Strenghtening Regional Transport Connectivity as an Enabler
Anil K. Gupta 2 The facts
• Countries in Asia have had the highest growth rates of over 5.9% in exports and 6.7% in imports during in recent years as compared to total world trade which has grown at around 3% (3.1 and 2.6 respectively) only. They have been major drivers of limited global economic recovery.
• However, these countries, particularly the countries in South & South West Asia region rely heavily on demand for their products in advanced economies and now face altered economic environment in aftermath of global financial crisis in the west.
• In the aftermath of this crisis, the domestic & regional trade is a must to sustain growth for these countries for which adequate “Regional Transport Connectivity” is very critical along two already identified corridors of (i) TIPI-BM road corridor; and (ii) ITI-DKD rail corridor. Together they offer multi-modal transport options, the only way out..
ITI-DKD-Y Container Rail Corridor Istanbul-Tehran-Islamabad-Delhi-Kolkata-Dhaka- Yangon
• Forms the trunk route of Southern Corridor
• Part of AH and TAR Networks
• Provides Multimodal transport links
• Linked with INSTC, CAREC, BIMSTEC, SAARC, BCIM, and other important subregional corridors
• Minimal infrastructural improvement required
• Endorsed by Indian Railway Business Plan 2017-18 The facts….
• Unfortunately, on this front, the Southern Corridor of TAR passing through SSWA region is yet to make much progress (except for operationalization of ITI link) due to a mix of physical and non physical barriers which hampers connectivity. Despite progress, the region still has a long way to go in realizing seamless connectivity in infrastructure and operational facilitation. • As a result, logistic costs in South Asia are pretty high, ranging between 13-14% of GDP as against norm of 8 to 9%, undermining their competitiveness in global markets besides leading to high cost economies in proportion of their dependence on imports. • Improvement of Regional Transport Connectivity can really help the group countries to reap the advantage of current world conditions and give a fillip to the growth dynamics of the countries involved. • In this context, next slide shows the perceived benefits of improved regional transport connectivity for shared prosperity.
5 Perceived Benefits of improved Connectivity • Reduction in Logistics costs for exports, more competitive • Cut in import costs to reduce input costs and make local industry competitive and stimulate investment • Boost in trade with neighboring countries from abysmally low figures • Accretion of transit freight benefits to transit nations for through traffic • Substantial reduction in inventory carrying costs due to saving in transit times • Enhanced access to markets and greater opportunity for participation in regional economic process could make a significant dent in social position of these nations through substantial beneficial impact on employment and developing tourism. • ESCAP study shows that Southern Corridor of TAR may be advantageous to serve trade within part of the corridor bounded on west by Eastern part of Turkey and on east by Bangladesh and North Eastern India in form of Trunk Corridor – Feeder Route model.
6 Export Potential of Southern Asia with Neighbouring Subregions
• Increasing gaps between actual and potential intra-regional trade of Southern Asia a concern despite South Asia having following advantages - Gap between actual and potential grown 56% to 70% - SA trading with SEA at less than 50% of potential
• Inadequate connectivity a major barrier
• Changing patterns of world trade – formation of production networks is the key - Transformative change in manufacturing and trade warranted for SA-SEA integration
• Railway’s role as a bridge for trade connectivity undervalued despite clear importance of identified rail corridors. Only Birgunj/Raxaul-Kolkata Port/Vizag Port rail corridor has been relatively successfully utilized. Trunk Corridor – Feeder Route Model (ITI-DKD route) » Specific suggestion of ESCAP is to develop Southern Corridor over TAR network as a Trunk Transport Corridor and operationalise DKD route in continuation to already operationalised ITI route till missing links of South East Asia are developed. » This will facilitate train runs between Dhaka and Istanbul through Gede- Darshana (india-Bangladesh), Kolkata, Delhi, Attari-Wagah (India- Pakistan), Lahore, Islamabad, Quetta Taftan, Mirjaveh (Pak-IRR), Zahedan, Teheran, Razi-Kapikoy (IRR-Turkey) right upto Kapikul. » Route will have links to Central Asia besides the feeder routes through capital to capital links of SSWA countries and feeder routes of seaports of Bandar Abbas, Bandar-E-Eman Khomeini, proposed route from Chabahar (INSTC connection), Gwadar, Karachi, Colombo, various Indian ports and Chittagong, thus providing reliable and cost effective connectivity within and between SSWA and CA countries. » In this context, we examine individual country’s status in following slides. Transport Infrastructure: Country Status of Connectivity to TAR (Afghanistan)
• Afghanistan being land locked does not have a direct rail connectivity with Southern Corridor’s alignment of TAR. However, there is a potentially upcoming port of Chabahar in Islamic Republic of Iran. • The Chabahar port will allow South Asian economies access to landlocked Afghanistan and energy-rich Central Asia. For instance, India would be able to access through JN Port and Kandla /Mundra/Pipavav/Kandla on India’s west coast. • A 218 km-road link is connecting Delaram with Zaranj in Afghanistan, which is adjacent to Iran’s border. • The port will promote regional connectivity with eight functional dry ports of Afghanistan including the dry ports located in Kabul, Jalalabad and Kandahar.
9
Country Status : Bangladesh
• Bangladesh has excellent Rail connectivity with India at 5 locations. First three are active with around 75 rakes interchange per month- 1. Ranaghat (India) – Dhaka (Bangladesh) via Gede (BG)- Darsana (BG): Active with 45-50 rakes per month 2. Bongaon (India) – Khulna (Bangladesh) via Petrapole (BG)- Benapole(BG): Active with 10-12 rakes per month 3. Old Malda (India) – Ishurdih (Bangladesh) via Singhabad (BG)- Rohanpur (BG): Active with 18-20 rakes per month 4. Barsoi (India) – Parbatipur (Bangladesh) via Radhikapur (BG)- Birol (MG) 5. Karimgunj (India) – Kulaura (Bangladesh) via Mahishashan (MG)- Shahbazpur (MG) In addition, planning is on for rail connectivity at Badarpur (India) and Bhairab (Bangladesh) via new under construction link between Agartala - Akhaura
11 Country Status : Bangladesh contd…
• Dhaka – Ishurdih – Darsana –Gede identified as main TAR route. Has potentials to get extended beyond Dhaka to Imphal on MG route via Aakaura, Kulaura, Shabazpur (Bangladesh) entering India again at Mahishasan border point to Imphal. • Bangladesh has 8 Dry ports including Dry port Dhaka (Kamlapur ICD) all of which can be connected to some yard west of Padma. Points like Ishurdih have been identified in past for developing a rail based ICD but final decision is still awaited. • Indications for a transshipment hub at Muladuli (third station from Ishwardi Junction towards Dhaka) in view of load restriction on crossing of Bangbandhu bridge in which case ICD Dhaka and other ICDs can be linked with Muladuli by road, to provide an integrated multi-modal transport linkage to TAR. • In the interim period a trial container rake has been handled at Bangabandhu West (BBW) station successfully in Side Access containers in April 2018. Containers moved on train from Majerhat in Kolkata to BBW (around 300 km), cargo transhipped in road vehicles at BBW and delivered in industrial belt of Dhaka EPZ, Tongi and Ghazipur, within 50/70 km radius of BBW. Kamlapur (Dhaka) ICD is 117 km from BBW.
12 Country Status: Bhutan
• Bhutan has no Rail connectivity. Current movements are all primarily road based between Kolkata – Thimpu via Phuentsholing. Thimpu – Phuentsholing is 172 km while Phuentsholing – Kolkata is 738 km. • Nearest railhead is around 17.5 km away from its border point, in India at Hashimara in Lumding division of NEF Railway from where both bilateral and third country trade cargo can be transshipped for road carriage via Jaigon (India) – Phuentsholing (Bhutan) border post till Thimphu. • Bhutan is developing a functional mini Dry port at Phuentsholing. Five more are at planning stage at Gomtu, Gelephu, Nganglam, Samdrupjongkjar and Samtse. • Indian Railway has prepared feasibility reports for following links: (i) Kokrajhar (Assam) to Gelephu (57 km); (ii) Pathsala (Assam) tp Nanglam (51.15 km); (iii) Rangiya (Assam) to Samdrupjongkjar; (iv) Banarhat (West Bengal) to Samtse (23 km); and (v) Hashimara (West Bengal) to Phuentsholing (17.52 km).
13 Country Status: India
• In India, the main corridor starts from Gede on Bangladesh border, traversing all the way through to Attari near Pakistan border, through New Delhi. Many sections on this route are very busy, but Indian Government is building Eastern Dedicated Freight Corridor which will take care of capacity constraints for major part of the route. The route is well connected by almost over 70 Dry Ports being patronized by various Container Train Operators (CTOs). • There is potentiality to run Container trains across the subcontinent with Kolkata as Hub and spokes at Birgunj (Nepal), Ludhiana (connecting by rail/road to Pakistan) and Tuticorin (connection through feeder services to Sri Lanka). • Indian Dry port facilities near International borders are Dhandari Lakan (Ludhiana) in the west, 171 kms from Attari - Wagah border, and Kolkata in the east, 113 kms from Gede and further 275 kms from Darsana to Dhaka. • India can have Container protocol with Bangladesh & Pakistan similar to India-Nepal protocol (RSA).
14 Country Status: Islamic Republic of Iran
• In Islamic Republic of Iran, the ITI link is already operationalised though frequency of runs is very low due to non materialisation of adequate traffic.
• Country has also got well developed connections with four dry ports located in Islamic Republic of Iran, and with Central Asia with regular trains plying between Islamic Republic of Iran and Azerbaijan and Turkmenistan.
• Is well poised for linking Chabahar to Afghanistan and Central Asian Republics via shorter routes.
15 Country Status: Myanmar
• In Myanmar, all existing railheads are long distance from the borders with India and Bangladesh as a result of which its connectivity to TAR is not envisaged in near future. • There is a 539 km rail link developed in Myanmar between Mandalay and Kalay, which can be further extended to join Indian Railway network at Moreh for connecting to Imphal – Jiribam. Imphal – Moreh traffic survey is being conducted by Indian Railways. This would leave a 135 km gap between Kalay and Tamu which has been identified by Myanmar as a priority for development. The construction of these links in Myanmar and India would provide Myanmar a direct rail connectivity to TAR via Imphal- Dhaka-Kolkata. • Myanmar has plans to develop dry ports at as many as eight locations including Yangon, Mandalay and Tamu which can be linked once the connectivity is established. • It is learnt that ICDs at Ywarthargyi (Yangon) and Myitnge (Mandalay) have been awarded for development to BOT developers.
16 Country Status: Nepal
• Nepal has Rail connectivity with India at two locations, out of which only one is active for freight - 1. Kolkata (India) – Birgunj (Nepal) via Raxaul- Birgunj (BG): Active for freight trains: extended to Vizag port in 2017 (handles around 95 to 100 trains p.m. incl around 60-65 container trains) 2. Jayanagar- Janakpur (NG): Active for passenger trains • Nepal has 5 Dry ports, out of which only one at Birgunj is fully rail connected. • Dry ports at Biratnagar, Bhairahawa & Kakarbhitta are road linked (A rail link has recently been provided to Biratnagar via rail at Batnaha with ECTS (electronic seals) arrangements). Ultimately, rail terminal will come up at Biratnagar. • Tatopani (road) China, since closed and Rashuwagadhi border open after 2015. Rashuwagadhi dryport under construction. Mahendranagar dry port is also planned. • ICPs coming up at Birgunj, Nepalgunj, Biratnagar and Bhairawaha. • Birgunj - Raxaul – Kolkata has been identified as TAR route. However, it is also possible to move the traffic straigth-away from Dry Port Birgunj to New Delhi for onward connection to Pakistan, Iran and/or Turkey in cases of needs at much economical costs.
17 Country Status: Pakistan
• On Pakistan’s west side, the ITI link is already operationalized though the frequency of train runs is very low due to non materialization of adequate traffic.
• On other side, with India, the rail connectivity is only at two locations, out of which only 1 is active for freight - 1. Attari - Wagah: Active (4 to 5 trains per month; 150-180 wagons; all going loaded, coming back empty) 2. Khokhrapar - Munabao : Active only for passenger
• Attari – Wagah – Mirzaveh – Zahedan is the nominated TAR link.
• Pakistan has 13 Dry ports, out of which many including Lahore are rail connected.
18 Country Status: Sri Lanka
• Sri-Lanka is located ideally for a direct maritime or short sea connectivity with many countries in the region.
• Connectivity to Indian ports can be through through regular feeder services operating between Colombo and the Gateway ports of Chennai, Valarpadam, Tuticorin, Ennore, etc.
• Connection can also be via Karachi, upcoming Chabahar in Islamic Republic of Iran, or directly at Bandar Abbas.
• Sri Lanka has 2 upcoming Dry ports at Peliyagoda and Telangapata, both in Colombo.
19 Country Status: Turkey
• In Turkey, the ITI link is already operationalized through the Gul Train - the international freight train service covering 6500 km between Istanbul and Islamabad via Teheran in 16 days. However, frequency of runs is very low due to non materialization of adequate traffic.
• Connectivity is there to the two existing dry ports at Geleman (Samsun) and Kazan (Ankara).
• Regular Trans-Asia-Europe railway also connects Istanbul to China (Lanzhou) via Islamic Republic of Iran, Turkmenistan, Uzbekistan and Kazakhstan.
• There is also a train ferry service across Lake Van in eastern Turkey.
20 Cost & time Analysis-1
• ICD Dhaka – ICD Lahore via Colombo – Pre Carriage Charge ICD Dhaka- Chittagong Port 524 USD – Ocean freight Chittagong- Colombo- Karachi 675 USD – On Carriage Charge Karachi-ICD Lahore 1065 USD – TOTAL COST (ICD-ICD) 2264 USD Likely charges via land route (around 2295 km) 1371 USD Likely transit advantage (6 to 7 via-a-vis 17 to 22) 11 to 15 days
21 Economic Feasibility of Inland Rail Transport in Southern Asia: A Linear Comparison of ocean and rail based costs and transits Cost & time Analysis-2
• ICD Delhi – ICD Dhaka via Colombo – Pre Carriage Charge ICD Delhi- Mumbai (JN Port) 672 USD – Ocean freight Mumbai- Colombo-Chittagong 650 USD – On Carriage Charge Chittagong-ICD Dhaka 524 USD – TOTAL COST (ICD-ICD) 1846 USD Likely charges via land route (around 1760 km) 1041 USD Likely transit advantage (4 to 5 via-a-vis 18 to 22) 14 to 17 days
23 Cost & time Analysis-3
• Delhi – Teheran via Mumbai/Bandar Abbas – Pre Carriage Charge ICD Delhi- Mumbai (JN Port) 672 USD – Ocean freight Mumbai- JNPort-Bandar Abbas 168 USD – On Carriage Charge Bandar Abbas-Teheran 1341 USD – TOTAL COST (ICD-ICD) 2181 USD Likely charges via land route (around 3810 km) 2350 USD Likely transit advantage (10 to 11 via-a-vis 18 to 22) around 8-11 days
24 Cost & time Analysis-4
• Delhi – Lahore via Mumbai/Karachi – Pre Carriage Charge ICD Delhi- Mumbai (JN Port) 672 USD – Ocean freight Mumbai- JNPort-Karachi 105 USD – On Carriage Charge Karachi-ICD Lahore 1065 USD – TOTAL COST (ICD-ICD) 1842 USD Likely charges via land route (around 521 km) 375 USD Likely transit advantage (1 to 2 via-a-vis 14 to 17) around 13-15 days
25 User Cost and Time comparisons in nutshell…
. Ocean based route Land based multi-modal route Current Current Estimated Estimated costs/ 20’ transits costs/ 20’ transits (US$) (days) (US$) (days)
ICD Dhaka-ICD 2264 17-22 1371 6-7 Lahore
ICD Delhi-ICD 1846 18-22 1041 4-5 Dhaka ICD Delhi-ICD 2181 18-22 2350 10-11 Tehran ICD Delhi-ICD 1842 14-17 375 1-2
Lahore 26 Multi-modal Rail saving potentials
» Annual savings with one train daily with 80 loaded TEUs in one direction and 60 loaded TEUs in return – Dhaka - Lahore: 51.46 mn USD – Delhi - Dhaka: 45.63 mn USD – Delhi - Teheran: 01.07 mn USD – Delhi - Lahore: 78.95 mn USD » Running of just one pair of train in both directions between Dhaka and Lahore (80+60) will yield daily potential saving of over 44% in transaction cost, amounting to 51.46 mn USD in case train is run everyday. Add to this transit savings, for 15 days at 12% carrying cost, totalling 7.56 mn USD annually. 28
Way Forward
UNESCAP’s Regional Policy Dialogues
Connectivity Master Plan
Regular Container Train Runs
Address Supply Side Bottlenecks
Complete Multimodal Links to South Asia- South South East Asia Corridors
Facilitate Production Hubs for Key Locations Along the Corridor Way Forward for Improved Connectivity
• Operationalise TAR corridor wherever feasible: first step will be to revive GUL trains and extend them till BBW in Dhaka which is technically linked. There is need for prioritizing, implementing, and completing pending connectivity projects. Urgent responses needed to ensure ‘transit through Myanmar’ using Asian Highway network till rail linkages are provided through Mandalay. Sittwe linkage also crucial.
• Operationalise feeder links to main TAR route in all countries involved. This will ensure linkage of all facilities in individual contries to TAR network, through suitable multi-modal route linkages.
• Introduce bilateral container trains to be used as relay trains for promoting sub-regional container trains. Nominate hub dry ports for rail borne traffic in each country for rail borne traffic for SSWA block and initiate running of individual country trains between these hub dry ports.
• Follow ICP model at cross border locations, preferably with rail interface. Ultimate goal should be to create and concentrate on ICD to ICD links, to avoid congregations of agents, etc at cross border points where containers could be dropped for onward carriage till cross border vehicular movements become reality.
• Rationalising/reducing high transport costs. Rating for ITI-DKD trains could be done as per suitable model, with a view to cover individual Railways costs and still be trade attractive. Selection of Container train operators for international haulages will be crucial. Way Forward…
• There is also need for improving transport infrastructure and trade facilitation in all sub-regional countries with objectives of – having adequate and efficient logistics infrastructure of international standards – Improving customs administration and containing high transaction costs by using efficient ICT systems for border interchanges. Use of scanners and elecronic seals. – Eliminating transit restrictions • All countries to focus on Industrial Preparedness – through suitable Industrial Policy interventions – Cluster Development, Industrial Zones, Border Special Development Zones (BSDZs); Channelize promotion packages for industrial diversification, technological/skill upgradation, Managerial/entrepreneurial capacity building, Increase value addition of traditional, agro-based, cottage industries. Focus should be on repairing ruptured cross-border trade by expanding the ‘border haat’ programmes. • There is a need for organizing and implementing connectivity projects, programs, arrangements, and agreements through regional organizations. Stress needs to be laid on advancing key programs and projects with the support of international organizations. • Establishing sub-regional economic corridors should be a priority area. Thank You
31 India and Bangladesh: PIWT&T Readiness of IWAI Protocol on Inland Water Transit and Trade (PIWT&T) plays a key role to promote trade IBP route and connectivity to NWs ▪ IBP route connects NW-1 with NW-2 and NW-16, and provides an alternate route to congested Siliguri corridor
▪ IBP route provides alternate route to congested road Siliguri Corridor NW-2 routes (LCS) for Indo-Bangladesh trade
Dhubri Pandu Silghat ▪ Present Protocol valid up to 2020 with provision of auto renewal for next 5 years
▪ 6 ‘Ports of call’ on either side Karimganj Dhulian Ashuganj NW-16 • India: Kolkata, Haldia, Dhubri, Pandu, Silghat, Sirajganj Karimganj Rajshahi Pangaon • Bangladesh: Narayanganj, Khulna, Mongla, Narayanganj NW-1 Sirajganj, Ashuganj, Pangaon
Mongla Agreed Routes 1-way Distance (km) Kolkata Khulna IBP Route Kolkata – Silghat and return ~1,720 Kolkata – Karmiganj and return ~1,318 Haldia NW-97 Existing ports of call Rajshahi – Dhulian and return ~78 Karimganj – Silghat and return ~1,416
*Map not to scale
32 IBP route: Fairway development Readiness of IWAI Fairway development to allow round the year uninterrupted navigation and revive trade routes IBP route and connectivity to NWs ▪ Following stretches being developed for round the year navigability (2.5 m. LAD) at project cost of INR 305.84 crore
Sadiya (Sharing ratio of 80:20 between India and Bangladesh) NW-2
• Sirajganj – Daikhowa: BDT 227.46 Cr. (INR 187.16 Cr.): Dhubri Pandu Silghat 175 km Daikhowa
Karimganj • Ashuganj – Zakiganj: BDT 95.49 Cr. (INR 78.57 Cr.): Zakiganj Sirajganj 295 km NW-16 Ashuganj Narayanganj • Initial dredging for two years – to be completed by March NW-1 2021; maintenance dredging for next 5 years
Kolkata IBP Route • Appointment of PMC for monitoring of dredging works in progress Haldia
33 PIWT&T: India and Bangladesh Readiness of IWAI Protocol on Inland Water Transit and Trade (PIWT&T) plays a key role in promoting trade
▪ IBP route connects NW-1 with NW-2 and NW-16, and provides an alternate route to congested Siliguri corridor
NW-2 ▪ IBP route provides alternate option to congested road routes Siliguri Corridor Silghat (LCS) for Indo-Bangladesh trade Dhubri Pandu ▪ 6 ‘Ports of call’ on either side; New ports of call agreed Chilmari New Ports India Bangladesh Sirajganj Karimganj Dhulian NW-16 Ports of call Kolaghat, Dhulian, Chilmari, Rajshahi, Sultanganj Ashuganj Rajshahi Muktarpur Badarpur (4 on each side) Maia, Sonamura Sultanganj, Daudkhandi Maia Aricha Ghorasal Extended ports of Badarpur (Karimganj), Ghorasal (Narayanganj), Pangaon Narayanganj call (2 on each side) Tribeni (Kolkata) Muktarpur (Pangaon) Tribeni Daudkandi Sonamura Gumti river Existing ports of call NW-1 Agreed ports of call Mongla ▪ Routes agreed to be extended/ included under PIWT&T Khulna Agreed extended ports of call Kolkata IBP Route New/ Extended routes Kolaghat Agreed Routes 1-way Distance (km) ▪ Protocol route no.5 & 6 i.e. Rajshahi-Godagari-Dhulian Haldia NW-97 Kolkata – Silghat and return 1,720 to be extended upto Aricha (Bangladesh) Kolkata – Karmiganj and return 1,318 ▪ Inclusion of Daudkhandi-Sonamura stretch on Gumti Rajshahi – Dhulian and return 78 river as new route no. 9 & 10 Karimganj – Silghat and return 1,416 34 *Map not to scale Use of Chattogram/ Mongla for cargo to/ from NER Readiness of IWAI Proximity to sea ports to reduce logistics cost and improve trade competitiveness of North East states
▪ Agreement on use of Chattogram and Mongla Ports in Bangladesh for transit cargo of India signed in 25th Oct’ 2018
Siliguri ▪ SoP signed on 5th October 2019 Corridor
▪ Chattogram port - Agartala via Akhaura: ~250 km (road), Dawki while road distance between Kolkata port and Agartala: Tamabil Sheola Sutarkandi ~1,500km Agreed Routes Akhaura Agartala Srimantapur Chattogram port/ Mongla port to Agartala via Akhaura and return Bibir Bazar Chattogram port/ Mongla port to Dawki via Tamabil and return
Kolkata port Chattogram port/ Mongla port to Sutarkandi via Sheola and return Chattogram port Mongla port Haldia Dock Chattogram port/ Mongla port to Srimantapur via Bibirbazar and return
*Map not to scale
35 Traffic on IBP route TrafficReadiness on NWs of IWAI Growing traffic on Indo Bangladesh Protocol (IBP) route Cargo traffic on IBP route Commodity profile on Indo Bangladesh Protocol (million tonne) route (in %) ODC/ Project… Steel… Rice, 4.00 Others… Stone … 0.19% 3.09 3.15
Fly ash, 97.19% FY 2017-18 FY 2018-19 FY 2019-20 (P)
(P): Projected based on 1.95 million tonne in Apr-Sep 2019
▪ Approx. 3,600 voyages were made on the IBP in FY18- ▪ Fly ash generated by power plants in West Bengal is 19; voyages in Apr-Sept. 2019 approx. 2,100 and the prominent commodity using the IBP route and is expected to exceed 4,000 in FY19-20 used in Cement making in Bangladesh
▪ Approx. 600 Bangladeshi vessels and 40 India vessels ▪ Narayanganj and Khulna ports in Bangladesh are used the IBP route in FY 18-19 receiving more than 97% of IBP traffic
36 India-Nepal: Proposed Birgunj Connectivity Readiness of IWAI Waterway & Road (from Kolkata via proposed Kalughat terminal) Nautanwa/ Bhairahwa Approx. distance (km): Raxaul/Birgunj 900 (NW-1) + 200 (Road)
Jogbani/ Biratnagar Possibility to connect through Gandak river
Kalughat *Map not to scale Patna Varanasi Sahibganj Biratnagar Bhairahw a
Kolkata
Haldia
• Modification of the Indo-Nepal Protocol to the Treaty of Transit, 1991 to specifically include inland waterways amongst the list of ‘mutually agreed routes’ under consideration Waterway & Road (from Kolkata via Waterway & Road (from Possibility to Varanasi MMT) Kolkata via Sahibganj connect through Approx. distance (km): MMT & Manihari) Kosi river 1,250 (NW-1) + 300 (Road) Approx. distance (km): 500 (NW-1) + 150 (Road) 37 India-Myanmar: Kaladan project Readiness of IWAI
▪ Alternate multi-modal connectivity (Road- IWT- Sea) to North Eastern Region of India Up to through Kaladan river & Sittwe port in Myanmar Tinsukia
Railway BG Bijni route Galgalia ▪ Project cost - Rs. 2,904 Cr. (INR 983 Cr. for Port & IWT component and INR 1,921 Cr. for NH-31C highway component) ; project funded by MEA
Dhubri Mahadipur Karimganj ▪ Project Development Consultant for IWT and Port Component: IWAI; Main contractor for Silchar port & IWT components: Essar Projects
Kumarghat ▪ Project Status: AkhauAkhaura • River channel, Navigational aids, construction and handing over of 300T vessels Aizawl Benapole (06 nos): Completed Kolkata Lawngtlai
Paletwa • Container handling facility at Sittwe and Paletwa: EIA/ SIA pending; Appointment of
Kaladan contractor for construction: on hold by MEA in consultation with IWAI river Legend: Waterway Sittwe • O&M of waterways facilities: Technical bids on RFP for appointment of operator Railways Port Roadways opened on 30 July 2019; TEC report submitted to MEA on 26 August 2019 is under process
38 Aizawl Kaladan Connectivity through Aizawl Aizawl Aizawl Aizawl INDIA – Karimganj – – – – Shillong Kohima Imphal Silchar project 483 483 Km 534 534 Km 225 Km 391 Km 391 173 173 km 539 Km via NH 108 &8 Agartala Via NH 306 &6 Towards Karimganj IM IM Border Myeikwa Towards Silchar 100 334 Kms 158 121 Via306 NH & 6 Kms Kms Kms Myanmar
713 Km 713 Km Pilot Movements on NW-2 Readiness of IWAI Pilot movements to establish viability of IWT
1,235 tonne of fly ash from connectivity through NW-2 and IBP route NTPC Kahalgaon to Pandu 1 1,005 tonne of Bhutan’s stone (Aug’ 2018) 3 aggregates from Dhubri (NW- 2) to Narayanganj (July 2019)
4 4th Nov’ 2019
First containerized movement from Haldia Docks to Pandu with 48 TEUs of Edible oil, Pandu Petrochemicals, Beverages etc. Kahalgaon Dhubri
Narayanganj
10 pilot movements 5 2 Haldia planned till June 2020 924 tonne of imported 2 Vessels with imported coal coal from Haldia Docks to sailed from Haldia Docks to rd th Dhubri (Oct’ 2018) Pandu between 3 -5 Nov
40 Connectivity Initiatives and Engagements of ESCAP
• SAARC – BIMSTEC – ASEAN • Institutional Capabilities • BCIM Corridors • BBIN MVA • Legal and Admin Coverage • SASEC Program • Approach – Term/Scope • IMT Highway, MGC
Transport Transport Transport Corridor Design Infrastructure Facilitation Policy
UNESCAP Transport Corridor Design
Asian Highways (2003) • Intergovernmental Agreements on AH, TAR and Dry Ports lay out Asia-Pacific wide multimodal connectivity
• Subregional corridors are mostly subsets of AH-TAR network Trans-Asian Railways (2011)
• Multimodal transport integration through policy frameworks for harmonizing both hard (physical) and soft (policy) infrastructure
• Fostering collaboration between subregional Dry Ports (2013) organizations for coordination of subregional transport development projects • Follow a building block approach as a part of an agreed Connectivity Master Plan Three Asia-Europe Continental Land Bridges
43 Transport Corridor Design