INDIA INTEGRATED TRANSPORT & LOGISTICS SUMMIT 2017 May 3-5, 2017: Vigyan Bhawan, New Delhi

Agenda

May 4, 2017

Parallel Session I

India has invested heavily in developing its road network over the last 25 years. India has a network of ~5.25 mn km of roads, accounting for ~60% of total freight movement. However, National Highways, the most important links in the Indian road network carrying ~40% of total traffic movement, account for just 2% of the total road network. The government has taken steps to improve the national highway network by setting up of six corridors (4 legs of Golden quadrilateral, North-South & East-West corridors). These corridors carry 35% of total road freight.

The national corridors were a visionary development, resulting in substantial increase in industrial activity along the corridors, increased employment generation and improved infrastructure leading to freight cost reduction. In spite of their strategic importance, majority of the NH network is 2 laned. Inconsistent lane infrastructure and lack of access controlled expressways result in varied average speeds across different states in the country. In addition, there are points of local congestion on the existing national corridors driven by access of the corridors through local city traffic.

In order to improve efficiency of freight movement in the country, a two pronged approach is recommended (1) Expand existing road infrastructure to improve connectivity through developing new corridors and upgrading key feeder routes, (2) Improve efficiency of existing and proposed corridors through alleviating local congestion and ensuring seamless inter-state freight movement (through uniform documentation, electronic toll collection etc.)

Moreover, many of the problems associated with the design variation and land acquisition are attributable to inadequate survey and levelling. There is a need to give enough consideration for adoption of alternative survey technique which are more accurate, cost effective and time efficient. Another concerned is preparation of realistic land acquisition plans. Taking this into consideration, appropriate technology needs to be introduced to reduce time for DPR / Feasibility Study Preparation and improve quality.

Innovation in Road construction and maintenance technologies Innovative models in public private partnership Corridor approach to road development

1000 Hrs to 1130 Hrs: Inaugural Session

1200 Hrs to 1330 Hrs: Road freight corridors for economic development

Session Chairman Presentation on Innovation in road construction and maintenance technologies Presentation on Innovative models in public private partnership Panel Discussion

1200 - 1210 hrs Opening Remarks by Session Chairman 1210 - 1220 hrs Lead Presentation 1220 - 1230 hrs Lead Presentation 1230 - 1300 hrs Panel Discussion 1300 - 1325 hrs Interaction 1325 - 1330 hrs Concluding Remarks

1330 - 1430 Hrs Lunch

Parallel Session II

Developing a network of multimodal logistics parks to act as logistics hubs will address the issues of unfavorable modal mix, inefficient fleet mix and an underdeveloped material handling infrastructure. Logistics parks are expected to help transition from the current situation of point-to-point freight movement to an ideal situation of hub and spoke model freight movement.

The large scale investment required for developing logistics parks and the need to leverage industry best practices make the PPP model the most viable option. The involvement of a private player will enable access to state-of-the-art technologies available with the private sector and help in achieving efficient delivery of quality operational and maintenance services. Availability of long tenured loans, assistance in land acquisition and quality of trunk infrastructure are some of the other reasons which make the participation of the government critical in the development of logistics parks. Multimodal Logistics Parks Success stories of Multimodal Logistics Park in developed economies Changing economic landscape and need for MMLP Impediments for multimodal logistics movement in India Changes needed in Multimodal Transportation Act Multimodal Logistics Park Need for coordinated action Session Chairman Presentation on Success stories of MMLPs in developed economies Presentation on Key success factors for MMLP development Presentation on Changing economic landscape and need for MMLP Panel Discussion

1200 - 1210 hrs Opening Remarks by Session Chairman 1210 - 1220 hrs Lead Presentation 1220 - 1230 hrs Lead Presentation 1230 1250 hrs Lead Presentation 1230 - 1255 hrs Panel Discussion 1255 - 1325 hrs Interaction 1325 - 1330 hrs Concluding Remarks

1330 - 1430 Hrs Lunch

1200 Hrs to 1330 Hrs: Public Private Partnerships: Multimodal logistics parks

Parallel Session III

1200 - 1210 hrs Opening Remarks by Session Chairman 1210 - 1220 hrs Lead Presentation 1220 - 1230 hrs Lead Presentation 1230 - 1300 hrs Panel Discussion 1300 - 1325 hrs Interaction 1325 - 1330 hrs Concluding Remarks

1330 - 1430 Hrs Lunch

1200 Hrs to 1330 Hrs: GST: Changing logistics models Introduction of Goods and Services Tax makes movement of goods easier across state borders. Greater degree of change in both process and procedures are required for GST compliance. Supply chain reconfiguration for single market may involve consolidation decisions and drive the demand for large scale industrial warehouses planned based on geographical boundaries.

Such changes lead to revised inventory levels, locations and logistics requirements to meet both B2B and B2C demand. In this context, both User and Logistics Service sectors sense need for greater capabilities, skills and new service models. GST ready supply chains in India Networking key facility locations production & consumption centers Need for logistics service providers, multi modal logistics parks & new business models Infrastructure status for general purpose warehousing

Parallel Session IV

With 14,500 km of navigable inland waterways and a 7,500 km coastline, India has an immense potential for inland and coastal transportation. However, transportation through inland waterways has a share of less than 5% in the total logistics volumes. In comparison, China and EU transport about 45% of shipments through inland waterways. There are cost benefits of transportation through waterways and coastal shipping, with cost of these modes being half of competing modes like road and rail.

Government has taken visible steps to promote coastal shipping and inland waterway transport as viable alternates to road and rail by compensating the costs incurred on first mile and last mile connectivity, for the commodities with potential to be moved through inland waterways or coastal network. Government has also announced measures under the Sagarmala program for port-led development of coastal areas to enable multi modal transportation. Further steps like dedicated infrastructure to ensure priority berthing, port tariff rationalization to align rates for major and non-major ports etc. are required to make the value proposition of logistics movement through inland waterways and sea attractive for logistics players.

Coastal Shipping Need for comprehensive ecosystem to promote adoption Developing inland terminals Adopting global models to accelerate development Coastal Shipping & Inland Waterways Will it drive the next wave of logistics cost transformation

Session Chairman Presentation on Coastal Shipping Presentation Presentation on Developing inland terminals Panel Discussion

1430 - 1440 hrs Opening Remarks by Session Chairman 1440 - 1450 hrs Lead Presentation 1450 - 1500 hrs Lead Presentation 1500 - 1510 hrs Lead Presentation 1510 - 1535 hrs Panel Discussion 1535 - 1555 hrs Interaction 1555 - 1600 hrs Concluding Remarks

1600 1615 hrs Tea / Coffee

1430 hrs to 1600 Hrs: New possibilities: Inland waterways & coastal shipping

Parallel Session V

Logistics cost in India as a % of GDP is among the highest in the world (~14%). As foreign trade increases, it becomes important to address the factors congesting ports, road and rail networks. Slow growth of infrastructure, non-uniform documentation across states and limited digitization lead to increased waiting times, thereby increasing the overall cost of transportation. Government has taken multiple steps to improve logistics efficiency in the country. In order to improve port connectivity with other inland transport modes, 21 port-rail connectivity projects have been proposed. This program aims to improve last mile connectivity to the ports. As India looks to adopt an integrated multi modal logistics model, it is imperative that a strong ICT network is established to introduce end-to-end digitization. Multiple initiatives are proposed aiming at reducing port clearance and check post transit times, most of which require strong coordination between multiple agencies. Digitization-led efficiency enhancement of port infrastructure Moving towards seamless inter-state movement Logistics digitization: Need for multi-modal integration to decongest gateways

Session Chairman Presentation on Digitization-led gateways congestion removal Presentation on Digitization-led efficiency enhancement of port infrastructure Presentation on Moving towards seamless inter-stat