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Mamuni Das

New Delhi , July 4

EXPERTS have cast their doubts on the feasibility of the Rs 22,000-crore dedicated rail freight corridor project connecting Delhi-Mumbai, Delhi-Howrah in its present proposed form.

A crucial issue that needs to be addressed is the fact that freight trains, which run on existing rail tracks cannot run on the dedicated freight corridor and vice versa.

Moreover, a freight corridor should be built in point-to-point routes, which require heavy haul traffic, they point out.

The proposed dedicated freight corridor would support 15,000-tonne trains with 30-tonne axle loads. Most of the present railway tracks can support 5,000-tonne-train load and 20.3-tonne-axle load.

"The heavy haul designed for the dedicated freight track cannot run on the existing system given the different axle loads, weights and dimensions of wagons. The traffic to be transported on these tracks does not originate at Howrah nor does it terminate in Delhi. So are we talking about transhipment of wagons or unloading and loading of cargoes?" Mr Vijaya Singh, former-General Manager, Central Railways, said at a brain storming session on the dedicated freight corridor here recently.

"Is this (proposed) corridor the right solution? It may create more complications. These corridors are of help in point-to-point heavy haul routes. We already have freight corridors operating between collieries and power houses where they are required," said Mr Singh.

Mr Shanti Narain, former Member (Traffic), Indian Railways, also echoed similar fears. "Dedicated freight corridors are required for high-density loads like iron ore and coal movements. There are specific iron ore and coal circuits, where these dedicated freight corridors are required - not in Kolkata-Delhi-Mumbai," Mr Narain told Business Line when contacted.

Circuits such as Daitari-Banaspani route connecting the Paradip port, Hospet-Bellary sector for iron ore export movements should be finalised. Similarly, before selecting coal circuits, one needs to study the coal production from each of the mines in the future.

"A very detailed study needs to be carried out before moving ahead with the corridor in its present proposed format," said Mr Narain. "Should the Government go ahead with expenditure of Rs 22,000 crore without any detailed survey on the feasibility?" asked Mr Singh.

Consulting firms, while agreeing that having separate corridors for freight and passenger routes are the way forward, also expressed their concerns. Terming the project as "very complex", the McKinsey's Principal, Mr Vipul Tuli, said: "It is important for the dedicated freight corridor to have synergy with existing operations of Indian Railways. Lot of feeders need to be connected through road (given the higher axle load) or rail."

"What is the long-term demand and the nature of traffic to be transported? Issues like the possible loss of revenue to present operations of Railways, the feeder route configuration, extent of private participation are important issues that need to be cleared to ensure that we use the money in the best possible manner," Mr Tuli added. Moreover, it should not result in creation of monopolies.

In May, the Government had announced that the Railways, along with the Planning Commission, would form an organisational structure or SPV (special purpose vehicle) to construct a dedicated rail freight corridor along the Golden Quadrilateral. Initially, the Government plans to raise about Rs 22,000 crore as soft loan from Japan for constructing the tracks between Delhi and Mumbai (Rs 12,000 crore) and Delhi and Kolkata (Rs 10,000 crore).

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