INR 3130 Crore.

In a demand assessment study carried out by GMB indicates that Dahej Port has potential to cater to traffic throughput of 30 MTPA in 2015. Moreover, development of Greater Dahej- Hazira Economic Zone is being contemplated, in the lines of Rotterdam, to also cater to container traffic in addition to LNG, Liquid bulk and dry bulk cargo along with multi-modal transportation facilities viz. pipelines, rail, road and coastal shipping. Moreover, this region is envisaged to have value added services such as warehousing & distribution facilities, transporters & forwarders zone, automobile exports, petro SEZ, Agro-Processing & Export Zone, Chemical Zone (basic chemicals for imports and speciality chemicals for exports).

It is identified that development of Greater Dahej-Hazira Economic Zone requires widening and strengthening of Dahej-Bharuch and Surat-Hazira roads to 4-lane divided carriageway configuration along with gauge conversion of Dahej-Bharuch and Hazira (Gothangam) - Kosad railway lines from Meter gauge to Broad gauge.
 

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Airports in DMIC RegionCentre for Urban Research
DMIC States have 37 airports of various categories, as per the categorization defined by the Ministry of Civil Aviation (MoCA), which includes four international airports, four customs airports, three model airports and twenty-six other domestic airports and civil enclaves.

As per the definitions of MoCA, International Airports are those airports with scheduled international operations by Indian & Foreign carriers. Customs Airports are those airports that have customs and immigration facilities for limited international operations by national carriers and for foreign tourist and cargo charter flights. Model Airports have minimum runway length of 7500 feet and adequate terminal capacity (400 passengers or more) to handle Airbus 320 type of aircraft and these airports are capable of catering to limited international traffic, if required. All other airports are classified as ‘Other Domestic Airports’ whereas Civil Enclaves are airports located in defence airfields.

There exist 14 airports within the influence area of DMIC which includes four international airports, two model airports and other domestic airports (or) civil enclaves. Delhi and Mumbai Airports are capable of handling B-747 aircraft, these airports are being upgraded on public private partnership format to enhance the handling capacity. In 2001, MoCA has declared Ahmedabad and Jaipur as international airports and thereafter-extensive augmentation measures being taken up to increase the length of runway to cater to B-747 aircrafts. MoCA has allocated about INR 50 Crore for upgradation of Jaipur Airport to international standards. In Madhya Pradesh, the Indore Airport has tremendous potential to develop as International Airport. MoCA has also prioritized upgradation

of Udaipur Airport and has allocated INR 113 Crore. Government of Gujarat has also undertaken aviation master plan for the state of Gujarat which prioritizes development of Ahmedabad Airport to international standards as well as upgradation of Vadodara, Surat, Ankleshwar and Bhuj Airports. In Uttar Pradesh, State Government has finalized detailed feasibility study for developing Multi-Modal Aviation Hub near Greater NOIDA along the proposed Taj Expressway to cater to international passenger and cargo traffic. However, further to the discussions with Ministry of Civil Aviation, Government of India, the state government revises its plans and proposes to develop an Airport catering to domestic and international passengers. More importantly, the Government of Uttar Pradesh is looking forward to develop the Greater Noida Airport through its funding sources.
 

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Power SectorCentre for Urban Research
Traditionally, the vertically integrated State Electricity Boards (SEBs) and Central Utilities monopolized the Power Sector. Gradually the Power sector started to open up for private participation - this move was prompted by the poor operational performance of the SEBs and its deteriorating financial health. In 1991, the Electricity Act was amended to allow private sector participation in power projects and by the year 2000 the FDI cap for investments in power sector was completely removed. With this, the stage was set for full-scale private sector participation in power sector. However, the real boost to incentivize private sector's sluggish participation in the sector was provided by the Electricity Act, 2003 (EA 2003).

The Act marked a dynamic shift in the power sector in the country, which was once characterized by monopolistic entities, heavy subsidies, delayed Techno Economic Clearances (TEC) & other project approvals / clearances and poorly performing power plants. With the enactment of the EA 2003, a robust legal and regulatory framework was put in place enhancing investor confidence and increased private sector investments.

The power projects till date have been implemented on two formats - (1) MoU based projects, awarded through bilateral agreements / arrangements between the host state government and the developer and (2) Independent Power Producers (IPPs) selected through tariff based competitive bidding process. Although several IPPs awarded under bilateral MoUs are successfully operating in India, the National Tariff Policy (NTP) announced on January 6, 2006 stipulates that Distribution utilities are required to undertake all future power procurement only through tariff-based competitive bidding route. The NTP has however exempted power sale on short-term basis (less than one year) from the regulatory cost determination framework and mandates that the same be driven by the prevalent demand supply scenario.

The NTP has clearly put the Generation sector in a fast track mode with impetus on generation of competitive power by Independent Power Producers (IPPs), Captive Power Plants (CPPs) and Merchant Power Plants (MPPs) for short-term supply and setting of Power exchanges.

Overview of Power Sector in India
India is currently ranked fifth in the world in terms of total energy consumption and has invested over INR 1,000Billion since independence on development of the Power sector. The installed power generation capacity as on February 01, 2007 is around 128,581 MW. The annual per capita consumption of the country, at about 606 kWh is among the lowest in the world. Moreover the country is facing a continuous deficit of 8-10 % in energy terms.

The 17th Electric Power Survey Report, published in May 2007, projected electrical energy demand of 969 Tera Watt Hours for 2011-12 and peak electric demand of 153 Giga Watts entailing capacity addition of 78,000 MW by 2011-12. The electrical energy demand for 2021-22 has been estimated as 1915 Tera Watt Hours and peak electric demand of 298 Giga Watts. GoI had set an ambitious target to achieve capacity addition of 41,110 MW in 10th Plan period (2002-07) and 60,000 MW in 11th Plan period (2007-2012). However, actual capacity addition during the 10th Plan period has fallen substantially short of the target.

Demand Supply Scenario in DMIC States
The Project Influence Area (PIA) spans 1483 Km along the length of the DMIC with a 150km reach on either side of the DFC. The development of the DMIC will provide many benefits to the states falling under the PIA such as facilitating closer economic integration, improve transit transport efficiency, enhance economic competitiveness, promote regional trade and investment, and promote and strengthen partnerships. To aid the industrial development in the DMIC, it is essential to have necessary enabling infrastructure in DMIC States. Infrastructure such as Road/Rail connectivity, Ports, Irrigation network and Telecommunication network though is essential; but the most critical and governing factor for achieving the proposed growth and industrialization in the DMIC area would be availability of power. The big industrial hubs proposed to be set up in the PIA will have enormous power requirement and a critical assessment of the power demand-supply position in the concerned DMIC states shall have to be undertaken prior to making an investment decision.

The power shortage scenario has worsened over the past few years. Energy requirement and peak demand are projected to rise over the coming years with economic growth and increase in per capita consumption. The anticipated power demand in the DMIC states and proposed capacity additions for the XI Plan period based on 16th EPS projections DMIC states have identified suitable locations for setting up power generation plants under XI Five Year Plan and envisage to commission by 2011-12. Major initiatives in the DMIC influence area include power plants at Hissar (1200MW Coal based plant in Haryana), Kota (195MW Coal based plant in Rajasthan) and Surat (Lignite based plant in Gujarat).

GoI has envisaged capacity addition of 100,000 MW by 2012 to meet its mission of 'Power to All'. To meet this objective, huge capacity addition need to be made during the 11th plan period. Setting up of Ultra Mega Power Projects (UMPPs) are steps in that direction. These power projects would have an installed capacity of around 4000 MW each with Ministry of Power, CEA and Power Finance Corporation working in tandem for development of these projects under a tariff based competitive bidding framework. As of now, seven UMPPs have been identified for development.

The size of these projects being large, they will meet the power needs of a number of states through transmission of power on regional and national grids. DMIC states have been allotted share from these UMPPs, however till date only two projects have been bid out namely; Mundra in Gujarat and Sasan in Madhya Pradesh. Commissioning of these projects is expected to involve longer gestation periods considering the size of power generation capacity of UMPP Projects. Thus, DMIC states require suitable measures to avoid power supply deficits in 2011-12 and beyond.

Power Sector - Investment Potential in DMIC States
Development of DMIC includes power intensive industries as SEZs, manufacturing plants and IT parks that requires large quantum of reliable power on continuous basis. To ensure power supply security and a balanced regional growth in DMIC area, it would be appropriate to enhance power generation capacities in these states. It becomes imperative that all development efforts should be holistic in nature and should ensure that enabling infrastructure should be given adequate importance in the entire process. In view of the above, it is envisaged that development of DMIC will involve capacity addition by additional 10,000MW. It is envisaged that these power generation capacity additions would be primarily located along the West Coast of Gujarat and Maharashtra.

It is also important to note that DMIC Region also offers opportunities for setting up natural gas based combined cycle power in the vicinity of existing / proposed Gas Authority of India (GAIL) pipeline especially in Gujarat, Rajasthan & Uttar Pradesh depending on the availability of gas. However, exact locations for power plants would be identified during the detailed feasibility stage based on availability of land, domestic / imported fuel and other enabling raw materials and infrastructure. During the detailed feasibility stage for the DMIC Project, it is envisaged that developing transmission network from the nearby power plants, as short listed by the respective DMIC states, to the proposed industrial development nodes need to be explored.

Fuel Supply for DMIC Power Projects
The fuel source for development of additional power generation capacity in DMIC States could be imported coal, domestic coal or lignite. A brief review of fuel options is as follows:

Lignite The state of Rajasthan is endowed with large lignite deposits in the country after Tamilnadu & Gujarat. In the three districts of the state viz. Bikaner, Nagaur and Barmer, geological reserves of more than 1 billion tonnes have been confirmed so far by exploratory drilling.

Rajasthan State Mines & Minerals Ltd. (RSMML), Govt. of Rajasthan enterprise, started the commercial production of Lignite from these mines. Lignite of these mines has added advantage of low sulphur and ash contents.

District Nagaur falls in the influence area. Presently, RRSMML is operating the Matasukh-Kasnau Lignite mine in Nagaur. The commercial production of Lignite from these mines, was commenced from November 2003 with envisaged capacity of 12,00,000 MT per year. This area can be further explored for the feasibility of setting up Lignite based pithead power plants.

Domestic Coal
A study conducted by GSI, CMPDI & MECL in January 2006, has estimated a cumulative total of 253.30 Billion Tonnes of Geological Reserves of Coal in India. Pench - Kanhan Coalfield in Madhya Pradesh and few blocks in Wardha Coal Field in Maharashtra have sufficient coal reserves and can be further evaluated for the fuel linkage. On the Eastern part West Bengal, Orissa and Jharkhand are estimated to have coal resource of 11,383 MT, 16,911 MT and 9,750 MT respectively, however feasibility of transportation needs to be evaluated in terms of cost which would ultimately impact the cost of generation.

Imported Coal Presently, the coal handling capacity in Indian Ports accounts for 65 Million Tonnes. In view of the Generation capacity proposed during the XI Plan and the shortfall expected in domestic coal supply, the existing ports are being strengthened to handle an additional 77.87 Mn Tonnes. National Maritime Policy on Port and Shipping Sector has projected this enhancement in capacity by the year 2013-14.

Power Projects identified in Gujarat and Maharashtra lie along the west coast. Imported coal would be the most apt choice for these plants. The project locations identified in Gujarat and Maharashtra lie along the west coast, where a captive jetty or port may be planned for receiving the imported fuel. Also, depending on the feasibility the DFC can be used for transporting imported coal from Jawaharlal Nehru Port or any other port (as feasible) to the projects identified in Haryana and Rajasthan.

Gas Based Power Projects
There is a potential to develop gas based power plants in DMIC Region, especially in the state Gujarat. Government of Gujarat, through Gujarat State Petronet Limited (GSPL), has well laid-out plans for developing 2200km long 'Gas Grid Network' across the state. About 360km pipeline between Hazira- Vadodara-Ahmedabad-Kalol is already in operation, transporting 9MMSCMD of gas at present including 3MMSCMD of LNG.

In addition, presence of gas networks of Gas Authority of India Limited (GAIL), the leading PSU offering gas supply and distribution solutions for domestic/industrial usage and energy security for the country, as well as other private sector agencies (viz. M/s Reliance, M/s Adani etc) in the state of Gujarat and in DMIC Region offers opportunities for developing Gas based power plants to cater to respective investment nodes (i.e investment regions/industrial areas) in DMIC Region.
 
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