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R A I L WA Y C O N N E C T I V I T Y I N S O U T H A N D S O U T H - W E S T
A S I A : P L A N S A N D P R O S P E C T S
D R . M A N O J S I N G H
A D V I S E R ( T R A N S P O R T )
N I T I A AY O G , G O V E R N M E N T O F I N D I A
Conference on Strengthening Railway Transport Connectivity
in South and South-West Asia
March, 15-16, 2017, New Delhi
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AGENDA
• A case study of a successful rail connectivity project in South Asia
• Progress in Rail Development in India’s India’s North Eastern
Region
• Some Cross Border Crucial Transport Connectivity Projects in NE
• Thoughts on Next Steps Forward
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International Boundary of India
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CASE STUDY OF INDO-NEPAL
CONNECTIVIT Y AND ICD BIRGUNJ
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MAP OF NEPAL
AT SIRSIYA, BIRGUNJ, NEPAL
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INDO-NEPAL TRADE
• TRADE FLOWS • TREATY OF TRANSIT & TRADE • NITDB DEVELOPS ICD’S IN BHAIRAVA, BIRATNAGAR & BIRGUNJ • RAIL SERVICES AGREEMENT SIGNED ON MAY 21 , 2004. •NITDB AWARDS TMC TO CONCOR • CONCOR FORMS JV WITH NTWC & IMTL
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RAXAUL
BIRGUNJ
KOLKATA
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ICD BIRGUNJ RAIL CONNECTIVITY
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ICD BIRGUNJ GATE COMPLEX
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ICD BIRGUNJ CFS
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HANDLING EQUIPMENT
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CUSTOMS PROCEDURE - IMPORT
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CUSTOMS PROCEDURE - EXPORT
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TARIFF
Movements Per TEU Per FEU
One Way Load:
(Import)KDS -ICD/Birgunj
One Way Load:
(Import) HDC-ICD/Birgunj
One Way Load :
Export)ICD/Birgunj - KDS
One Way Empty :
ICD/Birgunj-Shipping lines’ plot in Kolkata Port Area or vice-versa
One Way Load + Other way Empty :
KDS-ICD/Birgunj- Shipping lines’ plot in Kolkata Port
One Way Load + Other way Empty :
HDC-ICD/Birgunj- Shipping lines’ plot in Kolkata Port Area.
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TERMINAL HANDLING CHARGES
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THE HINDU BUSINESS LINE:18.09.03
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LESSONS
• Institutional Support is very Important
• -Government, Railways, Customs, Port
• Quality Infrastructure is the Starting Point
• Well Thought Out Offer to Customer is crucial
• After Sale Service to the Customers is Important
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R A I L D E V E L O P M E N T I N T H E N O R T H E A S T E R N R E G I O N
O F I N D I A
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International Boundary of India
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S.No State Length of lines (in km) Total (in km) Route kms. per
sq.km. of Area
Broad Gauge Meter Gauge
1. Arunachal
Pradesh
0 1.26 1.26 0.01
2. Assam 1470.06 988.87 2458.93 31.03
3. Meghalaya 0 0 0 0.00
4. Manipur 0 1.35 1.35 0.04
5. Mizoram 0 1.50 1.50 0.09
6. Nagaland 11.13 1.72 12.85 0.78
7. Sikkim 0 0 0 0.00
8. Tripura 0 151.43 151.43 14.39
9 All India 64000 19.60
EXISTING RAIL ROUTE KILOMETERS IN THE NORTH EAST
RAILWAYS
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MASTER PLAN FOR THE DEVELOPMENT OF RAIL
INFRASTRUCTURE IN THE NORTHEAST REGION
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RAILWAYS : ON-GOING PROJECTS IN NORTH EAST
New Line Gauge
Conversion Doubling Total
Projects in progress (Nos.) 15 5 5 25
Of which, National Projects (Nos.) 9 2 - 11
Throw forward (Rs. Crore) as on 1.4.2016
27,816 1,246 5,314 34,378
Length commissioned oof ongoing projects as on 1.4.2016 (Km)
429 2014 30 2,473
22
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Expenditure and commissioning of B.G railway line in NE
1917 2133
2668
3387
5149 5398
87.05 68.08
0
309.24
447.46
537.05
0
100
200
300
400
500
600
0
1000
2000
3000
4000
5000
6000
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16
Expenditure* (Rs. in crore) Commissioning of B.G Railway line (Length in Km)
E
X
P
E
N
D
I
T
U
R
E
L
E
N
G
T
H
* Includes New lines, Gauge conversion & Doubling
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Ongoing projects state wise
S.No. State Nos. of National Projects Other Projects Total
1 Assam 4 9 13
2 Arunachal Pradesh 0 2 2
3 Manipur 1 0 1
4 Meghalaya 1 1 2
5 Mizoram 1 0 1
6 Nagaland 1 1 2
7 Sikkim 1 0 1
8 Tripura 2 1 3
Total 11 14 25
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25
STATE CAPITAL CONNECTIVITY
S.No. State Capitals Project Target Date
Commissioning
1 Arunachal Pradesh Naharlagun
(Itanagar)
Harmuti -Naharlagun 29.03.2014
(Commissioned)
2 Tripura Agartala* LMG - SCL GC 27.03.2015 #
Kumarghat-Agartala 20.02.2016 #
3 Manipur Imphal Jiribam - Imphal Jiribam – Dholakhal –
31.05.16, Dholakhal –
Tupul – 2017-18,Tupul –
Imphal – 2018-19
4 Mizoram Aizawl Bhairabi- Sairang (Aizawl) 2018-19
5 Nagaland Kohima Dimapur - Zubza (Kohima) 2019-20
6 Meghalaya Shillong Tetelia - Byrnihat 2017-18
Byrnihat - Shillong 2019-20**
7 Sikkim Gangtok
(Rangpo)
Sivok - Rangpo 2019-20***
* Already connected with MG in Aug’2008. ** Work stopped since Nov’2010 due to agitation by Khasi Student Union. Work restarted since 07.01.2015. ***
Mahananda wild life clearance awaited from MoEF. # opened for freight traffic.
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Pictures of Completed Projects
NAHARLAGUN STATION
(Arunachal Pradesh)
MENDIPATHAR STATION
(Meghalaya)
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C R U C I A L C R O S S B O R D E R C O N N E C T I V I T Y P R O J E C T S I N
N O R T H E A S T
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CONNECTIVITY WITH BANGLADESH
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Agartala- Akhaura Rail Link
• This project would result in reducing the distance between Kolkata and Agartala by 1200 km.
• The project would link Indian Railway network with Bangladesh Railway Network, thereby
opening up North-East/Eastern India particularly South-East Asian countries through Bangladesh.
• The current status is that funding of the project has been tied up and construction has started. The
project needs to be put on the fast track.
One Simple Suggestion for Indo
Bangladesh Rail Container Traffic
Start a Train Service from
Majerhat Terminal in Kolkata to
Benapole
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CONNECTIVITY WITH MYANMAR
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31
ASIAN RAILWAY NETWORK
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INDO-MYANMAR RAIL CONNECTIVITY
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Railway Map of Myanmar
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BROAD PROJECT PARAMETERS OF INDO -MYANMAR RAIL CONNECTIVITY
• Imphal – Moreh – 111 Kms – Rs. 5500 Crores ($ 1 b)
• Moreh – Kalay – 130 Kms – Rs. 3000 Crores ($ 0.5 b)
• Possibility of funding by ADB and other Multi-lateral Agencies;
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MYANMAR: INDIA’S LAND BRIDGE TO ASEAN
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T H O U G H T S O N WAY F O RWA R D
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• The OSJD is a very Inspiring Institution
• Countries of South Asia should follow the OSJD methods and
methodology
• Informal Working Groups – both bilateral and multilateral should
be formed – e.g. tariffs for transit rail traffic; more links
• BCIM Road Agreement is a good example and can be replicated for
Rail
• Support of A few Academic and Research Institutions and Think
Tanks in all these countries should be Taken
• Support of Institutions – ESCAP, BIMSTEC, SAARC
• Government of India is firmly behind Increasing the Role of
Railways in Enhancing Goods and Passenger Flows across Nations
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CONNECTIVITY WITH NEPAL
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MOU between India and Nepal has been signed for following five BG Rail Links:
(i) Jaynagar (Bihar/India) – Janakpur (Nepal)- Bujalpura- Bardipas (Nepal) : 69 km
(ii) Kakarbita (Nepal)- New Jalpaiguri Naksalbari (West Bengal/India) : 15.98 km
(iii) Notama (UP/India) – Bhairvan (Nepal) : 15.30 km
(iv) Nepalganj (Nepal) – Nepalganj Road (U.P/India): 12.11 km
(v) Jogbani (India) – Biratnagar (Nepal) : 18.6 km
Out of above there are two sanctioned works are already in progress, one of Jaynagar (Bihar/India) –
Janakpur (Nepal)- Bujalpura- Bardipas (Nepal) = 69 km GC cum new line and another Jogbani (India) –
Biratnagar (Nepal) : 18.6 km in progress. The works are being executed by IRCON. The tentative target for
completion is March 2018 subject to availability of land in Nepal.
Rexaul (India) can be also connected up to Kathmandu (Nepal) (90 km)
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CONNECTIVITY WITH THAILAND
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INDIA-MYANMAR-THAILAND TRILATERAL HIGHWAY Seamless Trave l in Southeas t As ian Count r ies by Connec t ing Ind ia -Myanmar-Thai land v ia Road which i s expec ted to g ive a b ig boos t to t rade and economy in ASEAN Count r ies . The Ind ia -Myanmar-Thai land ( IMT) Motor Vehic le Agreement (MVA) i s a lmost ready and wi l l be s igned soon . The IMT wi l l open up ind ia ’s l and locked nor th eas t to sou th eas t a s ia , and a l low f re igh t and conta iner t rucks to move f rom impha l to manda lay. ind ia has a l ready bu i l t 160 kms . to th i s h ighway and has inv i ted t ender for upgrada t ion of b r idges and roads . The Tr i l a te ra l Highway wi l l a l so open up access for goods f rom nor th eas te rn reg ion and o ther pa r t s o f ind ia to o the r asean count r ies th rough a l and rou te once my anmar i s connec ted by road to tha i l and .
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I N D I A - M Y A N M A R - T H A I L A N D T R I L A T E R A L
H I G H W A Y
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CONNECTIVITY WITH BHUTAN
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At present there is No Rail Link With Bhutan. Feasibi l ity Studies have been carried out for extending Rail Head from India to Bhutan at 5 locations. These are as under: ( i ) Kokhrajhar (Assam, India) to Gelephu (Bhutan) (57.70 Km) ( i i ) Pathsala (Assam, India) to Nanglam (Bhutan) (51.15 Km) ( i i i ) Rangiya (Assam, India) to Samdrupjongkhar (Bhutan) (48.04 Km) ( iv) Banarhat (West Bengal , India) to Samtse (Bhutan) (23.15 Km) (v) Hasimara (West Bengal , India) to Phuentshol ing (Bhutan) (17.52 Km)
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CONNECTIVITY IN SOUTHWEST ASIA
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• South and South-West Asia emerges among the least integrated regions in the world and has
the bulk of its potential for regional economic integration remaining to be exploited.
• UNESCAP estimates show that intraregional trade could generate an additional US$ 52
billion in exports annually.
• Among the barriers to fuller exploitation of potential of intraregional trade in South and
South-West Asia include tariffs and non-tariff barriers that lead to a substantial proportion of
trade taking place informally at the borders.
• Important reason explaining the low intra-regional trade in South and South-West Asia is its
high cost vis-à-vis trade with other regions.
• The trade costs for intraregional trade in South and South-West Asia have been high because
of poor land transport connectivity and trade facilitation. This means that the region is better
connected with Europe and North America than with itself. Therefore the benefits of
geographical proximity and contiguity are not available to intra-regional trade.
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• Strengthening transport connectivity and facilitation at the borders could go a long way in
assisting in fuller exploitation of potential of intraregional trade and of regional production
networking.
• Because of poor connectivity, South and South-West Asia has also not been able to leverage
its strategic location at the crossroads of West, Central, and East Asia to serve as a hub for
trade as it once was at the times of Silk Route.
• TransAsian Railway routes that may help to exploit the region’s potential as an economic hub.
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• Strengthening transport connectivity and facilitation at the borders could go a long way in
assisting in fuller exploitation of potential of intraregional trade and of regional production
networking.
• Because of poor connectivity, South and South-West Asia has also not been able to leverage
its strategic location at the crossroads of West, Central, and East Asia to serve as a hub for
trade as it once was at the times of Silk Route.
• TransAsian Railway routes that may help to exploit the region’s potential as an economic hub.
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Country Rail lines (total route-km)
2000 2014
Afghanistan * *
Bangladesh 2 768 2,835
Bhutan * *
India 62 759 65,808
Iran 6 688 8,560
Turkey 8 671 10,087
Source: WDI Online Database and UNESCAP (2013)
Notes: *indicates that railway does not exist.
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• The Intergovernmental Agreement on the Trans-Asian Railway Network, which entered into
force in 2009, is encouraging Governments and financing institutions to increase investment
in the sector.
• Other subregional and regional initiatives have also been catalytic in improving railway
network connectivity. For example, the Master Plan on ASEAN Connectivity launched in
2010 has renewed interest in the Singapore-Kunming Rail Link (SKRL) Project.
• Railways face the challenge of missing links, which prevent the network from functioning as
a continuous system. According to ESCAP estimates, these constitute about 10,500 km of rail
track, mostly located in the ASEAN subregion.
• Yet, the subregion suffers from railway gauge mismatch, particularly between South Asia and
South-West Asia. Therefore, the railway train can run from Dhaka to Istanbul if the railway
gauge can be standardized or dual gauge introduced.
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• Missing links in the Trans-Asian Railway Network in South and South-West Asia (as of
2011)
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• Poor connectivity is one of the major constraints to regional economic integration of South
and South-West Asian countries.
• In order to realize their potential for regional economic integration, regional cooperation
groupings will have to pay attention to strengthening connectivity not only in terms of
physical but also soft aspects such as transport, transit and trade facilitation.