FY2018 Study on business opportunity of High-quality Infrastructure to Overseas
(India: Feasibility Study of Rail Transportation Technologies for Completed Vehicles That Contribute to
Operation in India by Japanese Corporations)
Report
1
Table of Abbreviations ................................................................................................................................................. 2
(1) Examination of benefits to India from the transportation of completed vehicles .................................................. 3
a. Envisioned state of transportation of completed vehicles and its effects ............................................................. 3
b. Study of potential for Japanese corporations to establish operations in the vicinity of the DFC ........................ 4
(2) Trends in Indian government policies and measures regarding completed vehicle transportation ........................ 5
a. Trends in related policies and measures by counterpart national government, etc. ............................................. 5
Policies and measures in India ............................................................................................................................. 5
Policies and measures of the Indian Ministry of Railways .................................................................................. 7
Policies and measures by state ............................................................................................................................. 8
b. Study of the legal framework and related matters concerning completed vehicle transportation ..................... 12
(3) Collection and analysis of information and formulation of hypotheses for the purpose of constructing a completed
vehicle transportation network .................................................................................................................................. 18
a. Ascertaining the actual status of infrastructure relating to completed vehicle transportation in India (status of
improvement and progress) ................................................................................................................................... 18
b. Ascertaining the needs and issues involved in completed vehicle transportation for concerned parties in India
20
c. Study of market scale and demand relating to completed vehicle transportation .............................................. 22
(4) Study, demonstration, and validation of technical aspects ................................................................................... 24
a. Data collection and validation concerning issues involved in operating freight trains of completed vehicles. . 24
b. Confirmation of the effects of rail transport technologies for completed vehicles in India ............................... 26
c. Survey of Necessities for the Development of Cargo Collection and Distribution Networks around the DFC
(including development trends, etc. for MMLHs scheduled for development around the DFC) .......................... 42
d. Study of the Development Schedule for Related Infrastructure (including usage conditions, connectivity, etc.)
............................................................................................................................................................................... 46
(5) Calculation of project scale, etc., and study and proposal concerning financing ................................................. 47
a. Calculation of project scale, etc. (including operation, servicing, and maintenance costs) ............................... 47
b. Study and proposal concerning financing .......................................................................................................... 49
Pattern of Japanese-affiliated companies expanding into India ......................................................................... 49
Study of financing methods ............................................................................................................................... 51
a. Use of policy support, etc. potential for lateral extension to other countries, etc. and measures to promote
extension ................................................................................................................................................................ 58
b. Analysis of the superiority of Japanese companies (where necessary, moves by competing companies, and
competitive advantages in comparison with them), prediction of benefits for Japan (economic effects) ............. 59
c. Response to Demands and Points Raised by Interested Parties in India ............................................................ 60
e. Validation of Energy Source CO2 Reduction Effects ......................................................................................... 62
2
CTO Container Train Operator
DFC Dedicated Freight Corridor
DMIC Delhi Mumbai Industrial Corridor
DMICDC Delhi Mumbai Industrial Corridor Development
Corporation Limited
GREEN Global action for Reconciling Economic growth
and ENvironmental preservation
GVW Gross Vehicle Weight
ICD Inland Container Depot
for Transport & Urban Development
MMLH Multi Modal Logistics Hub
MOR Ministry of Railway
Organization
ROC Registrar of Companies
3
(1) Examination of benefits to India from the transportation of completed vehicles
a. Envisioned state of transportation of completed vehicles and its effects
The Indian economy is growing at the rate of around 7%. By the year 2030, the urban population of India is
expected to grow approximately 40% relative to 2014, and the number of cities with a population exceeding one
million will reach eighty-seven. Economic activity in the cities makes up the greater part of India’s GDP, and this
is estimated to expand to as much as 70% by 2030. As it achieves this kind of growth, India is attracting attention
as a promising place to invest. As urbanization progresses, however, traffic congestion, traffic accidents, and
environmental pollution have become serious issues.
The increase in freight transportation volume that resulted from rapid economic growth in India has been
accompanied by Indian government actions to formulate plans (10th and 11th Five-Year Plans) relating to
improvement of the Dedicated Freight Corridor (referred to below as “DFC”) as well as to promote infrastructure
improvement. The government has also engaged in construction of the Dedicated Freight Corridor, among other
activities.
In this context, regulations governing the heavy-duty trucks used for completed vehicle transportation in India
have been tightened. The allowable length of such trucks has been reduced from 22 m to 18.75 m, and the number
of completed vehicles that can be loaded onto one truck has also been reduced.
While this regulatory tightening was underway, the unit sales volume of new completed vehicles in India in 2017
surpassed the figure for Germany to reach fourth place in the world. Unit sales volume of new automobiles is
expected to continue, steadily increasing into the future. (See Figure 1)
This reduction in the number of completed vehicles that can be loaded at one time on these heavy-duty trucks
due to regulatory tightening occurs in combination with the increase in unit sales volume (increase in production
volume) of automobiles within India. Consequently, there are concerns about a shortage of trucks for transporting
completed vehicles from production plants and so on to the locations where there is demand for those products.
Automobile Freight Train Operators (referred to below as "AFTO”), which use specialized freight cars for rail
transportation of these completed vehicles, were freed to participate in the commercial market in 2013. This was in
part because of the idea that it will not be possible to transport those products unless rail freight transportation is
expanded. A large part of this transportation, whether by truck or by rail, is one-way (from production plants to
consumption locations). As matters stand at present, almost no return transportation of automobiles takes place. In
the case of AFTO operation of rail freight transportation, return freight is limited to motorcycle and automobile
parts. If it is made possible to load goods other than motorcycle and automobile parts, however, then it will be
possible to build efficient rail transportation. At the same time that raising the efficiency of transportation of fully
assembled automobiles becomes an urgent issue for commercial enterprises and other concerned parties, the matter
of improving transportation quality in terms of damage to freight and so on is also becoming an issue. Therefore
high-quality service is coming to be sought in conjunction with improved efficiency.
4
Figure 1. Changes in motor vehicle unit sales (automobiles and commercial vehicles) in India
Sources: Created with information materials from the Society of Indian Automobile Manufacturers and Mizuho
Research Institute. Figures up to FY2017 are actual and from FY2018 on are estimated.
b. Study of potential for Japanese corporations to establish operations in the vicinity of the DFC
Interviews were held regarding the possibilities and adverse conditions for Japanese transporters of completed
vehicles that have not established operations in India to establish operations in India. Their replies indicated that
they are contracting to transport completed vehicles, but since the manufacturers of those completed vehicles have
not established operations in India, they are not thinking of operating in India as independent transporters of
completed vehicles.
Automakers, which are expanding into India, anticipate sustained growth in numbers of completed vehicles
produced, which is partly why some manufacturers are considering ways of connecting to the Western Dedicated
Freight Corridor for rail freight transportation of vehicles. Going forward, the question of how to make active use
of the DFC Western Corridor to engage in high-quality, efficient transportation of completed vehicles will become
a key.
3,439,338 3,458,226
3,136,360 3,216,184
3,474,912 3,760,959
4,144,418 4,380,650
4,630,347 4,894,277
5,177,000
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
(Unit: Vehicle)
FY2011 FY2012 FY2013 FY2014 FY2015 FY2016 FY2017 FY2018 FY2019 FY2020 FY2021
5
Figure 2. India’s railway network and automobile and motorcycle factories
Sources: Google Map and JETRO map information utilized
The red line on the left side of Figure 2 is the area along the DFC Western Corridor. Since there are passenger
vehicle, commercial vehicle, and motorcycle factories located along this corridor, it can be assumed that this has
potential as a location for Japanese corporations to establish operations.
(2) Trends in Indian government policies and measures regarding completed vehicle transportation
a. Trends in related policies and measures by counterpart national government, etc.
Policies and measures in India
India has been creating spending plans since 1951 by means of national five- year plans, and there is a history to
date of the promotion of numerous measures that have contributed to the country’s growth. Since 2010, the
economic growth rate in India has ranged between 5% and 10%, and continuing development is anticipated going
forward.
<North (including quasi-state of
Western Corridor: Delhi to Mumbai
Eastern Corridor: Delhi to Kolkata
Delhi
Ahmedabad
Kolkata
6
Meanwhile, Narendra Modi succeeded to the position of Prime Minister in 2014. Taking the view that it would
be problematical to continue an approach imposing centralized authority for the purpose of supporting diversity
across the vast Indian nation, he abolished the five-year plans. What was structured to replace the five-year plans
was the National Development Agenda. The National Development Agenda differs from the five-year plans in that
it was not formulated by the National Planning Commission, but rather by the newly established NITI Aayog. NITI
Aayog is positioned as an advisory organization with the function of providing guidemaps that do not, however,
have the force of law. At the same time, this does not alter the fact that the National Development Agenda provides
guideposts for national policies and measures, and it is useful for obtaining a view of future infrastructure policies
and measures in India.
The National Development Agenda has the function of presenting a view of national policies and measures
classified under three components: the long-term, medium-term, and short-term views. On the other hand, public
announcement of the long-term Fifteen-Year Vision (2017/2018 to 2031/2032) and the medium-term Seven-Year
Strategy (2017/2018 to 2023/2024) has been delayed. The only component that can be confirmed as of January
2019 is the short-term action plan known as the Three-Year Action Agenda (2017/2018 to 2019/2020)1.
The Three-Year Action Agenda presents short-term and specific policies and measures of the national government.
The chapter titled "Transport and Connectivity" is related to the present project, and it identifies the following issues
faced by the nation in relation to transportation and connectivity:
1. The transportation network is not planned holistically.
2. Maintenance of different modes of transport infrastructure is poor.
3. The capacity of physical transport infrastructure is limited.
4. The transportation network has severe modal imbalances.
5. Transport safety, particularly road safety, remains poor.
6. The transport sector remains highly dependent on conventional sources of energy.
The Agenda also touches on the revision of railway fares on freight railways, improvement of efficiency,
observance of railway timetables, and related matters. It is apparent that the central government intends to accelerate
modal shifts by improving the convenience of the freight railways. The Agenda also declares a policy of showing
consideration for the environment while advancing the development of infrastructure.
When national transportation policies and measures are viewed in this way, the present project to promote
increased efficiency and environmental consideration in freight transportation using the technology of Japanese
corporations can be considered to be in line with the national vision drawn up by India's central government.
1 http://niti.gov.in/writereaddata/files/coop/IndiaActionPlan.pdf
Policies and measures of the Indian Ministry of Railways
Policies and measures relating to railway infrastructure are formulated by the Ministry of Railways. Indian
Railways is the business that handles national railway operations. The transportation and logistics network operated
by Indian Railways is among the largest in the world. In a single day, it has 7,000 freight trains running. Freight
transportation volume on the railways is increasing in proportion to the population, and it is anticipated that steps
will be taken in the future to make further investment and improvement of services geared to user needs.
Under the long-term policy of the National Rail Plan 20302, the Ministry of Railways is acting in the short term
on the basis of the Indian Railway Vision & Plans 2017-20193, which is a three-year plan. The plan presents nine
themes clearly expressing a stance oriented to improvement of domestic transportation by the implementation of
new policies and the promotion of attempts to improve services.
The themes given in the Indian Railways Vision & Plans 2017-2019 are as follows:
1. Infrastructure is to be upgraded (Infrastructure upgradation)
2. Customer satisfaction is to be improved (Passenger experience)
3. Status as preferred freight carrier is to be achieved (Preferred freight carrier)
4. Non-fare revenue is to be increased (Non-fare revenue enhancement)
5. Fatal accidents are to be reduced to zero (‘Zero’ fatality)
6. Modernization is to be achieved by computerization and the most advanced technology (Modernization by
digitization & cutting edge technology)
9. Sustainability is to be improved (Sustainability)
The new policies relating to freight transportation involve operation utilizing digital technology, review of pricing
strategy, setting of timetables, and organizational improvements. In order to develop Indian Railways into a more
preferred freight carrier, it will be important to formulate a roadmap for the active use of digital services to rebuild
the freight rate model, to implement transportation services on a fixed schedule, and to reconfigure the organization
with an emphasis on the market. The Ministry of Railways declares that it is engaging with policies for that purpose
and is going to make every effort for improvement.
In August 2014, after the Modi administration came into office, the Cabinet allowed 100% foreign investment
participation in high-speed rail, dedicated freight routes, suburban corridor rail networks, and other such railway
infrastructure PPP projects. The context for this was the underlying government intent to bring about modernization
of the railways by liberalizing direct investment with the aim of further expanding the network. The participation
2 http://pib.nic.in/newsite/PrintRelease.aspx?relid=155122 3 http://www.indianrailways.gov.in/Railways%20Presentation.pdf
8
of private enterprise in completed vehicle transportation by the railways has been progressively eased, and there
are expected to be increasing business opportunities in the railway infrastructure field going forward.
Policies and measures by state
India has adopted a federal type of governance. The decentralization of power has been reinforced, and a wide
range of authority and financial resources have been transferred from the central government to the state
governments. The policies and measures in Haryana State, Gujarat State, Karnataka State, and Tamil Nadu State
are of particular importance in examining the possibilities of the present project because they are closely related to
the completed vehicle transportation business. Transportation policies and measures for each state are described in
the following:
Haryana State
Haryana State is the location of the production centers (Manesar and Gurgaon) of Maruti Suzuki, which holds
the largest share of automobile sales in India. According to the Government of Haryana Vision 20304, their share
of domestic automobile production volume is approximately 50% (when motorcycles are included, approximately
60%).
Vision 2030 states the intention to reinforce efforts attracting investment to the Delhi Mumbai Industrial Corridor
(referred to below as “DMIC”), where a Dedicated Freight Corridor is to be placed. The construction of Multi
Modal Logistic Hubs (referred to below as “MMLHs”) is also planned as an element in the Vision. In May 2018,
the state government approved the development of Nangal Chaudhary as a logistics hub, and the decision has been
made to implement the project in two phases by around 2028. Construction of a logistics hub is aimed at
simultaneously forming industrial clusters and heightening the efficiency of physical distribution, and this is
expected to contribute to the creation of new bases for business in Haryana State.
The Government of Haryana Vision 2030 also sets 17 sustainable development goals (SDGs). One of these, SDG
9: Industry, Innovation and Infrastructure, describes the sector vision in these words: "Develop state-of-the-art
infrastructure to promote a conducive environment and provide a robust plug-and-play ecosystem for sustainable
and inclusive industrialization…" The aim is to realize the following five goals:
1. Establish six electronics manufacturing clusters, six IT parks, three e-commerce logistics centers, and seven
incubation centers
2. Construct 100 factories and 100 worker housing facilities
3. Procure an additional 8,500 buses for the public transport system
4. Construct elevated crossings at 15 locations, bypass roads at 20 locations, and roads (as elevated structures
and under elevated structures) at 100 locations
5. Construct large-scale recycling plants at 17 locations, sewage treatment plants at 28 locations, and multi
4 http://esaharyana.gov.in/Portals/0/undp-2030.pdf
modal logistics hubs at five locations
When this project survey team visited the area in August 2018, the Delhi Mumbai Industrial Corridor
Development Corporation (referred to below as “DMICDC”), which is in charge of development related to MMLH
construction, appeared to be expecting to add passenger and freight railways, bus terminals, metro lines, car parking
lots, and company office space to the facilities. That construction would heighten the convenience of freight
railways and contribute to promoting modal shifts in Haryana State as well as to promoting the increase in volume
of cargo handled by railways.
Karnataka State
With its capital in Bengaluru, Karnataka State is sometimes termed India's Silicon Valley, and multinational
corporations have global strategic bases and research and development bases clustered there. The automobile and
auto parts manufacturing industry is also growing, and corporations such as Toyota, Mahindra, Honda (motorcycles),
and Volvo (buses) have production centers in place in this state, as well. The factories operated by Japanese
corporations are located in an area centered in Bengaluru and extending approximately 80 km. Toyota Motor
Corporation and its group companies have sited themselves in the Bidadi Industrial Area, Honda (motorcycles) and
Aisin Seiki have sited themselves in the Narasapura Industrial Area, and Denso Corporation has sited itself in the
vicinity of the Peenya Industrial Area.
The Nava Karnataka Vision 2025 states the long-term policy of Karnataka State. This vision for the infrastructure
sector is: "To ensure…connectivity across Karnataka in order to achieve increased socio-economic development of
the state." The document sets forth the following seven goals by which the vision is to be realized:
1. Enhance regional connectivity of roads ensuring first and last mile connectivity to all villages
2. Develop robust airport and airstrip infrastructure in the state
3. Augment rail connectivity across the state to deliver a seamless, accessible, multimodal, and secure transport
offering
5. Develop Corridor Infrastructure to augment cross-sector potential of the state
6. Attract large investments in the infrastructure sector
7. Improve accessibility and efficiency of bus public transportation system
In connection with the goal expressed as "Augment rail connectivity across the state to deliver a seamless,
accessible, multimodal, and secure transport offering," in January 2019 the state government took the concrete step
of approving the Bengaluru Suburban Rail Project, which is to link Bengaluru with four routes within the state.
This is a move toward significant improvement of railway infrastructure. At the overall length of 64 km (Heelalige-
Devanahalli corridor), a total of 80 stations will be linked. This is expected to increase railway utilization by the
public and provide a positive impetus not only for passengers, but also for freight transportation.
10
Southern Railways indicated the understanding that, under current circumstances, it is when the distance exceeds
2,000 km that the cost of rail transportation falls below the cost of other land transportation (i.e., truck). Thus the
transportation distance can be considered a crucial factor in the rail transportation business.
Gujarat State
In Gujarat State, automobile production is being carried on by Maruti Suzuki and Peugeot, and there is great
potential need for businesses that transport completed vehicles by railway. The Gujarat factory of Maruti Suzuki,
which entered operation in January 2017, is located near Mundra Port, and the total volume of completed vehicle
transportation there is also expected to increase. Metro line development centered on Ahmedabad, the former state
capital, and a high-speed rail project between Mumbai and Ahmedabad are underway, while National Highway 8
connects to Delhi in the north and Mumbai in the south. Areas along these routes form a favorable investment
environment, and further industrial activity is anticipated.
Present infrastructure policy and measures in Gujarat State are being pursued in accordance with the Blueprint
for Infrastructure in Gujarat 2020 (BIG 2020)5 . (A BIG 2030 plan is being formulated but has not yet been
announced as of January 2019.) This is the ten-year plan for the infrastructure field that was published in August
2009, and development of railway infrastructure in the state is also taking place on the basis of this plan. Gujarat
State emphasizes improvement of infrastructure connectivity in BIG 2020, and sets forth measures to achieve the
following goals in railway infrastructure, as well.
1. Strengthen connectivity from port and harbor facilities and industrial areas to DFC and DMIC
2. Implement priority measures for multi modal transportation projects that contribute to reduction of physical
distribution time and costs
3. Provide efficient and rapid passenger service on important routes and at railway stations
4. Provide railway services geared to demand with the central city in the state as the starting point
Recognition of the importance of this state's railway infrastructure is apparent even from the amount of
infrastructure investment from 2008 to 2017 as projected in 2009 (see Table 1). The state government was to
implement fifty-four railway infrastructure projects during this period, and it had set up plans to increase the
expenditure figure every year. Included in this was a plan to adopt a Japanese Shinkansen-type high-speed rail line
between Ahmedabad and Mumbai, and implementation of this project is continuing as of 2019. If the railway
infrastructure is fully upgraded, then modal shifts within the state can be expected to advance, and utilization of
railways for freight transportation can be expected to accelerate, as well.
5 http://www.gidb.org/big-2020
11
Table 1. Infrastructure expenditure in Haryana State 2008-2017 (unit: 10 million rupees)
Investment
period
Source: BIG 2020
Tamil Nadu State
The automobile manufacturers that have sited production centers in Tamil Nadu State are Renault Nissan,
Hyundai, Ford, and BMW. Many auto parts suppliers have also established operations there. Examples of Japanese
suppliers among them include AGC, Bridgestone, Nippon Steel & Sumikin Materials, and Kyowa Altec. Growing
numbers of foreign corporations have been establishing operations in recent years in Sri City in Andhra Pradesh
State, which is adjacent to Tamil Nadu State, and the South Korean automobile manufacturer KIA announced in
April 2018 that it would start production activities in the region by 2019. The automobile industry is expected to
continue growing in Tamil Nadu State and its vicinity in the future, and a need for railway transportation of
completed vehicles can therefore be expected to exist there.
Vision Tamil Nadu 20236, which is the ten-year plan for Tamil Nadu State, earmarks 150 billion rupees for a
dedicated freight corridor project (between Chennai and Thoothukudi) as part of railway infrastructure investment,
and 3,700 billion rupees for infrastructure investment in the state as a whole. The state has declared the following
three goals for railway infrastructure, including the construction of dedicated freight routes to all ports and harbors:
1. All urban nodes with population of over 500,000 are to be connected with high speed rail corridors for both
freight and passenger traffic
2. All ports and harbors are to be provided with connections to dedicated freight routes
3. Key routes are to be increased by a factor of two and electrified
The import and export of auto parts takes place mainly at Chennai Port. Most of the completed vehicles
manufactured in the south of India are exported either through Kamarajar (Ennore) Port or through Chennai Port.
The Adani Group, which is a major local logistics company, announced in December 2017 that it would build a
new container terminal within Kamarajar Port and work on expanding the business of transporting completed
vehicles. Meanwhile, Chennai Port has been experiencing conspicuous logistics backlogs in recent years, and
attention has therefore been concentrated also on Kattupalli Port, which is near Kamarajar (Ennore) Port, as well as
on Krishnapatnam Port, which is located in Andhra Pradesh State approximately 110 km from the Sri City Industrial
Area.
12
b. Study of the legal framework and related matters concerning completed vehicle transportation
Per capita GDP in India has been increasing significantly in recent years, with the result that figures for automobile,
motorcycle, and other such ownership have risen. In 2016, the number of vehicles in India exceeded 230 million units
of which 27.9 million units (approximately 12% of the total) were automobiles and jeeps.
Figure 3. Changes in number of registered motor vehicles and per capita GDP in India
Source: Created with reference to information materials from Ministry of Statistics and Programme Implementation
and World Bank
Table 2. Number of registered motor vehicles in India (2001-2016)
Year Buses Taxis Goods
0
400
800
1,200
1,600
2,000
0
50
100
150
200
250
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

GDPUSD
Per capita GDP (right axis: USD)
13
2016 1,384,740 2,341,375 10,516,156 168,975,300 27,900,312 18,912,715 230,030,598
Source: Created with reference to information materials from Ministry of Statistics and Programme Implementation
The number of automobiles and jeeps increased by a factor of four over the sixteen years from 2001, reaching an
annual growth rate of nearly 10%. As things are at present, the great majority of completed vehicles in India are
transported using trucks. According to on-site interviews, rail transportation appears to account for no more than
about 5%. Four major reasons that truck transportation accounts for the majority are as follows.
It enables direct transport from the factory to the dealer.
It is cost advantageous for short and medium distance transportation.
Transport trucks exist in abundance.
Transportation can be completed in a shorter time.
Trucks used to transport automobiles are generally customized. The rules regarding truck specifications are set
forth in Rule 93 of the Central Motor Vehicles Rules (CMVR) of 1989.
14
(Article 93: portions extracted from the source text)
“(2) The overall length of a motor vehicle other than a trailer shall not exceed—
(i) in the case of motor vehicle other than transport vehicle having not more than two axles, 6.5 metres;
(ii) in the case of transport vehicle with rigid frame having two or more axles, 12 metres;
(iii) iii the case of articulated vehicles having more than two axles, 16 metres;
(iv) in the case of truck-trailer or tractor-trailer combination, 18 metres;
(v) in the case of three axle passenger transport vehicles, 15 metres;
(vi) in the case of single articulated (vestibule type) passenger transport vehicle, 18 metres (Please see the
conditions given in note below);
(vii) in the case of double articulate passenger transport vehicles, 25 metres.
(3.A) The overall length of the construction equipment vehicle, in travel shall not exceed 12.75 metres:
Provided that in the case of construction equipment vehicle with more than two axles, the length shall not
exceed 18 metres.
The overall height of a motor vehicle measured from the surface on which the vehicle rests,—
(i) in the case of a vehicle other than a double-decked 142[transport vehicle], shall not exceed 3.8 metres;
(ii) in the case of a double decked transport vehicle, shall not exceed 4.75 metres;
(ii-a) in the case of tractor-trailer goods vehicle, shall not exceed 4.20 metres;
(iii) in the case of a laden trailer carrying ISO series 1 Freight Container, shall not exceed 4.2 metres:”
The Ministry of Road Transport and Highways has been supporting the transportation of vehicles in recent years
by extending the allowed length of articulated vehicles from 16 meters to 18.758 meters. The permissible gross weight
and safe vehicle weight by truck category defined by the Ministry are shown below:
Table 3. Permissible weight (GVW) and safe maximum axle weight by truck category
Transport vehicle category Maximum gross
vehicle weight (tons)
Maximum axle weight
1. Rigid Vehicles
9.00 Front: 3 tons
12.0 Front: 6 tons
16.2 Front: 6 tons
25.0 Front: 6 tons
Rear (tandem): 19 tons
Number of rear (tandem)
Rear (tandem): 19 tons
<Trailer>
<Trailer>
<Trailer>
<Trailer>
44.0 <Tractor>
<Trailer>
36.6 <Truck>
Number of rear (tandem)
44
<Truck>
<Trailer>
Number of rear (tandem)
Number of rear (tandem)
Number of rear (tandem)
17
Various different indirect taxes exist in India, in addition to which the taxation rates and frameworks differ from
state to state. Consequently, the system used to be complex. On July 1, 2017, however, the Goods and Services Tax
(referred to below as “GST") was introduced and seventeen indirect taxes were unified.
India has adopted a dual GST scheme that is made up of Central GST (CGST), State GST (SGST), and Integrated
GST (IGST). In-state transactions are subject to CGST and SGST, while interstate transactions and import
transactions are subject to IGST (customs duties are imposed separately from GST).
The GST Law takes an approach based on units of bases rather than of corporations. Every transaction between
bases (in the case of a corporation unit, every internal transfer) is subject to GST.
18
(3) Collection and analysis of information and formulation of hypotheses for the purpose of
constructing a completed vehicle transportation network
a. Ascertaining the actual status of infrastructure relating to completed vehicle transportation in India (status of
improvement and progress)
1. Regarding current freight stations for completed vehicle transportation
Visits were made to inspect Farukh Nagar Station and Nidavanda Station, which are currently being used to
transport completed vehicles on freight cars for AFTO use. Farukh Nagar Station is a starting station for transporting
completed vehicles while Nidavanda Station is a destination where completed vehicles arrive.
1-1. Farukh Nagar Station
Visits were made to this station on both the first and second trips to India. Unfortunately, AFTO freight cars for
the purpose of carrying completed vehicles were not present on this line.
This station, we were informed, handles transportation amounting to 16-17 round trips per month. In the case of
the newest AFTO freight cars that are dual-level carriers, trains departing from this station can carry approximately
320 mini vehicles. In the case of AFTO freight cars with improved passenger cars, however, they can only carry 240
vehicles. When completed vehicles are loaded at Farukh Nagar Station, loading takes about seven hours.
1-2. Nidavanda Station
AFTO freight cars (BCMCBA type) with modified passenger cars had arrived in the station, so these freight cars
were inspected. Information regarding departure from and arrival at this station is shown below:
Carrying five vehicles per car, a 25-car consist can transport a total of 125 vehicles.
Unloading the vehicles takes approximately seven hours
There are 28 round trips operated per month, meaning roughly one round trip per day
2. Concerning characteristics of rail transportation involved in completed vehicle transportation
The transportation of completed vehicles can be broadly divided into rail transportation that uses freight cars to
carry completed vehicles (AFTO) and transportation of completed vehicles in containers (container train operators
[“CTO”]).The distinctive characteristics of these two transportation methods are described below:
2-1. In case of freight cars for completed vehicle transportation
When freight cars for the purpose of completed vehicle transportation are used, carrier cars are used to transport
completed vehicles from the factory to the freight stations. The completed vehicles are held at the freight station,
and after the freight cars arrive, the completed vehicles are loaded by driving them onto the freight cars. The freight
cars for completed vehicle transportation are 73 feet in length and operate in 27-car consists. We were informed that
loading and unloading the completed vehicles takes about seven to eight hours. At the arrival station, the completed
vehicles are unloaded by backing them off of the freight cars. They are then held at the freight station until they are
loaded onto carrier cars to be transported to the customer. Figure 4 shows a conceptual image of the process.
19
Figure 4. Conceptual image of completed vehicle transportation by AFTO freight car
2-2. In case of container use for completed vehicle transportation
When completed vehicles are transported using containers, the completed vehicles at the factory are loaded onto
the container carrier chassis that have come to pick them up. They are then transported to the freight station. The
containers are held at the freight station until being loaded onto container carrier cars and transported by rail. After
that, the containers can be loaded onto container carrier chassis and transported by truck to the delivery destination.
Figure 5 shows a conceptual image of container transportation. Pallets are used in order to load as many completed
vehicles as possible into the containers, and the loading and unloading of the pallets is carried out at the factory and
the delivery destination.
Figure 5. Conceptual image of completed vehicle transportation by container
The preliminary design of the freight stations is made on the basis of the distinctive characteristics of these two
methods of completed vehicle transportation, one using freight cars and the other using containers that are for the
purpose of completed vehicle transportation.
Factory
Freight
station
Delivery
destination
Freight
station
b. Ascertaining the needs and issues involved in completed vehicle transportation for concerned parties in India
During the two field visits made over the period of this study, interviews were held with automobile and motorcycle
manufacturers, transport operators, freight car manufacturers, and other parties including private enterprises and
organizations.
In India, the terms cost competitive and price sensitive were heard from both private enterprises and organizations.
A cost-sensitive stance was apparent on the part of both producers and consumers. The keywords of modal shift,
green logistics, and eco-friendliness were not heard during manufacturer interviews, giving the impression that
consideration for environmental problems is something that still lies far in the future, very far as penetration to the
private enterprise level is concerned.
Apart from price sensitivity, the factors of transportation quality and lead time were assigned varying orders of
priority by different manufacturers. Among the kinds of manufacturers that are competing for top market share,
however, an emphasis on high-volume transportation was found to be a key point due to the effort to achieve a larger
number of units shipped, which is an element in the ranking of market share.
In terms of this concern with high-volume transportation, rail transportation is capable of achieving dominance
over trucking as a percentage of transportation. Therefore remarks were also heard to the effect that there were
expectations for expansion of rail transportation.
On the other hand, there are also numerous manufacturers that pursue an advance payment system in which they
do not make shipment arrangements until receipt of payment from the dealer has been confirmed. Remarks on this
side show that truck transport is preferable because it allows immediate arrangement to be made for small lots.
The main means of completed vehicle transportation at present is transportation by truck. Some advantages of
truck transport other than the above include the moderate cost and the predictability of lead time in comparison with
rail transportation that does not have an operating schedule.
As far as rail transportation is concerned, there was recognition that it is good to secure multiple means of
transportation. At the same time, however, the following concerns regarding rail transportation indicated that the
switch to rail transportation or expansion of the proportion of transportation by rail is unlikely to occur any time
soon.
There are no operating schedules. (Operations give priority to passenger traffic.)
Transport from the factory to the departure station and from the arrival station to the automobile stockyard
requires reloading onto trailers, and those operations increase man-hours. (There is a perception that
increased man-hours not only means increased expense and longer lead times, but also a greater risk of
damage to the product.)
Fares are set by the Indian Railways CTO in a way that assumes heavy cargo, and the fares are not suited
to completed vehicles, which are relatively light in weight. The fare structure is also unclear and does not
provide cost breakdowns, so that fare fluctuations are difficult to anticipate. (In truck transportation, diesel
fuel price fluctuations are reflected directly, making the cost easier to predict.)
21
In the case of an advance payment system, the timing of product shipment is difficult to match with the
timing of freight train departure.
Adequate space has to be assured for loading and unloading at the departure and arrival stations.
It was found from these interviews that improvement with regard to the issues faced by rail transportation divides
into two areas. One area, involving the creation of operating schedules, setting fares, and so on, will require that
Indian Railways be approached to make improvements. In the other, which involves matters such as limiting the
occurrence of damage to the product and raising transportation efficiency in order to reduce total cost, the transport
operators can make improvements by providing new services.
22
c. Study of market scale and demand relating to completed vehicle transportation
(1) Domestic demand in India
As noted earlier, domestic unit sales of automobiles in India are continuing to grow. Going forward, it can be
anticipated that as incomes rise, there will be a progressive shift as people replace their motorcycles by purchasing
automobiles, and replace their compact automobiles by purchasing medium-size and large automobiles. The
distribution of automobile ownership can also be expected to expand from urban areas to outlying regions. Therefore
the prospects are good that the need for completed vehicle transportation will also continue increasing in the future.
The pyramidal population structure in India gives further reason to expect that India’s automobile industry will grow
in the long term.
(2) Demand from Japanese corporations
It is also apparent from Figure 2 that Japanese automobile manufacturers have established their presence mainly
in the north and south of the country. It is also the case that as manufacturers established operations in India, auto
parts manufacturers followed suit.
The JETRO study “About the Indian Automobile Industry (with a Focus on TN State)” (June 2018 edition) contains
this statement: “There is also a growing trend for auto parts produced in India to be supplied to the world's
automobile production centers, so India is playing a significant role in the global supply chain.” Parts manufacturers
can be anticipated to continue expanding production and enlarging transport volume not only in order to acquire
markets in India and the newly emerging countries around it, but to capture the global market.
<Examples of Japanese auto parts suppliers with bases in South India>
Figure 6. Examples of Japanese auto parts suppliers with bases in South India (for reference)
Source: JETRO Chennai Office, “About the Indian Automobile Industry (with a Focus on TN State)” (June 2018
edition)
Bengaluru vicinity
AGC Inc. Alpha Igarashi Electric Works Marubeni-Itochu Steel Usui Co., Ltd. NTN Kasai Kogyo Kyowa Altec Kyowa Metal Works GUN EI Chemical Industry/SAN-EI SILICA Koito Manufacturing Kosei Aluminum
Nippon Steel & Sumikin Materials Sanoh Industrial Nippon Steel & Sumikin Pipe Sumitomo Wiring Systems Daido Metal Takata Corporation Nichias Corporation Nikki Nittan Valve NSK Nihon Tokushu Toryo Hitachi Automotive Systems
Bridgestone Mitsuba Yamaha Motor Electronics Unipres Corporation Yorozu Corporation Aisan Industry (SriCity) Kikuwa (SriCity) Tohoku Steel (SriCity) Nippon Seiki (SriCity) NHK Spring (Chennai, SriCity) Piolax, Inc. (SriCity) etc.
Aisin Seiki Iida Industry Owari Precise Products Keihin Corporation Sanoh Industrial JTEKT Sumitomo Wiring Systems
Seiren Co., Ltd. TPR Denso Sumitomo Riko Tokai Rika Toyoda Gosei Toyota Industries Corporation
Toyoda Iron Works Toyota Boshoku Nippon Piston Ring Co., Ltd. Bando Chemical Industries Musashi Seimitsu Industry Co., Ltd. etc.
23
d. Hypothesis Formulation for Building a Completed Vehicle Transportation Network
This business model for a completed vehicle transportation fabricates tools for completed vehicle transportation,
then uses those tools to transport completed vehicles on the outward leg, and motorcycles, general goods, etc. on
the return leg. The current AFTO system carries completed vehicles on the outward leg, but it is limited to only
carrying completed vehicles, motorcycles, and auto parts on the return leg, so the majority of operation is one-way
transportation.
We envisage changing the concept of completed vehicle transportation in India by developing and operating tools
able to change one-way transportation to round-trip transportation.
Currently, AFTO operators use freight cars to transport completed vehicles, and if they have no freight for the
return leg (the freight cars are only being forwarded), the return leg carriage charge is reduced by 80% from the
outward leg charge. That means rail transportation is viable even if there is no return leg freight, but it is not certain
how long this arrangement will continue.
For the business model which we are considering, we are studying ways to run freight cars laden7 in both directions.
This involves fabricating tools which yield advantages even in comparison with other modes of transport.
Figure 7 Illustration of Two-Way Load Carrying
We feel it is necessary to carefully study the economy and risks of changing to two-way load carrying. To examine
the economy, we will compare the carriage charges and fees of carrier cars and of transportation by AFTO freight
cars, based on the costs of the containers and pallets used, etc. in this proposal. However, if two-way load carrying
were achieved, there would be the risk that we cannot know how long the discount arrangement for AFTO freight
car forwarding on the return leg will continue. Finally, the most important challenges for achieving two-way load
carrying are fixed-time operation of freight trains, and obtaining return leg loads.
7 Operating trains that are loaded with freight.
Factory
Factory
a. Data collection and validation concerning issues involved in operating freight trains of completed vehicles.
On January 20, 2017, Japan’s Ministry of Land, Infrastructure and Transport commissioned Nippon Express to
conduct a demonstration of rail freight transport over approximately 2,200 km between Delhi and Bengaluru in
India, to promote the use of rail freight. This demonstration hired one 80 TEU freight train, from Indian
Railways, to perform rail freight transportation. The demonstration was expected to compile a timetable that
would reduce the journey, which usually took seven to ten days over that zone, to three days or less, substantially
shortening lead time. The result, however, was that the service arrived seventy-two hours later than the scheduled
timetable.
Figure 8 Illustration of a Demonstration of Using Joint Cargo Collection in India to Encourage the Use of
Containerized Rail Freight Transport
(January 12, 2017, http://www.mlit.go.jp/report/press/tokatsu01_hh_000294.html)
As this demonstration showed, freight transportation in India still faces many challenges.
The challenges facing rail transportation are as stated below:
As a general rule, forty-carriage trains run between the departure and destination station,
and the train does not depart if freight is insufficient for forty carriages, so the departure
date is unknown.
Operation, etc. prioritizes passenger rail service, so the time required for freight journeys is
unknown.
The zones and numbers of trains available for regular, fixed-time transportation are limited.
* Regular services, of one train per week in two zones, started on June 15, 2016.
Building a joint cargo collection scheme -> Implementing regular-service transportation
- Multiple Japanese and Indian forwarders jointly collect freight from multiple shippers to collect
sufficient volume for one train.
- The optimum departure date is set, and dates and times of departure and arrival are determined
through discussion between IR (Indian Railway) and CTOs (Container Train Operators)
- Collection information is centrally managed, and freight location information, etc. is provided to each
forwarder.
Envisaged demonstration project to encourage the use of containerized freight rail transport that employs joint cargo collection in India
The current state of containerized freight rail transport in India
Building a joint cargo collection scheme -> Implementing regular-service transportation
- Multiple Japanese and Indian forwarders jointly collect freight from multiple shippers to collect sufficient
volume for one train.
- The optimum departure date is set, and dates and times of departure and arrival are determined
through discussion between IR (Indian Railway) and CTOs (Container Train Operators)
- Collection information is centrally managed, and freight location information, etc. is provided to each
forwarder.
25
- Challenges of rail transport operation
(1) Rail services and station cargo handling are performed by different operators, so it is difficult to prepare
schedules for train services, and to stick to the scheduled service times. (Many freight trains in India do not
have set arrival and departure times).
(2) Rail transport operators cannot get involved in rail services, which makes it difficult for them to comply
with what users want from rail transportation.
(3) When a train runs on time in Japan, that means the train arrives at, and departs from, each station at a
predetermined time. In India, however, there are set service times for some freight trains, but in practice,
the trains do not run according to their timetables.
26
b. Confirmation of the effects of rail transport technologies for completed vehicles in India
1. Pre-travel survey
We conducted a survey, drawing on information from the local corporation of Konoike Transport, and from the
Internet, etc. of current means of completed vehicle transportation in India, and their issues.
Table 4 The Current State of Completed Vehicle Transportation in India
Current completed
vehicle transportation
low.
for that purpose can be given
minimum modifications, which
carriages so that completed
stock. Therefore, the procurement
vehicle transportation are low.
cramped and each can only carry
one level of completed vehicles.
Therefore, the number of
transported is small for the number
of carriages in the train.
- One-way transportation
doors and chassis strength intended
for loading general freight.
stations.
must be stored again at the arrival
station before they are delivered,
requiring land at each station.
- Drayage8 is required to the
departure and arrival stations
from the factory to the loading and
departure station, and from the
arrival station to the car pool that is
the delivery destination.
8 When cargo is transported via intermediate sites, such as warehouses, rather than going directly from the loading point to the
unloading point.
once
specialized for completed vehicle
(they can simply carry twice as
many vehicles at once as modified
passenger carriages), so they
highest transportation efficiency.
movable, so they can
accommodate some degree of
variation of vehicle types.
stations.
departure and arrival stations
same as for transportation by
modified passenger carriage.
Transportation by general
mm taller than the
This transportation method uses
Kar-Tainer International of South
Africa. Completed vehicles are
with their pallets are loaded into
containers. Vehicles can be loaded
3-dimensionally, so each 40 ft HQ
container can hold three to five
completed vehicles, depending on
completed vehicles
transported from the originating
required.
40ft HQ dry containers owned by
shipping companies, and it is
- Cassettes must be returned
If the company does not already
have its own containers for
completed vehicle transportation, it
containers for empty forwarding
(“positioning”) to ensure stable
disassemble cassettes.
forwarded empty (positioning)
- Less land is required for temporary
storage
container yards can be used.
- There are few restrictions on
departure and arrival stations
storage area for completed vehicles
within the station yard, and there
are no problems provided the
facilities can handle containers.
departure and arrival stations.
container, and the containers can be
double stacked on freight cars, so
each freight car can transport 4-6
vehicles.
return freight
once the completed vehicles have
been unloaded.
transported by rail, so they cannot
be transported if MOR approval
cannot be obtained through an
investigation of transport
used with the largest volume in
India, and there are many
operators, so competition between
scope for raising transportation unit
prices.
and other pollution.
29
We have studied transport modes of higher efficiency or lower cost that could replace these modes.
The following three were the candidates in our initial deliberations:
New dedicated freight cars for auto transportation, capable of more efficient transportation of large batches
Introduction of Japan’s car rack approach in a containerized transportation system capable of two-way
transportation
way transportation
1-2 Study of Transportation Tools 1
In this study, we interviewed automakers, the Indian Ministry of Railways, completed vehicle transportation
operators, and others about the current situation, used tools such as concept sketches to exchange opinions, and
searched for an optimum and feasible transportation model.
The initial study preconditions, and the study proposal, are as shown below:
Table 5 Study Preconditions (initial)
Item Content
1,500 mm or less)
Transportation
zone
method
The developed tool is to be in the shape of a container, and is to be loadable onto a
freight car by using a top lifter or reach stacker, which are the handling equipment
generally used for handling containers.
The method for loading completed vehicles into the containers is to mount the
container concerned onto a container transportation trailer chassis, carry it to the
motor pool of the production factory, and load the vehicles under their own power.
During forwarding, the whole container loaded with completed vehicles is delivered
on its chassis to the motor pool at the destination or to the car dealerships. The
vehicles are then unloaded under their own power.
Overall container
The length shall be 45 ft.
When the most major vehicle type of less than 4 m is transported in India, the
necessary internal dimension of the container to carry three cars with spaces of 20
cm between them is 12.8 m. That does not fit in 40 ft, so 45 ft will be adopted.
*45 ft is an ISO standardized size, and its use has been increasing in recent years.
Container
structure
The structure shall be full cover.
As a condition to ensure the quality of completed vehicle transportation, it is deemed
necessary to protect the completed vehicles with full cover in all zones from origin
to destination.
Carrying freight
car
A container freight car (BLL type) which can carry 45 ft containers
30
Table 6 The Studied Transportation Tools and Their Summaries (initial)
Type Summary
New dedicated
Corridor)
The DFC Western Corridor zone has permanent way equipment to support double
stacked transportation of HQ containers, and is able to carry larger than conventional
freight cars.
Using this fact, we will develop dedicated freight cars for auto transportation which
can be loaded on three levels, surpassing the previous dedicated freight cars for auto
transportation (the two-level BCMCBM type), for batch transportation of much
larger volumes.
Reduced height
domestic
transportation
containers
Completed vehicles will be placed in containers with lower overall height, which
will be transported double stacked.
Container height shall be around 1,900 mm (in which case, the internal dimension
would be around 1,600 mm), so that when they are double stacked on container
freight cars, the height above the rails will not exceed 4,800 mm.
Structure shall be the same as for regular containers, so they can also be used as dry
containers.
containers
To avoid one-way loading, the structure shall allow loading of the container for
return cargo.
In the interior of the car rack container, a movable intermediate floor is provided to
allow loading completed vehicles on two levels. During container loading, the
structure allows the intermediate floor to be housed in the floor of the container, to
provide a flat floor. For container loading, the roof of the car rack container is the
opening, and the containers can be taken in and out from above, using a reach
stacker or a gantry crane.
Multi-purpose
containers
These super-high containers are equipped with an intermediate floor that allows
loading with completed vehicles on two levels. The intermediate floor is movable
and can be hoisted to stow in the ceiling when not carrying completed vehicles,
allowing loading with general freight as return cargo.
The anticipated advantages and disadvantages of each proposal are as stated below:
Table 7 Advantages and Disadvantages of the Studied Transportation Tools (initial)
Type Advantages Disadvantages
vehicles which can be carried per train,
enabling high-efficiency transportation.
would require large amounts of
time and expense.
conventional mode of
in lead time improvement can be
anticipated.
31
and the cargo is restricted by the
freight car structure.
which is easy to manufacture. This
method also appears to be low cost.
- Other than height, this is the same
specification as a standard container, so
its strength also supports use as a
regular dry container, with little
restriction on return cargo weight.
- The structure is that of a container,
so some degree of floor thickness is
required, sacrificing internal height.
- Providing internal height means
stock is higher when the containers
are loaded onto freight cars (double
stacked). That would impose major
restrictions on the passable lines
and zones.
Car rack
return cargo.
into containers, there is little constraint
on the type or weight of cargo. Also
usable for repositioning of empty
marine containers.
width, which is an advantage for
allowing the drivers who load the
completed vehicles to board and alight,
and for wheel clamping work, etc.
- The structure is complicated, so the
manufacturing price may be
height deviate greatly from the ISO
standard. In particular, as the
overall width of the container is not
ISO standard, it cannot be handled
by existing container handling
within the car rack container, so the
lift operator cannot confirm their
positions, etc. by eye. That
necessitates some technique such as
installing cell guides (fixtures to
guide the container to the correct
position).
Multi-purpose
intermediate floor installed within the
container, which is not very difficult.
- Return cargo can be general freight,
using the container as a regular dry
container. (Tonnage must be reduced by
just the weight of the intermediate floor)
- It is necessary to fit the
intermediate floor and floor
container interior, so this option has
the most cramped interior. That
could be an impediment for
allowing the drivers who load the
completed vehicles to board and
alight, and for wheel clamping
work, etc.
32
Investigation in the field studied the advantages and disadvantages of the above four proposals, to narrow down
the transportation tool options.
Feasibility Reason
New dedicated
Discussions with MOR, RDSO, and rolling stock manufacturers
revealed that development would require a long time and high cost.
They also revealed that there are no effects improving transportation
methods or lead time.
The investigation found that another company has already
commercialized this idea as “Dwarf Container” and it has a track
record of use for transportation, though limited to operation between
Dadri and Mundra. As such, this cannot be described as a new
transportation tool.
Car rack
containers

We checked with MOR and RDSO, and found that large dedicated
containers able to fit inside the devised container would restrict the
zones through which it could be transported by rail, and that such
containers would be subject to increased charges. Therefore, we
judged this option to be commercially non-viable.
Multi-purpose auto

We checked with MOR and RDSO, and found that the envisaged
multi-purpose container would be very likely to restrict the zones
through which it could be transported by rail.
Completed vehicle transportation operators and automakers expressed
concern about the quality of transportation because the container
interior is cramped, relative to the width of vehicles, raising the risk of
damaging the completed vehicles when loading them under their own
power.
33
Figure 9, provided by IR, shows the rolling stock gauge.
Figure 9 Rolling Stock Gauge (Maximum Moving Dimension)
Source: Addendum & Corrigendum Slip (ACS) No.14 to the Indian Railways Schedule of Dimension (BG) 2004
34
1-3 Study of Transportation Tools 2
As stated in 1-2, all of the transportation tools initially proposed to the Indian side had many problems as
directions to proceed in, so we reconsidered the container sizes and handling methods, etc.
Table 9 Study of Containers (Overall Length)
40 ft 45 ft
Advantages Disadvantages Advantages Disadvantages
can be carried.
be carried on the
delivery chassis.
For the overall length, we were initially considering introducing containers in the 45 ft class, to load three
completed vehicles 4 m long, horizontally and under their own power. However, the freight cars, and the
trailer chassis for container delivery, are not common in India, and would have to be newly provided. As a
result, many stakeholders took negative views on the grounds that initial investment would be excessive.
Therefore, we opted for 40 ft containers.
Table 10 Study of Containers (overall height)
Within 2,896 mm
Advantages Disadvantages Advantages Disadvantages
increased.
For overall height, we found in the course of the investigation that freight of sizes exceeding the rolling
stock gauge could incur increased freight charges and transportation restrictions.
However, regular HQ containers cannot support larger, future completed vehicles, and will not meet the
expectations of cargo owners and others for the transportation of other vehicle types, such as SUVs. Therefore,
we adopted the maximum dimension that, while larger than an HQ container, would not incur increased
charges and would minimize restrictions on transportation zones.
35
2,438 mm
(the same size as a regular container) More than 2,438 mm
Advantages Disadvantages Advantages Disadvantages
2,438 mm, then in
could be impeded.
Depending on the
overall width, it
becomes possible to
load by freely
driving the vehicles
into the containers.
These are large
transport zones.
If containers of greater overall width are used, it is possible that existing handling equipment (reach stackers,
etc.) operating at container-handling stations will not be able to handle them. There would also be restrictions
on road transportation. Therefore, we decided to adopt 2,438 mm, the same dimension as a regular marine
container.
Own power Palletized
damaging the
completed vehicles
pallets.
For the freight handling method, we were considering loading vehicles under their own power, because that
does not require handling equipment at the loading and unloading locations. However, completed vehicle
transportation operators expressed concerns over the risk that vehicle doors could be damaged by hitting the
36
container when drivers get in and out of the completed vehicles inside cramped containers, and that workers
working in narrow gaps between vehicles and containers to fasten wheels could damage the vehicles.
Therefore, we opted for palletized loading into containers.
Through the above deliberations, we decided to focus more on “container transportation systems which use
racks to load completed vehicles,” and continue our deliberations.
Also, the DFC Western Corridor zone was constructed to a standard that allows double stack transportation of
HQ containers, so it has the potential to use larger containers than on conventional lines, enabling large batch
transportation with higher efficiency. Therefore, we decided to study containers for the DFC Western Corridor
zone, separately from containers for completed vehicle transportation on conventional lines.
Figure 10 shows the rolling stock gauge diagram for the DFC Western Corridor zone.
Figure 10 Rolling Stock Gauge (DFC Western Corridor)
Source: “Document on “Standard Schedule of Dimensions” for Dedicated Freight Corridors (Eastern &
Western) of Indian Railways.”
We employed the following preconditions when studying completed vehicle transportation tools for use in India:
3-1 Transportation subjects
(1) Target routes Conventional line, DFC
(2) Carried freight Other than completed vehicles, it must be possible to carry motorcycles and general freight
as return cargo.
(3) Assumed freight size
Vehicles: (Length) 4,000 mm, (width) 1,800 mm, (height) 1,600 mm
Motorcycles: (Length) 1,800 mm, (width) 700 mm, (height) 1,100 mm
General freight: (Length) 1,200 mm, (width) 1,000 mm, (height) 1,100 mm
(4) Miscellaneous: In the course of this study, we will keep in mind the concepts of “working efficiency
improvement,” “ensuring the quality of cars, motorcycles, etc.,” “higher-volume
transportation,” and “continuity.”
(1) Size
There is a large size difference between containers which can be transported on conventional lines, and those
which can be transported on the DFC. However, for containers used to hold and transport completed vehicles,
constraints on cargo and handling conditions vary with size, so major differences could result in transportation
efficiency, profitability, and other aspects.
Business significance can be found in the DFC Western Corridor zone, where large containers could be used
to enable highly efficient transportation in large batches, and in the conventional lines, which are capable of
direct transportation of completed vehicles to consumption centers in all parts of India. Therefore, we decided
to study both, and to examine the following three types of container:
Table 13 Assumed Container Types
Target routes Container size
DFC (Western Corridor) Maximum transportable size in container units
Maximum transportable size with double stacking
4 Car and Motorcycle Transportation on Conventional Lines
4-1 Completed Vehicle Transportation Modes for Cars
(1) The loading method for cars is to have the vehicles inclined to make maximum use of container interior
space. Each container will hold one horizontal car and three inclined cars, for a total of four. The completed
vehicles are inclined so that they can be loaded with small overlaps at both ends.
(2) Cars are to be loaded with a combination of horizontal and inclined positions within the container, so we
will develop two types of pallet, one for horizontal loading and one for inclined loading.
38
(3) Horizontal loading pallets can load a completed vehicle 4 m in overall length horizontally. The base of the
pallet also serves as fork pockets (forklift tine insertion holes).
(4) Inclined loading pallets consist of a pallet body which also serves to provide fork pockets, and a floor panel
on which a completed vehicle 4 m in overall length can be loaded.
(5) An inclined loading pallet forms a ramp with the center of the floor panel lifted up and the bottom end fixed.
The center support is a pinned joint, so that when the fixing of the bottom end is released, the floor panel is
free to rotate around the pins at its center.
If the floor panel is placed in a horizontal position, and the legs housed in the back of the floor panel are
pulled out and fastened to the pallet, the floor part on which the completed vehicle is loaded can change into
a pallet forming a level intermediate floor at a height of around 1,500 mm.
(6) The floor panel can be changed between inclined and horizontal positions by human effort.
(7) The wheels of the completed vehicle are bound to the pallet with cargo fasteners, to handle vibration in
transit.
4-2 Motorcycle transportation mode
(1) Motorcycles are loaded into the containers for the return leg.
They are transported on two levels to raise load efficiency.
(2) When loading with motorcycles, the floor panel which carries cars in the inclined car loading pallets is
moved into its horizontal position (motorcycle transportation mode) by the procedure described above.
Three pallets are lined up in that position, to form an intermediate floor running the whole length of a 40 ft
container, which can carry motorcycles.
(3) The wheels of the motorcycles are bound to the floor panels with cargo fasteners and retaining fixtures, to
handle vibration in transit.
(4) The pallets are to be fastenable to the containers, to prevent any pallet displacement due to vibration, etc.
in transit.
(5) The number of loaded motorcycles per pallet is seven on the lower level and eight on the upper level, for a
total of 15.Three inclined loading pallets can fit into one container, so one container can hold 45
motorcycles.
4-3 Cargo handling area facilities
(1) To provide the necessary approach angle for loading cars onto inclined pallets, the inclined pallets are
mounted on loading stages and the resulting slope is used to load the completed vehicles.
(2) The forklifts used for pallet handling
We expect a pallet carrying a car to weigh a total of around 2 t.
If the overall length of the pallet is 4 m, and we assume that the combined center of gravity of the pallet and
loaded car is close to the center, that would require an allowable load of 2,000 kg at the 2,000 mm position,
close to the tips of the forklift tines. Therefore, it appears that forklifts with 5 t or more of capacity and tines
at least 2,300 mm long will be required for pallet handling.
39
5-1 Envisaged new containers
We propose two sizes for the new containers for the DFC. One is the largest single container that can be
transported in the Western DFC zone, and one is the largest size that can be loaded in a double stack system.
5-2 Envisaged car loading method
If we aim for the largest size of container that can be carried singly on the DFC, it can be very much larger
than a container for use on conventional lines, so we can even consider multiple levels in the container interior.
Therefore, we have considered design cases with two and three internal levels.
- The two-level type could carry four cars on the lower level and four on the upper, for a total of eight.
- The three-level system could carry three cars on the bottom level, three on the middle, and three on the top,
for a total of nine.
- With the double stack type, four cars can be loaded in each container (eight cars per double stack).
5-3 Envisaged pallets
The number of cars that can be loaded directly into a container is limited. One way to increase the number is
to adopt a palletized system, in which level pallets and inclined pallets are used to make the most effective
possible use of the space in the container.
5-3-1 Pallet types
We envisage two pallet types, level and inclined, both having structures which can be fastened to the floor
when loaded into the container.
5-3-2 Pallet usage
Pallet usage for the two-level system will place two level pallets and two inclined pallets on each level, to
carry a total of eight cars.
Pallet usage for the double stack system will combine two level pallets and two inclined pallets, to carry a total
of four cars.
Pallet usage for the three-level system will place two level pallets and one inclined pallet on each level, to
carry a total of nine cars on three levels. With a three-level structure, the height per level inside the container
is lower, so the base of the inclined pallet could touch the adjacent cars. To avoid that contact, the base is made
shorter.
The structure of the level pallets is basically the same as for the other patterns.
5-4 The process of transportation with the two-level system
5-4-1 Loading method
We considered the series of tasks involved when completed vehicles from automakers, etc. are being loaded
or unloaded as follows, with the aims of performing the tasks as efficiently as possible and ensuring quality in
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aspects such as never damaging the cars.
- To shorten loading work time in the series of tasks, we made it possible to work on the first and second levels
at the same time.
- We decided that cars should be placed onto pallets by driving them into position and then fastening them.
- The system for loading inclined pallets is to drive the cars onto them while they are level, fasten them in
place, and then raise the pallet to an inclined position using a hydraulic cylinder.
- The structure for loading pallets into the container is to use a cable winch to pull pallets into the container
from the side opposite the container loading entrance.
5-4-2 Unloading method
5-4-3 Transfer rail structure
We decided to use a cable winch system to facilitate the work of moving pallets into and out of containers.
We also decided to provide transfer rails on the container floor, and wheels or rollers on the pallets, to raise
the working efficiency of this system by reducing friction between the pallets and the container floor.
This method would also be able to eliminate problems such as damage to cars. This method can eliminate
problems such as damage to cars.
5-5 Intended system for loading and unloading with a three-level system
5-5-1 Slope method
Each level will be provided with a slope and working area, so that work on each can proceed in parallel. The
methods for loading, unloading, and moving pallets on each level are the same as for the two-level system and
double stack system.
5-5-2 Lift system
A lift will be used for pushing pallets into, and pulling them out of, each level. At that stage there are
restrictions on space available for the lift, so the cable winch is mounted to it immediately before these
operations, and dismounted afterwards. The equipment for moving the pallet between inclined and level
positions is to be installed on the outside of the lift, not on the inside.
5-6 If a single cable is used for “inclining and leveling” and for “loading and unloading”
Depending on workplace conditions, there could be constraints on the forklift and the installation of ground-
based equipment, etc. so we considered using a single cable to perform both pallet inclination and movement
of pallets into and out of the container interior.
5-6-1 Equipment capable of inclination and leveling
It is foreseeable that track specifications and other factors could make it difficult to align the levels of the
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track-side withdrawal opening of the container and the receiver opening on the ground-based equipment.
Therefore, the adopted structure includes beams to serve as a base, built into the entrance of the container.
When used, they are tipped forward and coupled to the ground-based equipment. Also, the pallet movement
method is to be a cable winching system, in a structure applying a worm gear between the handle and the
winding drum. The structure also allows pulleys in the container interior to be attached and detached with
single-step operations. We also made the same equipment usable by the driver to board and alight, and to fasten
and loosen wheels.
5-6-2 When pulling empty pallets out of the container
The structure is used by stopping the container (truck) at the specified position, tipping the “cradle beams,”
which are housed in the columns of the container, forward, and setting related parts in place. Empty pallets
inside the container are pulled out by human effort. On this point, the adoption of a system of transfer rails and
wheels or rollers was intended to reduce contact resistance, so that pallets can be moved by human effort alone.
5-6-3 Method for mounting level pallets and pushing them into place
The structure is intended to allow vehicles to drive up onto the pallet under their own power before having
their wheels fastened. It also enables fastening the pallet to ground-based equipment, so that it does not shake
when a car moves onto it under its own power. Furthermore, the structure is designed so that after wheel
fastening is complete, the cable winch is used to push the pallet into the container.
5-6-4 Method for mounting inclined pallets and pushing them into place
The pallet is placed in its level state, the car moves onto the pallet under its own power, and then the wheels
are fastened, and then one side (the container side) of the pallet is hoisted by the winch to incline it. An
“auxiliary tool” is attached to the pallet to lock it in the inclined position. After that, one of the pallets is pushed
into the container, then the opposite side is lifted in the same way, and locked with an auxiliary tool. After the
pallet has been made into an inclined pallet, the winch is used to push it fully into the container.
The same procedure is used subsequently, to push the pallets into place sequentially.
5-6-5 When moving an inclined pallet to a level position
After arrival at the destination, the method for unloading pallets and the timing for the drivers entering the
cars to drive them off the pallets are as stated below:
- Connect with the ground-based equipment.
- Use a cable to raise one side of the inclined pallet, then remove the auxiliary tools.
- Use the cable to pull the pallet out further, to the tilting table.
- Use a cable to hoist one side of the inclined pallet, then remove the auxiliary tool from the opposite side, and
lower the pallet to the level position.
- The driver enters the car and moves it under its own power.
- The same operations are repeated.
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- Cars on the last remaining level pallets move by driving over the row of pallets under their own power.
5-6-6 Inclination and leveling method for the three-level system
The system for inclining pallets, as elsewhere, is that pallets are to be hoisted up by winding the cable. When
hoisting, the cable is attached to the base, and an attachment is mounted to make sure the cable does not touch
the car. After the pallet is inclined, the auxiliary tool is mounted and the attachment is removed. The procedure
is reversed to return the pallet to the level position.
5-7 Locking pallets
Considering situations when the train is in motion, longitudinal and lateral swaying can be expected to occur
within the container, so it is necessary to devise measures to prevent swaying in both level pallets and inclined
pallets. We considered the following methods to that end:
- For level pallets
The structure uses a “locking fixture” to lock the pallet to the floor of the container. The structure also
provides “receptacles” on the container floor to receive bolts.
- For inclined pallets
Inclined pallets have numerous joints, so lateral swaying can be expected in the pallet itself. Therefore,
the structure is to use locking fixtures. The structure also provides “receptacles” on the container floor and
walls to receive bolts.
5-8 When transporting general freight
When loading general freight, it is preferable to keep the top surface of the pallets as level as possible, so it
is necessary to make the inclined pallets, in particular, foldable. For this purpose, the inclined pallets are to
allow disassembly by manual labor, and their structure houses their parts within their empty internal space
while they are carrying general freight. The structure is designed so that general freight is loaded onto inclined
pallets after they have been made level, and is then fastened with ropes, etc.
c. Survey of Necessities for the Development of Cargo Collection and Distribution Networks around the DFC
(including development trends, etc. for MMLHs scheduled for development around the DFC)
In the secondary field survey, we visited the DMICDC and received briefings about development trends,
such as the state of infrastructure development in three places in the DMIC area, along the Western Dedicated
Freight Corridor.
At the DMICDC, MMLHs and other logistics facilities, etc. with added value have come to be called
“freight villages.” These freight villages are more than terminals which just load and unload cargo. As logistics
facilities with functionality and added value, they have warehousing, customs clearance, maintenance
workshops, insurance, bank offices, and other service functions.
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i) The Freight Village in Nangal Chaudhary, Haryana State (887.78 acres)
As shown in Figure 12, this facility is planned for a site on the NH-148B national highway and adjoining
Nizampur Station, between Ateli and Dabla stations, along the Rewari - Phulera Chord of the Western
Dedicated Freight Corridor. The Indian government and state government are working towards the
construction of this freight village, and have completed the acquisition of approximately 80% of the land.
We have been told that agreement has been reached with the DFCCIL about connection to the Western
Dedicated Freight Corridor.
Figure 11 The Freight Village in Nangal Chaudhary, Haryana State (887.78 acres)
Source: DMICDC
ii) Dadri Freight Village in Uttar Pradesh State (847 acres)
This plan is for a freight village to be situated at the terminus of the Western Dedicated Freight Corridor. It
is to have DFC freight rail transportation functions as a collection area for industrial freight related to cars,
manufacturing, textile products, retail products, consumer goods, agricultural products, and as an ICD
(Inland Container Depot) for import/export freight. This plan has also been budgeted by the Indian national
and state governments, and 80% or more of the land has been acquired.
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Figure 12 The Freight Village in Dadri, Uttar Pradesh State (847 acres)
Source: DMICDC
We visited this land with the DMICDC, but at present it is mostly farm land. The Dadri ICD for CONCOR
is located close to this freight village. We checked with the DMICDC about the relationship between the
two, and were told that it knows about the presence of the CONCOR Dadri ICD, and is planning to discuss
cooperation with CONCOR, but will build the freight village separately.