In 2021 the GOI launched an ambitious master plan named GatiShakti scheme for multi-modal connectivity plan, with the aim of coordinated planning and execution of infrastructural projects to bring down logistics costs. Ensuring integrated planning and implementation of infrastructure projects in the next four years, with focus on expediting works on the ground, saving costs. Besides cutting logistics costs, the scheme is also aimed at increasing cargo handling capacity and reducing the turnaround time at ports and railway terminals to boost trade.
So while I’m talking about railways, few questions may arise. How can the Gati Shakti scheme be strategically implemented within the railway system to optimise and expedite cargo handling processes? Can a single initiative boost up change? While GOI launched ‘PM GatiShakti’ scheme, Indian Railways framed a scheme named GatiShakti Cargo Terminal(GCT), in order to boost up terminal development, and rake handling capacity of newly constructed or existing private sidings and private freight terminals. Hope numerous siding owners will be interested in investing in this latest scheme. GCT scheme is the very first initiative taken by the Indian Railways to boost up multimodal connectivity under PM GatiShakti. But is this single initiative enough for bringing Gati & Shakti in freight operation? Various innovative ideas can be thought-of from railway side under PM GatiShakti.
Development of railways owned terminal
Development of railways owned terminal under PM GatiShakti besides GCT scheme can be done positively. It’s very urgent and also essential to invest in the development of railways owned goods shed/siding under GatiShakti
scheme apart from GatiShakti Multimodal Cargo Terminal (GCT).
- Upgrading half rake terminals to full rake capacity to avoid multiple placement.
- Sufficient loading-unloading lines to decongest terminal pipeline.
- Upgrading all 6-10 hrs. working terminal to round the clock working hours for quick procurement.
Installation of mechanized loading-unloading facility for covered wagon to avoid terminal detention. Just a few days ago Krishnapattanam Port of AP&SEZ broke their own record by handling a 42 BCN rake in just 3 hours 35 minutes. If they can do, why can’t IR? Proper and hygienic warehouse facilities and proper roadways connectivity to connect those goods shed quickly.
Universalization of container traffic in railway goods shed
There was nothing more convenient than containerization of railway goods traffic. While all CTOs are used to handle their rakes from their own land, the placement policy of domestic container train in railways owned terminal should be universalized for bagged goods subjected to sufficient stacking infrastructure and mechanized system of container handling.
Universalization happens only when procedures are simplified, rating system is transparent and single window clearance attracts road traffic to rail. Small goods shed should be cargo aggregating point and major terminals should be cargo segregating point.
The vehicle service between small goods shed and big terminals can be introduced to pick up cargo to major terminals.
Proper yard layout for quick turn round
Proper yard layout for quick placement and removal of rakes. In modern era, most efficient yard structure is bulb structure, which is used to construct the major ports in india. The bulb line construction enables the engines to reverse without changing the direction of the train, thus reducing halting time.
Railway-IWT integration
Connecting Inland Waterway Terminals to Railway. this improvement can bring a better gear up for freight operations. In a current study, an attempt has been made to link major Inland Waterways to Railways.
Author: Mr. Nabayan Datta, Railway Content Writer | Image Credit: Pixabay
