DMIC GN Inception Report v23

Consultancy services for
Preparation of Detailed
Project Report for Multi
Modal Logistics Hub and
Multi Modal Transport Hub
at Greater Noida in Uttar
Pradesh under DMIC Project
Inception Report
Submitted to
Delhi Mumbai Industrial 06 February 2017
Corridor Development
Corporation Limited
February 2017
Draft
Draft
Disclaimer
This Inception Report has been prepared by PricewaterhouseCoopers Pvt. Ltd. (PwC) and Balaji Railroad Systems
Limited (BARSYL) for, DMICDC, for the captioned consultancy services. This is pursuant to the Scope of Work
under the Terms of Reference document issued by DMICDC. Any third party should obtain prior consent of PwC
before copying or reproducing, in whole or in part, the contents of this report.
PwC and BARSYL disclaim any responsibility for any loss or damage suffered by any third party by taking reliance
of this report. Furthermore, PwC and BARSYL will not be bound to discuss, explain or reply to queries raised by
any agency other than the intended recipients of this report.
The contents of this Report are based on the facts, assumptions and representations stated herein. Our
assessment and opinions are based on the facts and circumstances provided/collected during our meetings with
various stakeholders and research from sources in public domain held to be reliable. If any of these facts,
assumptions or representations is not entirely complete or accurate, the conclusions drawn therein could undergo
material change and the incompleteness or inaccuracy could cause us to change our opinions. The assertions and
conclusions are based on the information available at the time of writing this report and PwC and BARSYL will
not be responsible to rework any such assertion or conclusion if new or updated information is made available.
Consultancy services for Preparation of Detailed Project Report for Multi Modal Logistics Hub and Multi Modal Transport Hub at Greater
Noida in Uttar Pradesh under DMIC Project 15 January 2017
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Table of Contents
1. Introduction .......................................................................................................................... 5
1.1. Background .................................................................................................................................................. 5
1.1.1. Overview of the Project ...................................................................................................................... 5
1.1.2. Dadri Noida Ghaziabad IR, Uttar Pradesh ................................................................................ 7
1.2. Scope of Services ......................................................................................................................................... 8
1.3. Key deliverables and Tasks undertaken .................................................................................................... 9
2. Project Appreciation ........................................................................................................... 10
2.1. Objective of this report ............................................................................................................................. 10
2.2. Overview of the proposed MMLH location at Greater Noida ................................................................. 11
2.3. Overview of the proposed MMTH at Boraki ............................................................................................12
3. Comments on earlier study ..................................................................................................13
3.1. Overview of the review process .................................................................................................................13
3.2. Review of Market assessment ...................................................................................................................13
3.2.1. Market Assessment: Container .......................................................................................................13
3.2.2. Market Assessment: Bulk Cargo ..................................................................................................... 15
3.3. Technical Assessment: MMLH and MMTH ........................................................................................... 18
4. Approach & Methodology .................................................................................................... 20
4.1. Phase I Market and Traffic Assessment ................................................................................................21
4.1.1. Module 1 Traffic Assessment ........................................................................................................21
4.2. Phase II Technical Assessment ............................................................................................................ 27
4.2.1. Module-2 - Overall Technical Assessment .................................................................................... 27
4.2.2. Module-3 - EIA study ..................................................................................................................... 29
4.3. Phase III Financial & Economic Assessment ...................................................................................... 32
4.3.1. Module 4 - Financial modelling, economic assessment and project phasing ............................. 32
4.3.2. Module 5 - Project institutional framework, structuring for PPP procurement and
implementation plan ................................................................................................................................ 33
4.4. Phase IV Regulatory assessment & clearances .................................................................................... 34
4.4.1. Module 6 - Regulatory assessment, statutory and administrative clearance requirements....... 34
4.5. Phase V Bid Documentation Support .................................................................................................. 35
4.5.1. Module 7 - Preparation of Bid Documents .................................................................................... 35
5. Traffic assessment .............................................................................................................. 36
5.1. Traffic assessment at MMLH for Containers .......................................................................................... 37
5.1.1. Step-1: Top-Down Assessment ....................................................................................................... 37
5.1.2. Step-2: Hinterland assessment ...................................................................................................... 40
5.1.3. Subsequent plan of action for container cargo .............................................................................. 44
5.2. Traffic assessment at MMLH for Bulk Cargo .......................................................................................... 45
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5.2.1. Step-1: Hinterland Identification ................................................................................................... 46

5.2.2. Step-2: Bulk commodities identification ....................................................................................... 49
5.2.3. Subsequent plan of action for Bulk cargo....................................................................................... 51
6. Work Plan ........................................................................................................................... 52
6.1. Work Plan .................................................................................................................................................. 52
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List of Tables
Table 1 DMIC Nodes to be developed in Phase 1 __________________________________________ 6
Table 2 Schedule of Deliverables _____________________________________________________ 9
Table 3 PFR review - Containers ____________________________________________________ 14
Table 4 Technical assessment ______________________________________________________ 18
Table 5 Approach & Methodology: Containers __________________________________________ 22
Table 6 Approach & Methodology: logistics infrastructure __________________________________ 24
Table 7 factors considered for passenger (OD) __________________________________________ 25
Table 8 factors considered for passengers (interchange) ___________________________________ 26
Table 9 Approach & Methodology: Environmental Impact Assessment _________________________ 30
Table 10 Container traffic assessment - Step-1 __________________________________________ 37
Table 11 Container traffic assessment: Step-2 ___________________________________________ 40
Table 12 Subsequent plan of action for containers ________________________________________ 44
Table 13 Approach & Methodology: Bulk cargo _________________________________________ 45
Table 14 Bulk traffic assessment: Step-1 _______________________________________________ 46
Table 15 Key districts in primary and secondary hinterland _________________________________ 47
Table 16 Bulk traffic assessment: Step-2 ______________________________________________ 49
Table 17 Work Plan _____________________________________________________________ 52
List of Figures
Figure 1 Western DFC alignment ................................................................................................................................5
Figure 2 Delhi Mumbai Industrial Corridor Nodes along WDFC (Phase 1) ........................................................... 6
Figure 3 DNGIR Master Plan with identified early bird projects ............................................................................. 7
Figure 4 Gautam Buddha Nagar district .................................................................................................................. 11
Figure 5 Phase wise approach .................................................................................................................................. 20
Figure 6 Traffic assessment overview ....................................................................................................................... 21
Figure 7 EIA methodology......................................................................................................................................... 30
Figure 8 Factors determining Project Development mode .................................................................................... 34
Figure 9 All India container traffic growth ..............................................................................................................37
Figure 10 Share of NW ports in container traffic.....................................................................................................37
Figure 11 Comparison of NW ports Vs rest of the ports .......................................................................................... 38
Figure 12 Output of regression analysis .................................................................................................................. 39
Figure 13 Container traffic projection for NW ports .............................................................................................. 39
Figure 14 Container volumes at ICDs around NCR ................................................................................................ 40
Figure 15 Rail Road split of container movement in NCR ...................................................................................... 40
Figure 16 Primary and Secondary hinterland for container .................................................................................. 41
Figure 17 Container volumes at ICD Dadri .............................................................................................................. 41
Figure 18 KGP expressway and connectivity of MMLH .......................................................................................... 41
Figure 19 Western DFC and connectivity of MMLH ............................................................................................... 42
Figure 20 Key containerized commodities in hinterland ....................................................................................... 42
Figure 21 Influence area for MMLH, key districts industrial profile .................................................................... 46
Figure 22 Primary and secondary catchment for bulk cargo .................................................................................47
Figure 23 MMLH within DNGIR .............................................................................................................................. 48
Figure 24 Share of commodities handled in NCR region ....................................................................................... 49
Figure 25 Cargo originating and terminating in NCR ........................................................................................... 49
Figure 26 Proposed site location .............................................................................................................................. 54
Figure 27 PwC/BARSYL team with GNIDA officials at the proposed MMLH site ................................................55
Figure 28 PwC/BARSYL team with GNIDA officials at NH 91 end of MMLH site ...............................................55
Figure 29 PwC/BARSYL team with GNIDA officials at the proposed MMTH site ...............................................55
Figure 30 Boraki station, epicentre of MMTH concept plan ...................................................................................55
Figure 31 MMLH Site. Present use is agriculture .................................................................................................... 56
Figure 32 Dry Canal which abuts the project site ................................................................................................... 56
Figure 33 Agricultural fields at the Project Site ...................................................................................................... 56
Figure 34 NH 91. (Project site on left of road) ......................................................................................................... 56
Figure 35 Agricultural fields at the MMTH Project Site ......................................................................................... 56
Figure 36 Agricultural field at the project site ........................................................................................................ 56
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1. Introduction
1.1. Background
1.1.1. Overview of the Project
Noting the success of planned regional areas/townships/corridors worldwide especially China and Japan,
Government of India initiated various concerted efforts in this direction through SEZs and the latest being
Dedicated Freight Corridor and Industrial Corridors. With an objective of supporting the development of
industrial & economic corridors, several agencies (multilateral, Indian financial institutions etc.) are working
with the Government of India and state governments for development of corridors in India viz. Delhi Mumbai
Industrial Corridor (DMIC), Vizag Chennai Industrial Corridor (VCIC), Chennai Bangalore Industrial Corridor
(CBIC), Bangalore Mumbai Industrial Corridor (BMIC), Amritsar Kolkata Industrial Corridor (AKIC) etc. Every
corridor presents a unique opportunity for industrial development for example a) VCIC is Indias first coastal
corridor with a renewed focus on the manufacturing sector, b) CBIC is positioned to connect the key industrial
pockets in the south India with the gateways Ports and Airports and c) Delhi Mumbai Industrial Corridor
is an ambitious Infrastructure program aiming to develop new industrial cities as 'Smart Cities' and converging
next generation technologies across infrastructure sectors.
A Special Purpose Vehicle, Delhi-Mumbai Industrial Corridor Development Corporation Limited (DMICDC) was
incorporated on 7th January, 2008, as the Project Development Agency for DMIC. This project plans to cover an
overall length of 1483 kilometers between Delhi and Mumbai and aims at developing industrial zones across six
states including Delhi, Uttar Pradesh, Haryana, Rajasthan, Gujarat and Maharashtra at an estimated total cost of
approximately $1001 billion. Most of the projects in DMIC region would be implemented through PPP model and
Special Purpose Companies would be established for project implementation, operation, maintenance and
management of such facilities.
DMIC is conceived to be developed as a model industrial corridor of international standards with emphasis on
expanding the manufacturing and services base and develop DMIC as the Global Manufacturing and Trading
Hub. In addition to new Industrial Cities, the program envisages development of infrastructure linkages like
power plants, assured water supply, high capacity transportation and logistics facilities as well as softer
interventions such as skill development program for employment of the local populace. The project aims to
double the employment potential, triple the industrial
production of the country and quadruple exports from the region
in five years of implementation.
This massive infrastructure growth is strongly linked with
development of Western Dedicated Freight Corridor (DFC),
which is planned between Delhi (NCR) and Mumbai, covering an
overall length of 1483km with a view to provide efficient logistics
services. This corridor has its end terminals at Dadri in the NCR
area and JN Port near Mumbai passing through the States of
U.P, Delhi (NCR), Haryana, Rajasthan, Gujarat and
Maharashtra. Proposed rail infrastructure is expected to act as
the logistical backbone of the DMIC project by offering high-
speed connectivity for High Axle Load Wagons (25 Tonne) of
Double Stacked Container Trains supported by high power
locomotives.
Figure 1 Western DFC alignment

1 Official website of DMIC
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Project influence area (PIA) of DMIC is defined in the 150 - 2002 Km

band on either side of Western DFC for infrastructure development
and optimization of DFC network. PIA will cover seven states and two
Union Territories including Diu & Daman and Dadra & Nagar Haveli.
Several high impact nodes under which Industrial Regions (IRs) and
Industrial Areas (IAs) would be developed have been identified under
the DMIC project. The identified IRs and IAs will have industrial
townships with modern infrastructure in terms of logistics (rail, road
and air connectivity), power and social infrastructure which will make
the region globally competitive for setting up new business.
An investment Region (IR) 3 is defined with minimum area of 200
square kilometers ranging to a maximum area as per site potential and
Investment Area (IA) is defined with an area ranging from minimum
area of 100 square kilometers to a maximum area as per site potential.
Twenty four such nodes have already been identified across six states,
comprising of eleven IRs and thirteen IAs to be developed in two
phases. Out of these identified nodes, the following nodes are being
developed in the first phase of the project (Phase 1):
Figure 2 Delhi Mumbai Industrial

Corridor Nodes along WDFC (Phase 1)
Table 1 DMIC Nodes to be developed in Phase 1
State Investment Regions Investment Areas

Uttar Pradesh Dadri Noida Ghaziabad
Meerut Muzaffarnagar
Haryana Manesar Balwal
Faridabad Palwal
Rajasthan Neemrana Khushkhera Bhiwadi
Jaipur Dausa
Gujarat Ahmedabad Dholera
Vadodra Ankaleshwar
Madhya Pradesh Pithampur Dhar Mhow
Neemuch Nayagaon
Maharashtra Nashik Sinnar Igatpuri
Dighi Port Industrial Area
2 DMICDC Concept Paper

3 DMIC Website
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1.1.2. Dadri Noida Ghaziabad

IR, Uttar Pradesh
The Dadri-Noida-Ghaziabad Investment Regions
(DNGIR) is one of the key node that has been identified
as one of the initial six short-listed investment regions in
Phase 1 of DMIC. The proposed DNGIR is strategically
located in close proximity to Western and Eastern DFC,
freight corridors of NH-91 and the upcoming Eastern
Peripheral Expressway (EPE) in Western Uttar Pradesh.
It also has an added advantage of being located close to
Delhi. With the prevailing infrastructure, it is well
connected by road and rail to rest of the country. Noida
and Ghaziabad region are concentrated with IT and
electronic industries along with other industries present
in the industrial towns which give an edge to the node.
The node is also located close to the Dadri junction where
both Eastern and Western Dedicated Freight Corridors
intersect.
The key Early Bird Projects identified in the preparation
of Development Plan for Dadri Noida Ghaziabad
Investment Region sub-region of DMIC are:
Multi-Modal Logistics Hub, Dadri Figure 3 DNGIR Master Plan with identified early bird
projects
Multi-Modal Transport Hub, Boraki
Integrated Industrial Township in Greater Noida
MRTS between DNGIR and IGI Airport, Delhi
1.1.2.1. Multi-Modal Logistics Hub (MMLH), Dadri

The DMIC project envisages development of new industrial cities as smart cities and converging new generation
technologies across infrastructure sectors. One of the key components of industrial development is efficient
supply chains through availability of well-defined logistic infrastructure which leads to reduced logistics cost and
delays in terms of shipment. In modern global supply chains freight transportation, warehousing, custom
clearance etc. and many other functions are outsourced by industry players to service providers. Therefore in
order to provide synergy to DMIC and Dedicated Freight Corridors development, infrastructure requirements in
terms of logistics infrastructure like Multi Modal Logistics Hubs are essential.
The proposed Multi-Modal Logistics Hub at Dadri will serve as a dry port having facilities for not just storage,
aggregation and export/import of industrial freight in the region but also value added services such as banking,
insurance, shipping, fashion logistics, simple assembly etc. and other activities related to finishing of goods within
the facility alongside commercial space to host freight companies within the campus.
The MMLH will serve the logistics requirements of existing industries in Western UP and adjoining areas as well
as the proposed industries in Dadri-Noida-Ghaziabad Investment region and will make the regional industrial
space globally competitive.
Also close proximity and rail connectivity with DFC will help proposed MMLH to act as a feeder to DFC and will
therefore act as a nodal facility for efficient storage/transitioning of goods to/from the UP sub-region of NCR to
DFC and would be critical in achieving DFCs target potential.
1.1.2.2. Multi-Modal Transport Hub (MMTH), Boraki

Inter modal transport stations or MMTH is a rapidly evolving and developing concept which integrates inter-city,
regional and local public transport systems within a single hub/facility. These hubs are not standalone public
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transit entities but are integrated with commercial/residential/mix-use districts referred to as Transit Oriented
Development (TOD).
The Railway station at Boraki is proposed to be developed as a transport hub with a state-of-the-art railway
terminus further supplemented by an Interstate Bus Terminus (ISBT) and Mass Rapid Transit System (MRTS)
station. It will facilitate efficient infrastructure for passenger movement in NCR region.
The proposed MMTH will act as a catalyst for fuelling growth within the investment region by improving
connectivity, providing accessibility, increasing efficiency and safety in a way that benefits the entire region.
1.1.2.3. Integrated Industrial Township in Greater Noida

Integrated Industrial Township in Greater Noida is an initiative to drive manufacturing activity in the region in
order to promote sustainable development. The proposed township will promote R&D activities, industrial and
manufacturing activities in the Dadri-Noida-Ghaziabad Investment Region (DNGIR).
1.1.2.4. MRTS between DNGIR and IGI Airport

Mass Rapid Transit System (MRTS) connectivity has been proposed between DNGIR and IGI airport in order to
provide fast access to airport and faster regional connectivity between Greater Noida and Delhi which is the center
of economic activities. It will provide impetus to existing and upcoming economic activities in Greater Noida and
DNGIR by providing reliable, fast and adequate rail-based commuter connectivity.
1.2. Scope of Services

The Government of India has envisaged the development of Delhi Mumbai Industrial Corridor (DMIC) along the
alignment of proposed Multi-modal High Axle Load Dedicated Freight Corridor between Delhi and Mumbai,
covering an overall length of 1,483 km. To establish, promote and facilitate development of the DMIC Project,
Delhi Mumbai Industrial Corridor Development Corporation Limited (DMICDC), a special purpose company,
was incorporated.
To enable fast movement of National Capital Regions and Western UPs freight traffic through proper rail using
Western DFC along with future logistics requirements of industries in Dadri-Noida-Ghaziabad Investment
Region Node, Delhi Mumbai Industrial Corridor Development Corporation Limited (DMICDC) has decided to
develop a Multi Modal Logistics Hub (MMLH) at Dadri, Uttar Pradesh.
DMIC has also identified development of a Multi Modal Transport Hub (MMTH) will facilitate infrastructure for
passenger movement in NCR region by seamlessly integrating a railway terminal, MRTS, ISBT and other forms
of Transit Oriented Developments (commercial/residential/mix-use)
The Consultants would prepare two separate detailed project reports for these projects and undertaking the
following broad tasks:
Multi Modal Logistics Hub (MMLH):
Market Potential and Demand Assessment

Analysis of Connectivity with DFC and suggest suitable alignment options
Design of services (core infrastructure requirements of MMTH)
Financial Feasibility and Economic Analysis
Institutional Mechanism and Project Structuring
Multi Modal Transport Hub (MMTH):
Preparation of DPR
Financial Feasibility and Economic Analysis
Institutional Mechanism and Project Structuring
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1.3. Key deliverables and Tasks undertaken

Delivery Framework and Key deliverables:
Table 2 Schedule of Deliverables
Phase-IV
Phase-III
Phase-II (Regulatory Phase-V (Bid
Phase-I (Market (Financial and
(Technical assessment & document
Assessment) Economic
Assessment) Acquiring preparation)
Assessment)
Clearances)
Preliminary design
Inception report for Draft DPR for both
report for MMLH
MMLH and MMTH: MMLH and MMTH:
and MMTH: D+1.5
D+0.5 months D+3 months
months
Support for Finalization and
Draft EIA report for regulatory issuance of Bid
Market assessment MMLH and MMTH: clearances: D+15 documents: D+9
D+4 months Final DPR for MMLH months months
report for MMLH
and MMTH: D+6
and MMTH: D+1.5 Final EIA report for months
months MMLH and MMTH:
D+8 months
The following tasks have been undertaken till date:
Staff mobilization
Site visit to establish the zone of influence of the proposed MMLH and MMTH at Greater Noida
Review of pre-feasibility / technical assessment reports and discussion with SKYLARK
Secondary data collection
Reconnaissance visit to the Project Site
Identification of preliminary project issues and developing roadmap for mitigation measures
Finalization of the overall methodology and approach of the assignment, based on current
understanding of issues
Preparation of the Detailed Work Plan and
Preparation of the Inception Report
As a part of the market assessment of MMLH, the activities related to cargo traffic assessment have already been
initiated.
For the container cargo assessment activities completed so far include: overall macroeconomic traffic assessment,
identification of primary influence area, and identification of key containerised commodities handled at
competing ICDs.
For non-containerized/bulk cargo the activities completed include: identification of primary and secondary
influence areas along with key competing good sheds and list of key bulk commodities handled in the region.
Details of the analysis conducted so far are included in chapter-6, Traffic Assessment4
4 Refer: Traffic assessment
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2. Project Appreciation
2.1. Objective of this report
This inception report presents the consultants understanding of the assignment, review of pre-feasibility,
concept plan and site visit and finally developed a detailed approach and methodology for undertaking different
work streams defined under each module.
The key sections laid out in this report are:
Comments on earlier stud:
This section includes the review of past pre-feasibility reports shared by DMICDC
The section encompasses critical review of market and technical assessment of MMLH and MMTH
facilities along with comments.
The gap areas identified in earlier analysis will be addressed during the project
Approach & Methodology
Detailed approach and methodology for the project is hi-lighted
The approach is divided into 5 phases and 7 modules. The details of each phase/module is elaborated in
this section.
Traffic assessment
The activity for market assessment for MMLH has already started
This section outlines the details of activities completed so far and elaborates subsequent plan of action
for traffic assessment of MMLH.
The activities pertaining to MMTH are yet to be initiated.
Work Plan
Detailed work plan is outlined, along with proposed time line and key deliverables.
Critical activities are hi-lighted separately in the work plan
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2.2. Overview of the proposed MMLH location at Greater

Noida
Gautam Buddha Nagar Figure 4 Gautam Buddha Nagar district
district (GB nagar) in
Western Uttar Pradesh is
included in the DMIC
project where a Multi
Modal Logistics Hub and
a Multi Modal Transport
Hub are proposed to be
developed in Dadri city
and Boraki, Greater Noida
respectively.
Dadri is a town city and a
municipal board in
Gautam Buddha Nagar
district in Uttar Pradesh.
Other cities and towns in
Gautam Buddha Nagar
District include Bilaspur,
Dankaur, Greater Noida,
Jahangirpur, Jewar,
Kakod, Noida, Rabupura,
and Salarpur Khadar with
Greater Noida being the
distict administrative
headquarter.
Gautam Buddha Nagar is
one of the most
industrialized districts in
Uttar Pradesh registering
51.5% growth in the past
decade5. It also has a
significantly higher per
capita income in
comparison to other
districts of UP sub
regions.
Due to decentralization of industry from the non-conforming areas of Delhi, other regions in NCR like Noida,
Greater Noida, Gurgaon, Faridabad and Ghaziabad have witnessed considerable growth over the past years.
5 Census of 2011
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2.3. Overview of the proposed MMTH at Boraki

The Dadri Noida Ghaziabad Investment Region (DNGIR)
located in the sub-region of DMIC falling in Greater Noida in
the State of Uttar Pradesh (UP).
The region has a fairly concentrated presence of number of
industries such as IT/ITeS, manufacturing of food processing
& beverages (sugar & alcohol), textile, chemicals, steel,
fabricated metal products, sports goods, automobiles,
consumer electronics etc. The Proposed Investment Region
would be located within 50 km of the Rewari Dadri alignment
of Dedicated Freight Corridor.
One of the key projects identified under development of
DNGIR is a passenger Railway Station at Boraki in Greater
Noida. This railway station is proposed to be developed as a
MMTH with a state-of-art railway terminus further
supplemented by an Inter-State Bus Terminus (ISBT) and Mass Rapid Transit System (MRTS) station
alongside commercial activity.
Greater Noida was planned as an extension to Noida with an idea to create a world-class city with
excellent infrastructure facilities. The National Capital Region (NCR) Plan, 2021 identifies Greater
Noida as one of the metro centers to be developed as a powerful growth node to attract capital functions
and activities and suggests a very high level of physical, social, and economic development including
efficient inter-urban transportation systems. Thus Greater Noida area is likely to see a high demand
for passenger transit facilities and Boraki would be the most preferred choice as a station node for rail
commuters from this hinterland, particularly owing to Noida being away from the main line coupled
with the poor connectivity of Ghaziabad and Sahibabad. In view of this the proposal to develop a Multi
Modal Transport Hub at Boraki in Greater Noida to include a regional railway station, ISBT, and MRTS
link within a single facility seems optimal.
The MMTH hub is planned to include the following on a 158 hectare plot of land.
Passenger Rail Terminal for Indian Railway trains
ISBT for Regional buses
MRTS terminating station for DMICDCs proposed link from Boraki to IGI Airport, Delhi
Commercial development in terms of office complex, shopping area and hotels to facilitate
Transit Oriented Development (TOD)
Public Semi Public Spaces
The site for station development is proposed to be located at the village of Boraki, approximately 300m
from the current halt station at Boraki along the Delhi-Howrah railway line in the Gautam Buddha
Nagar district in State of Uttar Pradesh.
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3. Comments on earlier studies

3.1. Overview of the review process
Detailed review of various documents shared by client was undertaken to evaluate key outcomes of the pre-
feasibility report. The objective of the exercise was to evaluate the outcomes of the pre-feasibility study with
current market scenario and try to address the gap areas of earlier assessment in the approach to be adopted for
this project.
The following previous studies, which were undertaken by DMICDC, were reviewed:
a. Techno-Economic feasibility study for MMLH at Greater Noida near Dadri: March
2015 (Volume 1 report at 153 pages, Volume 2 report at 155 pages and Volume 3 report at 153
pages).
b. Techno Economic Feasibility study for Multi Modal Transport Hub at Boraki in
Greater Noida- Final report: December 2014 (Book 1 report at 200 pages and Book 2 Final
Annexures at 234 Pages) along with earlier versions.
c. Feasibility report on Rail connectivity from DFCC yard to Multi Modal Logistics Hub
Dadri and Multi Modal Transport Hub Boraki at Greater Noida- November 2016 (
Book 37 pages along with Annexure A, B, C, D and E)
d. AUTOCAD drawing of survey/proposals with TITLE BLOCK as shown below:
The subsequent section specifies the overall comments on the existing reports. The comments are segregated
into two parts: Comments on Market assessment and Comments on Technical assessment. The comments on
Market assessment focus on the review of documents pertaining to MMLH in terms of Container and Non-
container/bulk cargo.
3.2. Review of Market assessment

Considering freight will be a major revenue driver for the proposed facility, critical evaluation of pre-feasibility
report for MMLH was undertaken. The outcome of the review exercise is elaborated below:
3.2.1. Market Assessment: Container

After reviewing the pre-feasibility report, the traffic numbers were validated with overall container traffic
growth in the immediate hinterland and competing Concor facility at Dadri. Detailed analysis of the container
traffic is indicated in Chapter-5 Traffic assessment6
6 Refer: Traffic assessment at MMLH for Containers
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The outcome of the analysis based on current scenario is:
The overall container traffic in India grew from ~7.5 million TEUs in FY08 to 12.05 Million TEUs in
FY16, registering a CAGR ~6.5%.
There are 11 key operational ICDs in the NCR region hinterland of MMLH - that handled ~1.2 Million
TEUs of container traffic in FY16. Overall NCR traffic ~1.7 Million TEUs
Among operational ICDs, ICD Dadris overall container traffic grew from ~0.19 Million TEUs in FY08
to ~0.27 million TEUs in FY15 with a CAGR of ~5%. The container traffic of ICD Dadri reduced to 0.23
Million TEUs in FY16
Key Infrastructure projects for the MMLH, namely DFC rail connectivity and development of Eastern
Peripheral expressway are yet to be completed. Key industrial centers such as Dadri-Noida-Ghaziabad
Investment Region are yet to be operational.
Table 3 PFR review - Containers
Key outcomes PFR Findings PwC Analysis
ICD Dadri key competing facility in primary

influence area of MMLH registered a traffic
Overall Container Traffic volume of ~0.23 Million TEUs in FY16.
(Million TEUs)
CAGR:8% The container traffic Considering MMLH to be equally competitive
.79 at MMLH in FY17 is as ICD Dadri in as-is situation, the container
.68 .05 expected to be ~0.24 cargo will be limited to ~0.1 to 0.15 million
million TEUs TEUs (considering equal split of cargo
.04
between Dadri ICD and MMLH assuming
MMLH were to be operational as of now).
.39 Hence the base traffic of 0.24 Million TEUs is
.03 .74 on higher side
.24 .64
.02
.36
Evaluation of as-is growth in traffic volumes
.22
indicate that overall container cargo in India
Overall container grew at 6.5% CAGR, whereas traffic of ICD
FY17 FY22 FY27 FY32 cargo at MMLH is Dadri grew at 5% CAGR in past few years.
expected to grow at
ExIm Domestic
8% CAGR Thus 8% growth is on higher side and hence
the overall container cargo traffic needs to be
rationalized
Cargo traffic from DFC, EPE The actual implementation of MMLH is yet to
and DNGIR: (Million TEUs) be initiated and the overall industry outlook
and competitive landscape has changed
MMLH is considered compared to previous analysis.
DNGI
Year DFC EPE to operationalize in
R
FY17
Thus, the cargo volume potential needs to be
FY17 0.15 0.03 0.14 revisited to ensure realistic assessment of
industry in current status
Fy22 0.25 0.04 0.23
The assessment is Evaluation of current scenario indicates that
FY27 0.48 0.05 0.34 carried out all the three projects DFC, EPE and DNGIR,
considering traffic are yet to operationalize and traffic numbers
from DFC, EPE and need to be re-assessed based on realistic
FY32 0.52 0.06 0.47 DNGIR from FY17 timelines of these projects
PwC 14
Draft
Earlier business plan Post 2009, DFCs business plan has been
of DFC (2009) is revised and a realistic assessment of cargo
used to arrive at potential from DFC needs to be done based on
traffic numbers current volume projections for DFC.
Tariff Structure of MMLH: Competition of MMLH is not only with

existing ICD of Dadri; but other ICDs in
Secondary research secondary hinterland. Overall logistic cost
The base tariff for container assessment needs to be done to determine
and Tariff of
handling (excluding ground rent, competitive tariff for MMLH.
competing ICD at
truck parking, shifting etc. charges)
Dadri is used to
is assumed to be ~2800 to 3000
arrive at tariff The assessment of tariff has to be based on
/TEU for ExIm containers and structure extensive primary research and industry
~1885 /TEU for Domestic interaction, rather than a secondary study
containers alone.
Concluding remarks
Given the current status of MMLH and connectivity projects, the overall traffic volumes for containers
projected in pre-feasibility report are on the higher side and need to be rationalized based on current
scenario.
The tariff structure of the MMLH also needs to be re-assessed to determine overall attractiveness of
the MMLH vis--vis competing terminals in the region
3.2.2. Market Assessment: Bulk Cargo

A detailed review of the pre-feasibility report was conducted in order to validate the traffic numbers for overall
bulk cargo in the primary influence area of MMLH and key competing rail good sheds. Detailed analysis of the
container traffic is indicated in Chapter-5 Traffic assessment7
The outcome of the analysis based on current scenario is:
Based on FOIS data, 7.1 MTPA (FY16) of bulk cargo is handled in primary hinterland of MMLH. Key
commodities being cement, iron & steel, etc.
Of this, 1.6 MTPA is segregated cargo and ballast (a railway cargo) which will largely be handled at railway
good sheds and hence it does not form a potential market for MMLH. As a result, the potential
market for MMLH is 5.5 MTPA
The 2 nearest good sheds to the proposed MMLH namely Ghaziabad & Faridabad handled 3.8 MTPA of
bulk cargo mostly iron & steel (2.4 MTPA) and cement (1.3 MTPA)
Steel volume currently handled in the primary hinterland is around 2.6 MTPA handled at Ghaziabad,
Faridabad and Bahadurgarh Good Sheds.
Demand for Steel is driven by large steel players like Bhushan Steel, Ambica Steel located in the primary
hinterland and further supported by construction activities related to real estate development in the NCR
region.
Key Infrastructure projects for the MMLH, namely DFC, DNGIR and development of Eastern Peripheral
expressway are yet to be completed
7 Refer- Traffic assessment at MMLH for Bulk Cargo
PwC 15
Draft
Key outcome PFR findings PwC Analysis
MMLH traffic is estimated

Overall Bulk Traffic to be 0.08 MTEUs in FY17 Bulk traffic for MMLH is expressed in
(Million TEUs)
TEUs instead of Tons and 2 nearest good
CAGR 8% Key cargo on WDFC are sheds to MMLH - Ghaziabad & Faridabad
fertilizer, cement, iron steel, handled 2.5 MTPA
0.26
food grains, petroleum etc.
0.19 Assuming equally competitive scenario
0.13 Share of these on DFC between nearest good sheds - Ghaziabad,
0.08 catering to the NCR region is Faridabad & MMLH traffic potential at
low and bulk cargo is MMLH can only be up to 0.8 MTPA (0.05
handled at railway goods MTEU, assuming 14 Tons/TEU). The
sheds or at sidings volume of bulk cargo are on higher side and
FY17 Fy22 FY27 FY32 need to be revised.
developed by steel
manufactures
Cement: movement from Share of cement on Rewari-

Cement is a low margin business and most
plants in Rajasthan and Dadri section of WDFC is
likely will continue to be handled at rail
Gujarat to northern region estimated at ~4%, largely
good sheds, however this needs to be
via DFC is less likely to be handled at railway good
verified during primary survey
handled at MMLH sheds
Share of coal on Rewari- Coal transport is usually done directly from

Coal: Chances of handling at mine to respective power plants
Dadri section of WDFC is
MMLH is low since coal
~1%. Coal is the prominent
moves directly from mines
commodity estimated to Hence very little potential for coal cargo to
to Power plant
move on EDFC be handled at MMLH
Steel volume handled in the hinterland is

2.6 MTPA handled at Ghaziabad,
Bahadurgarh and Faridabad Good Sheds
Steel is a prominent
Steel: Estimated traffic on commodity on EDFC in Demand for Steel is driven by large steel
Rewari-Dadri section of DFC terms of volume players like Bhushan Steel, Ambica Steel
is below 1% and is expected etc. and further supported by construction
to be handled at sidings However finished steel is activities in the NCR region
developed by steel transported for short lead
manufacturers. distances in small batches There is a potential of steel to be handled at
via road MMLH due to its closeness to Ghaziabad
and needs to be analyzed in detail through
primary interactions with key industry
players
PwC 16
Draft
Fertilizer traffic on DFC to

NCR region is low and will Fertilizer cargo is largely transported
be handled at railway good through dedicated rake points and hence
sheds in the region has low potential to be catered by MMLH.
Fertilizers & food grains Upcoming plants, if any need to be looked
low potential to be handled Food grains originate from at for arriving at fertilizer traffic potential
at MMLH good sheds or FCI sidings
near production centres in Food Grain is primary handled at sidings
Punjab and Haryana. developed by FCI in the NCR region and
MMLH is located at larger has low potential at MMLH
distance from these centers
Tariff set for bulk cargo are based on

Tariff Structure of
Secondary research and /TEU, rather than /Ton or unit.
MMLH:
Tariff of competing ICD at
Dadri is used to arrive at Tariff for bulk handling terminal needs to
Base tariff for bulk cargo is tariff structure on /TEU be set on logistics cost analysis, assessment
based on per TEU handled basis of competition and primary interactions
at the facility
with stake holders
Concluding remarks
Given the current status of MMLH and key infrastructure projects like DFC, DNGIR and Eastern
Peripheral Expressway, the overall traffic volumes for bulk projected in pre-feasibility report are
slightly on the higher side and need to be reexamined based on current scenario. However, Liquid
cargo and upcoming plants in the vicinity of MMLH need to be assessed further which may add to
the potential.
A thorough industrial profiling of primary hinterland, Logistics cost analysis and overall competition
analysis will further refine the Year on Year potential of key bulk commodities for the MMLH
The tariff structure of the MMLH also needs to be re-assessed to determine overall attractiveness
of the MMLH vis--vis competing rail good sheds in the region
PwC 17
Draft
3.3. Technical Assessment: MMLH and MMTH

Further as per TOR, the team had conducted technical assessment after evaluating various aspects including:
Technical review of drawings, layout and pre-feasibility reports shared by DMICDC
Detailed site-visit undertaken by Barsyl and PwC
Detailed interactions with SKYLARK (after assessment of survey report prepared by SKYLARK and
comments on Rail alignment) and DMICDC
To appreciate the project and to understand the various aspects described in these reports, a site visit was done
by the Barsyl and PwC along with the representatives of DNGIR on 16 January 2017.
Based on the above assessment, following key findings emerged. The overview of analysis/discussion is also
specified
Table 4 Technical assessment
PFR review and Tech. review findings Analysis and discussion with DMICDC
The MMLH is planned to cater to DFCC loading

DMICDC informed that some discussions have already
and the schedule of dimension (SOD) of DFCC
taken place between DFCCIL and DMICDC regarding
prevails in the design of the MMLH. The SOD
this and DFCCIL does not have any issues with the length
of DFCC recommends length of sidings at 1500
of siding being 750 mts, which is being adopted in all the
m in case long haul operation is envisaged.
present ICDs. Hence the MMLH shall be planned with
However, the present parcel of land cannot hold
siding length not less than 750 m.
a siding length of 1500.
As per the Indian Railway freight circulars and

DMICDC confirmed that DPR can be prepared without
the norms laid out by of IR & DFCC for PFT
formal approval from IPA and that MMLH is planned to
sidings, an IPA I.e. In principle approval
be implemented under PPP; whereby MMLH layout can
for the same has to be obtained before
change during execution of the project
proceeding with the DPR.
The elevated approach to the MMLH is on a

parcel of land outside what is planned for the As the approach land parcel is outside the planned area
MMLH. and belongs to private owners, it needs to be acquired.
The land between the MMLH Yard and the It was informed to DMICDC about the same and
elevated structure will also GET LOCKED which DMICDC confirmed that clarity on the land will be
may also have to be acquired during the course available during the course of the assignment
of project
In the AUTOCAD drawing of the MMLH yard, The suggestion regarding curvature in planning and
the radius of curvature used in the yard is 298 having the yard diagonal in land parcel was accepted by
M whereas the max in DFC is 292 m. So the the DMIC
layout has to be changed to have some cushion
for the curvature in planning of the yard. We
suggested to have the yard diagonal to the A probable MMLH yard cross section with the cranes and
parcel of land, though this may place the the schematic drawing of the MMLH yard was also given
MMLH rail yard at the center of the MMLH. to SKY LARK for incorporation in revised drawings
Shunting activity at MMLH yard may be

operationally difficult with the engine pushing The concern was hi-lighted and acknowledged by
the wagons at an acute angle on to an elevated DMICDC. However, the assignment of DPR will be
structure, as per this yard layout. This could be continued.
objected to by NC Railway
PwC 18
Draft
It is required that the plan for rail connectivity of MMLH

to WDFC and EDFC is not expected to change. However,
Rail connectivity requirement with Western various approvals from NC Railway might be required.
DFC and Eastern DFC is required
The same was hi-lighted to DMICDC. Client confirmed
that necessary approvals from NCR would be availed
The parcel of land identified for MMTH/MMLT DMICDC confirmed that revised drawings for
is not marked in the drawings provided MMLH/MMTH will be shared
For the request of alignment drawings, DMICDC is

requested to share the respective drawings along with
master plan of the region with the MMTH and MMLH
area marked.
Alignment drawing of the METRO rail needs to
be provided for MMLT. The drawing of Metro
which should reach the MMLT and the Since the Rail corridor or 100 m (IR and EDFC) divides
alignment drawing of all the important roads the MMTH land in to two halves, the seamless movement
which should join the MMLT should also be of people and vehicles may get disturbed and hence two
marked in the drawing provided. terminals may have to be planned on either side of the
track. The facilities to be placed on either side shall be later
discussed and finalized. Considering the same, DMIC shall
plan for Sky walk to join the different components of the
MMTH.
PwC 19
Draft
4. Approach & Methodology

In line with requirements of the Terms of Reference, our approach and methodology for the assignment is
structured in five phases as discussed below.
Phase I (Market & Traffic Assessment): will focus on evaluating the strategic attractiveness of
the proposed location along with the realistic understanding of the Market drivers and positioning
thereof that will result in attracting traffic at the MMLH at Greater Noida
Phase II (Technical Assessment): will revolve around assessing the location/site including the
land requirement, engineering and field survey, preparation of engineering scale plan, technical
facility & operations design, connectivity with the railway mainline/ DFC and developing the overall
master plan for the MMLH
Phase III (Financial & Economic Assessment): will aim at assessment of financial viability,
alternate financial structures, economic analysis, developing a bankable business plan for the
proposed MMLH. In addition, the focus will be on developing the best possible institutional plan,
evaluation of options for project structuring
Phase IV (Regulatory assessment & clearances) will focus on developing the best possible
institutional plan, evaluation of options for project structuring, preparation of bid documents
Phase V (Bid Documentation Preparation) will be focus on preparation of bid documents and
the concession agreement
A high-level description of our staged approach is presented in the figure below:
Figure 5 Phase wise approach
Phase Modules Deliverables
Module 1: Assessment of Market & Traffic

Phase I Traffic and Hinterland Assessment
demand Report
Module 3: Environment Preliminary

Module 2: Technical
Phase II and Social Impact Design report,
Assessment
Assessment EIA report
Module 4: Project institutional

Module 5: Business plan,
framework, structuring for PPP
Phase III financial modelling, economic Draft DPR
procurement and implementation
assessment and project phasing
plan
Regulatory
Module 6: Regulatory assessment, statutory and
Phase IV clearance
administrative clearance requirements
support
Module 7: Preparation of Bid documents

Phase V
Bid Documents
PwC 20
Draft
4.1. Phase I Market and Traffic Assessment

4.1.1. Module 1 Traffic Assessment
Objective of the Module: To assess the traffic potential in terms of various commodities at the proposed
MMLH and MMTH facility
Outcome of the Module: List of outcomes from the present module is as follows:
1. Total traffic (across container, bulk, liquid etc.) moving in and out of catchment area with future growth
estimates for the same
2. Assessment of passenger traffic potential for the proposed MMTH
Our Methodology: The traffic at the proposed facility will be assessed for both cargo and passenger movement
as explained below:
Figure 6 Traffic assessment overview
Cargo traffic assessment

Key activities to be undertaken from commodities perspective for MMLH:
The cargo traffic section will comprise of the following key sub tasks:-
1. Traffic assessment for containers
2. Traffic assessment for bulk (liquid and dry) & breakbulk
3. Warehousing/ cold storage/ other logistics infrastructure potential
Passenger traffic assessment
Key activities to be undertaken from passenger perspective for MMTH:
Estimate of Passenger traffic will be segregated into specific station based vs. transit based and the
assessment will encompass:-
1. Assessment of passengers based on OD basis to evaluate Originating/Terminating passenger traffic.
2. Assessment of interchange passengers based on evaluation of other modalities of transport
PwC 21
Draft
4.1.1.1. Methodology: Container cargo

Container traffic is expected to be the key revenue driver of the proposed MMLH. The current hinterland of the
proposed hub is extremely competitive with more than 10 operational ICDs in the region. Thus to attract
traffic, commodity specific value propositions would need to be developed. We propose to undertake the
assessment of container traffic via the following key steps:-
Table 5 Approach & Methodology: Containers
Steps Tasks Source Outcome
Project Indias North West Port Container

traffic based on regression of historical traffic
with GDP Container
Step-1: Top down Secondary
traffic potential
container traffic Research, PwC
for NCR region
assessment Assess the share of NCR traffic vis a vis NW internal databases
on Macro basis
container traffic and project the view going
forward
Analyze the catchment area in 50-100 KM

range of the proposed MMLH and list out key List of key
Step-2: commodities in primary and secondary Secondary competing
Hinterland hinterland Research, PwC terminals and
Identification internal databases potential
Assess impact of connectivity projects to commodities
validate the primary and secondary hinterland
Identify the commodity wise volumes of

Step-3: containerisable traffic Key
Data to be
Containerisable containerisable
purchased from
commodity Export-Import
Import - Export breakup and Inclusion of Khambhadkones
identification commodities
potential cargo from DNGIR
Commodity wise cluster mapping

View on
Step-4: Origin- Identify key players in each commodity, plot Primary Survey-
fragmented/
Destination on hinterland map interactions with
consolidated
mapping of key players -15
cluster wise
hinterland Primary interactions with key players to interviews
volumes
understand the current supply chain and
cluster volumes
Carry our detailed competitive assessment

with existing facilities on capacity, Primary Survey-
connectivity interviews Total -
10- at least 2-3
Step-5: MMLH Competitive
each with Shipping
Competitiveness Gather views from freight forwarders, assessment
lines, CHAs,
transporters, CHAs on key challenges faced at Freight forwarders
existing facilities and volumes that can move and transporters
via MMLH
Based on logistics cost assessment of moving

Container
Step-6: MMLH containers from key clusters assess the
PwC analysis traffic at
container volumes container volumes at MMLH
MMLH
Scenario analysis
PwC 22
Draft
4.1.1.2. Methodology: Bulk commodities

Below indicated flow chart indicates in brief the methodology to be adopted for estimation of Dry/Liquid Bulk
cargo and Break-bulk cargo:
Table 5 Approach & Methodology: Bulk cargo
Secondary
Identify Key Railway Good Sheds, PFTs Research
Step-1: Key districts in
and Liquid Bulk Cargo Handling
Hinterland Primary Influence
Terminals located in the primary
Identification Previous research Area of MMLH
influence area of the proposed MMLH
conducted by PwC
Evaluation of potential commodities that

can move via Dedicated Freight Corridor List of key
Earlier analysis
Step-2: (DFC) commodities with
conducted by PwC
Commodity indicative volumes
identification Evaluate the movement of various with potential at
FOIS Data MMLH
commodities and identify key OD pairs
through FOIS data
Secondary research Map out key

Identify commodity-wise Key players in customers in the
Step-3: Industry
the immediate hinterland in addition to Various industrial hinterland with
profiling
proposed industries in DNGIR Database (CMIE, potential to be
ASI etc.) served
PwC internal
List out Logistic cost
database, FOIS,
Prepare a TLC analysis of Road Vs Rail advantage of MMLH
Step-4: Logistic primary
movement for key commodities for over competing
Cost Analysis interactions
each of the key players terminals/good
(Transporters,
sheds
agents and others)
Primary Survey:
Identifying
Compare the connectivity of each of the ~15 interviews with advantages of
Step-5: competing terminals vis--vis MMLH good sheds, MMLH and DFC
Competitive transporters, end over competing
Assessment Primary interactions with Key clients for dry bulk terminals and list
industries, Good sheds and terminal out key clientele for
~10 stakeholders MMLH
for liquid bulk
Year on Year
Based on overall growth in industrial
potential of key
Step-6: Overall profile and commodity demand for
PwC Analysis bulk cargo
Bulk traffic volume identified Key players, assess the YoY
commodities for
potential of Bulk cargo
the MMLH
PwC 23
Draft
4.1.1.3. Assessment of potential for warehousing/cold storage /tankage and

other logistics infrastructure
In addition to the above, the proposed MMLH may also have facilities like warehousing, cold storage and
tankage area to store various commodities. An assessment of the same shall be undertaken.
Table 6 Approach & Methodology: logistics infrastructure
Identify potential of developing other

facilities in proposed MMLH. The analysis
Step-1: will include potential for development of : Identified list of
Identification of other potential
other potential o Warehouses facilities in the
facilities o Cold storage Primary MMLH
o Tankage/liquid storage interactions
and hinterland
assessment
Based on the analysis conducted during the carried out
assessment of container and bulk cargo, key earlier during
potential commodities and list of customers the project List of commodities
Step-2:
will be prepared and customers which
Commodity
can be catered
identification and
through proposed
industry profiling Identification of challenges faced at facilities at MMLH
competing storage and handling facilities in
primary influence area
PwC 24
Draft
4.1.1.4. Passenger Traffic Assessment

4.1.1.4.1. Methodology: Originating and Terminating passenger traffic
Passengers originating or terminating at the MMTH. Such passengers trips would be typically
generated by daily commuters and originate from (or terminate at) (a) within the MMTH commercial
area where they work or (b) from around the MMTH area where they live or work. The former
category would use feeder systems such as auto, taxi, mini bus or private vehicles, cycle, or even walk
to reach the MMTH and originate typically from a radius of around 0-10 km from the MMTH.
Following factors will be taken into consideration to assess the overall traffic of
Originating/Terminating passengers
Table 7 factors considered for passenger (OD)
Factors Details Outcome
Assess Land use plans in terms of investment, industrial and

service sector developments in the vicinity of the MMTH and
their phasing.
Factor-1:Land usage
The development of the MMLH and the investment regions of
the DMIC, DNGIR and other industrial regions around Boraki,
would influence the footfalls.
Assessment of Transit Oriented Development (TOD) to

Factor-2:
facilitate commuting passengers. This includes assessment of
TOD/Commercial Overall
Commercial development in terms of office complex, shopping
development Passenger
area, hotels etc.
traffic:
Assessment of capacity of transport systems serving the Originating
Factor-3: Capacity of and
MMTH. The key transportation systems will include: Indian
supporting system Terminating
Railways, Bus lines and MRTS
Factor-4: Feeder Assessment of Nature, capacity and type of feeder systems

system assessment around the MMTH.
Factor-5:Regulatory Evaluation of regulations facilitating density development and

assessment TOD around the station.
Analyze Any limitations in terms of land, size of facilities or

Factor-6: Limitations
budget.
4.1.1.4.2. Methodology: Interchange passenger traffic

Interchange passengers who are transiting from one mode to another, say from the ISBT to the Railway
or MRTS or vice versa.
A significant portion of these could be long distance passengers who are not daily commuters. The
passengers of this type could originate from longer distances in the radius of 0- 200 km from the
MMTH. The factors influencing number of passengers of this type would depend on the following
factors:
PwC 25
Draft
Table 8 factors considered for passengers (interchange)
Factors Details Outcome
Evaluate population/population growth in and around the

districts bordering MMLH. The population around MMLH will
Factor-1:Population
have maximum impact on potential traffic of interchange
passengers
Overall
Passenger
Evaluation of land usage plans over a larger radius around
traffic:
Factor-2: Land usage MMLH including phase-wise development of various key
Interchange
development projects
passengers
Assessment of capacity of transport systems serving the
Factor-3: Capacity of MMTH. The key transportation systems will include: Indian
transport system Railways, Bus lines and MRTS. Major focus will be on Bus
systems.
The capacity of transit systems would also be influenced by passenger demand at MMTH but since
multimodal systems are not planned on passengers at one transit location alone, the systems make
their own independent plans based on Corridor Demand. Hence it is possible that information on
capacity and type of systems planned would be available.
Based on inputs and constrains using the above conceptulisation, attempt will be made to arrive at
actual forecast using the following methods:
1. Diverted trips from competing facilties
2. Study of traffic built up behaviour for similar or broadly similar facilties elsewhere
(Benchmarking)
3. Use of Trip Generation models such as Growth Factor Model or Gravity Model to the extent
the context and data permits.
PwC 26
Draft
4.2. Phase II Technical Assessment

4.2.1. Module-2 - Overall Technical Assessment
Objective of the Module: To assess the infrastructure requirements of the facilities i.e. MMLH and MMTH
and derive project cost estimates.
Outcome of the Module: List of outcomes from the present module is as follows:
1. Overview of facility and equipment requirements for MMLH and facility requirement for MMTH.
1. Based on the facility/equipment requirement determine the overall capex requirement
Our Methodology:
The assessment will be carried out for MMLH and MMTH. The approach to be adopted for each of the proposed
facility is elaborated below.
4.2.1.1. Facility requirement at MMLH

A number of factors such as land configurations, quantum and type of traffic, operational, storage and handling
requirements as well as services to be provided would generally influence the layout and scale of facilities to be
developed at a MMLH. The perception of trade, user agencies and service providers are other important
considerations to be kept in view while planning of these facilities. Likewise, creation of unit/block trainloads,
specials carrying reefer/perishables and Exim/domestic container trains. Based on such parameters, conceptual
layout plan will be prepared for the facilities at MMLH as under:
I. Rail connectivity with DFC network and provision of reception and dispatch yard.
II. Specialized terminals for handling container and other freight trains e.g. container terminal with CFS,
yard for stacking and storage of containers including area for reefer and liquid units.
III. Warehouses for temporary/ long term storage for different type of cargo
IV. Specialized warehouses for liquid, reefer, perishable, high value, cargo, etc., to extent applicable.
V. Open area/covered space for bulk cargo.
VI. Inter-modal transfer arrangements/facilities.
VII. Internal roads and circulating area for movement of road vehicles and equipment.
VIII. Entry and exit points/arrangements and boundary wall.
IX. Administrative/service buildings for terminal operator, Customs and other offices e.g. services providers,
user agencies, distributors, etc.
X. Space and infrastructure for providing value addition services like packing/repacking,
assembly/disassembly, light manufacturing, pre-shipment inspection, sorting/grading facilities, repair
of damage units, quality control, distribution, etc.
XI. Ancillary facilities like workshop(s) for maintenance of equipment, containers, road vehicles and
weighbridge
XII. Truck/road vehicles parking area,
XIII. Public utilities/conveniences e.g. medical aid centers, banks, food courts, rest rooms, fueling, space for
wholesale outlets, etc.
XIV. Communication facilities and linkage with freight information network.
The Consultants shall present a master plan for development of facilities in consultation with the client,
incorporating their comments.
PwC 27
Draft
Estimation of project cost for MMLH:

Cost estimates for developing the proposed MMLH encompassing land, civil works including rail hardware,
electrical components, handling equipment , transport fleet, plant and machinery, etc. as well as providing
infrastructure for other facilities/services shall be worked out on prevailing market rates and unit costs available
for different items. The cost of land shall be arrived at in consultation with State/local authorities. In addition,
clearances required from various agencies for acquisition of land, would be indicated.
4.2.1.2. Identification of Handling Equipment

The choice of equipment largely depends upon a number of factors such as type and traffic volume, land area
availability, systems of operations, load requirements, cost of operation and maintenance and productivity.
In case of container equipment, the influencing factors include expected container throughout in terms of load
and classification, stacking capability, land area utilization, cost (capital operation and maintenance costs) and
terminal development factors. For cargo related operations viz. stuffing and de-stuffing of containers, small
forklifts would need to be provided at the CFS. For loading RTG, RMG and Reach stackers may be planned. Based
on these factors and comparative analysis of container equipment types available, an appropriate handling
system would be suggested in terms of size and numbers. Similar approach shall be followed to determine the
equipment requirements for handling of bulk and non- containerized cargo.
4.2.1.3. Facility requirement at MMTH

In general, suitable MMTH design shall be adopted which gives highest open area (as the coverage is the lowest)
and thereby give enough green area and provision for future expansion. The various parameters from the traffic
and market studies shall be perused to arrive at the requirements of the terminal. The terminal is planned to be
constructed with enough number of bus bays to cater future demand also. Enough parking spaces shall be
provided in the terminal for cars and two wheelers. The terminal shall be planned to have accessibility to proposed
Metro rail system and the existing Railway network. Provision for sky-walk shall be provided to connect the
proposed Metro Rail and existing IR. The design shall be developed and presented in the stake holder meetings
and based on the suggestions and considering the apprehensions evolved during the course of these deliberations,
master plan shall be finalized addressing all the issues and DPR prepared.
A number of factors such as land configurations, quantum and type of traffic, operational, parking and
recreational and other services to be provided would generally influence the layout and scale of facilities to be
developed at a MMTH. Based on such parameters, layout plan will be prepared for the facilities at MMTH as
under, among others:
I. Integration with Mass Rapid Transport system and existing Railway network.
II. Entry and Exit
III. Paved drive ways
IV. ISBT Bus Bays and Terminal building
V. City bus terminal
VI. Waiting lounge and retiring rooms
VII. Infant feeding and child care room
VIII. Sanitary napkin disposable incinerator
IX. Clock room
X. Wash rooms
XI. Trash bins and spittoons
XII. Parking space for Taxi/ auto
PwC 28
Draft
XIII. Car and Two wheeler parking

XIV. Seamless connectivity for pedestrians
XV. Boundary wall protection
XVI. Drainage
XVII. Water supply and Plumbing systems
XVIII. Sewage treatment plant
XIX. Rain water harvesting
XX. Commercial space
XXI. Office space
XXII. Civic facilities like Police station/ hospital/ Petrol pump
XXIII. Bus clinic and crew amenities
XXIV. Electrical systems
XXV. Sky walk
XXVI. Escalator and elevators
XXVII. Communication and surveillance system
XXVIII. Ventilation system
XXIX. Signage
Estimation of project cost for MMTH:

Cost estimates for developing the proposed MMTH encompassing land, civil works including rail hardware,
electrical components, sewage, electrical, plant and machinery, etc. as well as providing infrastructure for other
facilities/services shall be worked out on prevailing market rates and unit costs available for different items. The
cost of land shall be arrived at in consultation with State/local authorities.
4.2.2. Module-3 - EIA study

Objective of the Module: The project requires to be assessed on the Environmental aspect of the site location
and within 5Kms/10Kms around the site location. Accordingly, a comprehensive Environmental Impact
Assessment (EIA) shall be developed which will encompass a detailed list of likely anticipated environmental
impacts envisaged in the construction phase and operation phase separately and along with that mitigation
measures for each impacts shall be elucidated. The EIA report shall also include the Environmental Monitoring
Plan (EMP) which shall explain the agency responsible for conducting the weekly/monthly or yearly monitoring
and the agency responsible for monitoring the EMP and validating the analytical results.
Outcome of the Module: List of outcomes from the present module is:
1. A baseline database of environmental impact prone areas including but not limited to industrially
polluted areas, CRZ areas, reserved forest areas etc.
2. Expected Impact on physical, biological, chemical, ecological and socio-cultural environment
3. Benchmarking and monitoring mechanism to keep a check on environmental and human health risk.
4. Environment Monitoring Plan and review of institutional capacity
PwC 29
Draft
Our Methodology:
The methodology to be followed for Environmental Impact Assessment is based on the procedures described in
the EIA guidelines for Industries by Ministry of Environment and Forest (MoEF), as well as those provided in
World Bank and other donor manuals relating to ESA/IEE/EIA studies. Figure below shows the overall
methodology for conducting an EIA.
Figure 7 EIA methodology
As a prelude to the commencement of the EIA study, the Terms of Reference (ToR) detailing the proposed scope
of work, addressing all relevant anticipated environmental concerns for the preparation of an Environment
Impact Assessment (EIA) Report shall be submitted to the Expert Appraisal Committee (EAC) at MoEF central
office or the State Level Expert Committee (SEC) for the approval. The Expert Appraisal Committee from MoEF,
central office or State level Expert Appraisal Committee concerned shall determine the Terms of Reference on
the basis of the information furnished in the prescribed application Form1/Form 1A including Terms of Reference
proposed for the project
It is estimated that the ToR shall be conveyed to the applicant by the Expert Appraisal Committee or State Level
Expert Appraisal Committee as concerned within sixty days of the receipt of Form 1. If the ToR are not finalized
and conveyed to the DMIC within sixty days of the receipt of Form 1, the ToR submitted by the consultant shall
be deemed as the final ToR approved for the EIA studies.
Outline of the key steps adopted for the preparation of the Environmental and Social Impact Assessment report
are as follows:
Table 9 Approach & Methodology: Environmental Impact Assessment
Initial Site
Approval of the ToR
Terms of Reference shall be drafted which Reconnaissa
from the MoEF. The
Step-1: shall depend on the category under which the nce, Land
approved ToR will
Submission of the project shall fall (Area Development, Category Transfer
guide what all details
ToR to MoEF for A or Category B). ToR copy along with duly Documents
need to be
their approval filled Form 1 or Form 1A shall be submitted to and
incorporated in the
the MoEF central office in Delhi secondary
EIA report.
sources
PwC 30
Draft
The key outcome is to

understand the
potential impact upon
Subsequent to the approval of the ToR, the both prevailing and
consultant will compile information of the future environmental
existing environmental conditions and issues, Secondary conditions (Physical,
which affect the proposed project area. The Research, Biological, Socio
Step-2: Review of
prime objective of the exercise is to collate Site economic and Human
the Project Design
information/data on existing environmental Reconnaissa environment) in the
conditions as well as to foresee the anticipated nce proposed project area
key environmental quality aspects prior to any and within 10Kms/15
activity (construction or even the operations) km of its
surroundings, termed
as the Project Area of
Influence.
Identification of the
Site
key IECs which are
Step-3: Scoping To select Important Environmental Reconnaissa
likely to get impacted
and Iterative Components (IECs), likely to be impacted by nce and
because of the
Design the project for the proposed interventions secondary
different phase of the
research
project
Intensive data on the IECs will be collected Understanding of the

considering the proposed project existing baseline
interventions and affected areas from sources. On-field condition of the
This will include review of literature followed survey and environmental
Step-4: Field by collection of primary baseline data related testing by an matrixes. This will
Investigations to aspects including the different accredited provide a basis to
environmental matrixes like ambient air, environment compare the IECs
noise, water, and soil quality; land use al lab under with
patterns, geomorphology, ecological and other project and
key aspects at regional level without project
Primary
Baseline
Data,
A comprehensive EIA
secondary
report. The report
Accessing the impacts the different phases of set of data
will have all the kind
the project (construction and operational) can collected
Step-5: of anticipated
have on the IECs and identifying a sustainable from
Environmental impacts the project
and economical way to mitigate those impacts. different
Impact Assessment could have and the
Alternatives in the design shall also be governmenta
possible way to
accessed to minimize the impacts. l and non-
mitigate those
governmenta
impacts
l agencies
and from
literatures
EMP shall be
To provide a detail environmental monitoring developed. The EMP
Step-6:
plan. The EMP is a dynamic document and is shall also have the
Environmental
developed for periodical monitoring of the PwC analysis agency responsible to
Management Plan
environmental parameters and accessing the conduct
(EMP)
efficacy of the mitigation measures weekly/monthly or
yearly analysis of that
PwC 31
Draft
particular parameter
and the agency
responsible to
monitor and validate
the results
4.3. Phase III Financial & Economic Assessment

Objective of the Phase: The project at an implementation stage may be developed on PPP basis. Accordingly,
develop an institutional plan, risk assessment framework and bankable business plan for the proposed MMLH
and MMTH.
Our Methodology: Inputs from the previous phases will be used to develop a bankable business plan. This
plan would be further deliberated with broader group of interested investors and their feedback would be
incorporated while developing the overall scoping and structuring of the project. The inputs from Technical
assessment will be used to derive overall capex and opex estimates.
Following modules detail out the activities to be undertaken under each steps to meet the objective of this phase:
4.3.1. Module 4 - Financial modelling, economic assessment and

project phasing
Objective of the Module: To assess the financial and economic feasibility for the MMLH and MMTH facility
Outcome of the Module: List of outcome from the present module is:
5. Financial projections and returns analysis
6. Economic Analysis and estimation of EIRR
Our Methodology:
Assess the project institutional and implementation framework to establish the financial viability of the
structure and its various modules. Each module has to be financially viable to enhance the bankability of
the terminal.
Project scoping and phasing analysis
o Assessment of the synergies between the various business segment and the ability to cross leverage
resources / competencies
o Develop high level estimates for capital and operating costs
o Phasing of the revenue and investments - Determine the phasing of capital investment. This will
involve prioritization of the various business opportunities
Financial modelling Based on above points, develop a detailed financial model with focus on the
following:
o Develop high-level revenue projections this need to take into consideration all the add on revenue
streams that are feasible and sustainable
o Estimate key assumptions for the future business growth & financials through market comparative
techniques & stakeholder consultations
o Prepare detailed financial statement like Income Statement, Cash flow and Balance sheet based on
projections
o Additionally we will calculate various metrics used for assessment of feasibility including: Net
Present Value (NPV), Internal Rate of Return (IRR), Debt Service Coverage Ratio (DSCR) etc.
Financial Viability Analysis On the basis of financial model perform the following:
o Assess debt serviceability & taxation aspects
o Evaluation of the financial return/IRR. Assessment of the bankability of each project on a standalone
basis
o Determine the equity returns based on various scenarios of partnerships / alliances
Scenario Analysis
PwC 32
Draft
o Alternate scenarios based on Viability Gap Funding will be analyzed for enhancing the financial
viability of the proposed facility.
Financial Feasibility Analysis On the basis of financial viability analysis and scenario analysis,
recommending the preferred option of project implementation.
Sensitivity Analysis - Sensitivity analysis will be performed based on various parameters like traffic
variation, price fluctuation, cost escalation, delay in construction phase etc.
Economic Analysis
o Performing the econometric analysis of the project
o Estimating the expected economic benefits from the Project
o Estimating the EIRR of the project based on the economic benefits to the project
4.3.2. Module 5 - Project institutional framework, structuring for

PPP procurement and implementation plan
Objective of the Module: To prepare an optimal project structure and institutional framework and the
implementation framework for the same
Outcome of the Module: Project structure, institutional and implementation framework along with feasible
procurement models
Our Methodology:
Stakeholder consultation and initial structuring
Based on the design of terminal and allied infrastructure, evolve broad project structuring for
implementation through private sector funding/ public private partnership and evolve alternative
scenarios including considering the option of Viability Gap Funding (VGF) for enhancing the financial
viability of integrated logistic hub. This shall be done keeping in mind all the relevant policies and
guidelines of Indian Railways issued from time to time.
Identify roles and responsibilities of various agencies and institutions which may participate in the
proposed MMLH and MMTH.
Identify the suitability of development of modules with appropriate scoping and demarcation of roles and
responsibilities and on the basis of:
o Ease of project completion
o Government capacity to execute the project
o Investor interest and risk allocation
o Tax implication
o Lenders perspective
o Development objective
PwC 33
Draft
Initiate discussions with these stakeholders Figure 8 Factors determining Project Development
by conducting stakeholder workshop and mode
take feedback on the development plan.
Discuss means of collaboration including
(but not limited to):
o Ways for PPP development
o Roles and responsibilities of each
parties
o Expectation setting of each party
o Means and ways of revenue sharing
arrangements etc.
In parallel, also conduct deliberations with
other government bodies, regulatory
authorities etc. to seek their facilitation in
setting up of the MMLH and MMTH along
with necessary statutory provisions and
recommend ways for smooth functioning of
the MMLH and MMTH as a single window
facilitation location
Based on the financial projections, seek
feedback from the banking and financial
institutions on each module and overall
project to finalize on appropriate scoping of
the project.
Map these findings with the risk assessment
and mitigation plan. Revise the plan if necessary at this stage
Based on the above, provide the recommendation for optimum project structure based on PPP
Project implementation plan
From the above, assess the various activities and bucket them into following categories:
o Critical Requiring immediate attention
o Essential but not critical Can be handled in short term
o Important to be addressed in short to medium term
Based on the above classification, develop an implementation blue print with short and medium term
targets for development.
4.4. Phase IV Regulatory assessment & clearances

Objective of the Phase: To develop an understanding of the regulations and undertake the process of attaining
statutory and administrative clearance requirements.
4.4.1. Module 6 - Regulatory assessment, statutory and

administrative clearance requirements
Objective of the Module: To understand the regulations and their impact on the business and prepare a list
of statutory and administrative clearance requirements.
Outcome of the Module: Assessment of the regulatory framework, it impact on the business and list of
statutory and administrative requirements for setting up of the terminal.
Our Methodology:
Study the historical regulations pertaining to the sector and assess the impact of the same on the
business.
Consultations with key departments including but not limited to DMICDC to understand the role of
regulatory scenario and its impact.
Understand the existing rail circulars and its impact on the business.
Study the statutory and administrative regulations and provide a detailed list of the same including:
o Clearance required for land acquisition from various authorities
PwC 34
Draft
o Customs, Environmental Authorities, Centre/State Government and its bodies

Assessment of government policies, subsidies and incentives for setting up MMLH and MMTH
Key aspects for regulatory assessment of MMLH:

From the pre-feasibility reports and the concept plans, it is inferred that the clearances from different
departments / agencies like Indian Railways, DFCCIL, Customs, Environmental authorities, center/state
government and its bodies etc. shall be required. However, all the required clearances shall be confirmed and
obtained as envisaged in the TOR. Once all the data are collected and during the course of preparation of the
DPR, in consultation with the client.
Key aspects for regulatory assessment of MMTH:

The responsibility of obtaining all the necessary preliminary approvals shall be the responsibility of the consultant
as per TOR. The major preliminary approvals required for the project includes the following
State Environmental Impact Assessment Authority(SEIAA) or EIA approval
From Pollution Control Board (State & Central) Consent to Establish, for Consent to Operate
Fire Inspectorate for Fire Approval
Electrical Inspectorate for Electrical Approval
Inspectorate of Factories & Boilers For establishing the plant
Railway approvals
Metro approval from the local Administrative authority in charge of Metro
However, all the required clearances shall be confirmed and obtained as envisaged in the TOR, once all the data
are collected during the course of preparation of the DPR.
4.5. Phase V Bid Documentation Support

Objective of the Phase: Provide Bid documentation support to DMICDC. The bid documentation phase will
be carried out after thorough analysis and feasibility check of proposed facility. The broad outline of proposed
activities in this phase are mentioned below.
4.5.1. Module 7 - Preparation of Bid Documents

Objective of the Module: To prepare the bid documents to be used further for PPP contracting of the facility
Outcome of the Module: Bid Documents and the Concession Agreement
Our Methodology: With the project structure finalized and risk identified, following activities shall be
undertaken:
Based on the optimal project structure, Bid documents for the procurement process shall be prepared
The bid documents shall include details on project site, project facilities, tentative implementation plans,
phasing schedule, operations and maintenance standards, safety and standards schedules
The split of risks and responsibilities between public and private sector bodies shall be spelt in the project
bid documents
PwC 35
Draft
5. Traffic assessment
Objective: We have already commenced the traffic assessment for MMLH. This chapter indicates the status of
analysis already completed and the action plan of subsequent activities.
Key activities completed:
We have initiated the assessment of traffic for MMLH i.e. freight traffic assessment.
As outlined in Approach and Methodology, the cargo traffic assessment is carried out in two parts
containers and bulk
List of actions completed for container cargo:
o The top-down assessment of container cargo is completed to project containerized traffic
volumes for overall country and key north-west ports serving the hinterland
o Mapping of key competing container terminals along with identification of primary and
secondary hinterland is done. List of key commodities that can be potentially handled at MMLH
is also identified
List of actions completed for bulk cargo and overview of subsequent activities
o Key catchment area for bulk commodities is identified along with identification of key bulk
handling terminals
o The list of bulk commodities that need to be further evaluated is also prepared
The traffic assessment of MMTH is yet to be initiated. The following data points will be required for assessment
of MMTH:
Type and capacity of transit systems such as Rail, bus and MRTS planned to be serving the MMTH
Existing land use and development plans in the vicinity in terms of investment and industrial regions,
commercial developments etc.
Existing and planned infrastructure around the MMTH in terms of rail stations, roads, local bus systems
etc.
Commercial developments planned to be integrated at the MMTH itself.
Regulations relating to facilitation of density development and TOD in the State/NCR.
Population and demographic trends in the neighboring districts.
We plan to collect these data points over next few weeks and subsequently commence assessment of MMTH.
PwC 36
Draft
5.1. Traffic assessment at MMLH for Containers

5.1.1. Step-1: Top-Down Assessment
Table 10 Container traffic assessment - Step-1
Overall assessment of container traffic for North-west region was carried out based
Step-1: Summary of activities on secondary research
completed for Top-down
assessment Using statistical regression analysis macroeconomic projections for container cargo
in NCR region was derived.
Overall assessment of container traffic along North-West ports:

Container traffic in India grew from ~4.5 Million TEUs in Figure 9 All India container traffic growth
2005 to ~12.05 Million TEUs in 2016. The container volumes 12.05
increased by ~2.7 times in past decade because of Industrial
growth, Governments impetus to trade and overall
development of the economy. The growth in Exim cargo led to
increase in containers handled across ports.
4.5
Exim trade of containers registered a compounded annual
growth of 6.5% between FY08 and FY16 and major drivers
of the container cargo were west coast ports.
Sea ports located along the western coast handled ~75% of 2005 2016
total container cargo in India in FY16. Evaluation of year-wise
Source: IPA, various reports
traffic profile of west coast ports indicate that ports located on
North-western coast line i.e. JNPT, Mundra, Pipavav and Hazira constitute for ~70% of total containerized cargo
trade in India.
With increase in Exim trade the container cargo across these North-Western ports also registered a Compounded
Annual Growth Rate of 6.5%.The chart below indicates the overall share of these key north-west ports in overall
container trade in India.
Figure 10 Share of NW ports in container traffic
Container Traffic in India Vs. NW ports (Mill TEUs)
12.00 12.00
12.05
10.00
11.53 10.00
10.27 10.51
9.40 9.74
8.00 8.00
8.36
6.00
7.56 7.32 6.00
4.00
8.13 8.42
7.21
4.00
6.11 6.41 6.81

4.91 5.02 5.45
2.00 2.00
- -
FY08 FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16

Overall container traffic Containers handled at NW ports*
Source: IPA, company reports, secondary research
* - Traffic at Key North west ports JNPT, Hazira, Mundra and Pipavav
JNPT, Mundra, Hazira and Pipavav ports account for ~65 to 70% of containerized cargo trade in India (as
indicated in the chart above). Compared to the North-west ports the overall share of other ports is limited.
PwC 37
Draft
Also North-west ports are logistically nearer to northern land-mass of the country giving, these ports a
competitive advantage to serve the northern hinterland for containerized cargo.
Figure 11 Comparison of NW ports Vs rest of the ports
4 key North-
west ports
account for
~70% of
containerized
cargo trade
in India
Macroeconomic forecast of container cargo across North-west ports

In order to project the overall container trade across the North-western ports, regression analysis was used .The
overall container traffic in India grew in-line with GDP growth.
Below mentioned graph indicates a strong correlation of GDP growth in India vs. container trade volumes,
based on past 20 years of data.
PwC 38
Draft
Figure 13 Container traffic projection

Various macroeconomic forecasts by leading institutions suggest for NW ports
Macroeconomic projection of
Figure 12 Output of regression analysis container cargo in region
around MMLH
60 60
(Million TEUs)
Regression Analysis: GDP vs. Container traffic 50
60 50
15000 40 40
Regression
FY2016
Container Trade
indicates 98%
30
37 30
R = 0.9854
10000 correlation 39
(000 TEUs)
20 20
12 22
between 24
14
10 10
container 0
8 0
5000 trade and GDP Fy16 FY25e FY35e FY45e
FY1995 Overall container traffic

0
Total NW port
0 20 40 60 80 100 120 140
GDP (Billion Rupees)
Source: MOSPI, IPA, World Bank database
that GDP of India is expected to grow at ~7% in near term and the growth is expected to align at ~5% range in
long term. Using the correlation derived from statistical analysis, macroeconomic forecast for projected container
traffic was obtained.
Considering that key north-western ports will continue to have ~65% share of total containerized cargo market
in India, the corresponding projections for North-western ports were derived. The results of the statistical
analysis and macroeconomic forecast exercise is indicated in the chart here.
Overall container cargo of NW ports is

expected to increase from ~8.4 Million TEUs
currently, to ~39 Million TEUs by FY45.
Identifying the share of NCR region in total North-western container traffic:

Based on rail-bound dispatch of containers, it was analyzed that Key 11 ICDs accounted for 1.21 Million TEUs of
container traffic, as indicated below.
PwC 39
Draft
Based on primary interactions, it was identified that ~70% of container traffic in these ICDs is rail bound and
remaining 30% remains road-based cargo.
Figure 14 Container volumes at ICDs around NCR
11 ICDs around NCR handled 1.21 Million Figure 15 Rail Road split of container movement in NCR
TEUs of Rail bound Container volumes
Modal split of Container cargo
last year
in NCR region
Considering the rail-road split of 70:30,
the overall current container demand in
NCR and region around MMLH is
estimated to be ~1.7 Million TEUs per Road
annum based
Source: Regression analysis output, PwC
30%
Analysis
During subsequent analysis of the Rail
project, the overall demand will based
ascertained to support the container 70%
cargo potential for MMLH
Source: Primary interactions, PwC analysis
Source: Secondary research, overall growth estimate in region
5.1.2. Step-2: Hinterland assessment

Table 11 Container traffic assessment: Step-2
Primary catchment area in the range of ~50 kms of proposed facility will be
Step-2: Summary of tasks done evaluated to identify key commodities
for Hinterland identification Assessment of impact of connectivity projects (EPE and DFC) to evaluate impact
on increased hinterland connectivity for secondary region
PwC 40
Draft
Figure 16 Primary and Secondary hinterland for container

In order to identify primary hinterland and
secondary hinterland, the nearby ICDs of the
region were mapped out along with railway
connectivity of ICDs
Considering that the primary hinterland of the
MMLH will be region around Dadri, within
the range of ~50 km, various districts
identified to serve as primary influence area
for container cargo include region of Greater
Noida, Noida, Ghaziabad and regions around
Dadri. Considering the presence of ICD-Dadri
in the immediate hinterland, the MMLH is
expected to face competition from the existing
terminal of Concor for the primary influence
area. ICD Dadri has handled ~0.2 Million
TEUs in past 5 years and the trend of
container cargo handled at ICD Dadri is
shown below: Primary Secondary
Apart from ICD Dadri, recently operational ICD at Khurja will also constitute a part of primary competitive
landscape. The ICD Khurja commenced operations in April, 2016. The facility has 6 railway sidings.
In Secondary hinterland of the MMLH, various ICDs included are: Patparganj, Tughlakabad, Faridabad and Loni.
During the course of the project, detailed evaluation of each of these competing ICDs will be undertaken to
ascertain the overall competitiveness of MMLH vis--vis existing ICDs.
New infrastructure projects to expand the overall hinterland of the MMLH:
The two key infrastructure projects that will have an impact on reach and connectivity of MMLH will be Eastern
Peripheral Expressway and DFC.
Figure 18 KGP expressway and connectivity
Impact Assessment: KGP Expressway
of MMLH
Project- Eastern Peripheral Expressway
Length: 135 Km
Route Kundli-Ghaziabad-Palwal
The KGP expressway will connect Palwal with Sonepat via
Ghaziabad and provide a bypass on the eastern side of Delhi.
As per the deadline set by Hon. Supreme court, the project
is supposed to be completed by July 2018. Secondary
research on the project status indicate that the project is
right on schedule and expected to be completed by the
scheduled duration
Figure 17 Container volumes at ICD Dadri
Traffic volume at ICD Dadri (000 TEUs)
0.21 0.23
0.1
Source: Concor FY06 FY11 FY16
PwC 41
Draft
This project will improve the connectivity of MMLH/Dadri region to Sonipat and Palwal region. The expected
time to travel from Dadri to Sonipat and Palwal will reduce to more than 30% of time that it currently takes to
travel between these regions.
This will lead to cost competitiveness of MMLH for the far reaching cargo centers of Sonipat and Palwal, which
are in secondary hinterland of the facility.
Impact Assessment: DFC
Western DFC is considered to have major impact on various CFS around NCR region, including MMLH.
Project: Western DFC -Connecting JNPT with Dadri

Current Status of the project on Dadri-Rewari section: Civil contract awarded to L&T-Solitz consortium
Length of section Figure 19 Western DFC and connectivity of
(Dadri-Rewari): 121 Km MMLH
Although, the Western DFC will

have the major impact on
overall container movement
from JNPT to NCR region; the
competitive landscape is not
expected to change.
Considering several existing
ICDs in the overall hinterland of
the NCR region, which will
benefit from improved
connectivity because of WDFC,
the key logistic advantage will
depend on the operational
efficiency and improved cargo
clearance from the facility;
rather than connectivity alone.
Operational efficiency will
remain a key aspect for continued strategic advantage for MMLH post commencement of DFC network.
Depending on the operational efficiency of the Figure 20 Key containerized commodities in hinterland
MMLH vis--vis competing ICDs, it can garner larger
share of the container traffic however, faster cargo
clearances remain the key for success in catering to
WDFC cargo.
Identification of key commodities 27% 25%
Based on analysis of secondary data from Khumbad

Kones database, key containerized commodities 4% 6%
6% 4%
include: Agricultural Products, Machinery and 2%
spares, Paper, Textile goods, Metals/alloys, Plastics, 6% 9%
Automobiles and Chemicals. 8% 6%
8% 9%
The % share of each of the commodities is shown in
the chart. The key commodities account for more 11%
14%
than 70% of containerized cargo handled in the
primary hinterland (Dadri) and Overall NCR region. 13%
Inclusion of cargo from DNGIR 25%

17%
The Dadri Noida Ghaziabad Investment Region is
identified as one of the 7 industrial clusters along the NCR region Primary Hinterland
DMIC. MMLH being a part of DNGIR, will be the key
Agro Products Macinery and spares
Paper Textile
Metal Hub and Multi Modal
Consultancy services for Preparation of Detailed Project Report for Multi Modal Logistics Plastic
Transport Hub at Greater
Chemicals Automobiles
PwC 42
Others Source: Khumbadkones
Draft
cargo handling center for entire DNGIR. In order to assess the potential of containerized cargo from DNGIR, the
industries proposed in DNGIR need to be assessed and aligned with the potential inward/outward cargo
movement. Based on primary interactions with various stakeholders and GNIDA (Greater Noida Industrial
Development Authority), the industry-specific analysis of DNGIR will be conducted.
ICD Dadri remains the key competition of MMLH in primary hinterland of the MMLH
Recently operationalized ICD Khurja is also a part of primary influence zone and
competition is expected from Khurja ICD also
Assessment of commodity-wise cargo handled in Primary hinterland and NCR indicates 8
types of key commodities being handled at existing ICDs
Subsequent analysis of DNGIR and competitive assessment will be aimed at obtaining a
detailed perspective of container cargo demand potential at MMLH
PwC 43
Draft
5.1.3. Subsequent plan of action for container cargo

Table 12 Subsequent plan of action for containers
Steps Tasks to be undertaken
Step-3: Identification of commodity-wise volumes for containerized traffic based on

Containerisable purchased data
commodity The detailed secondary analysis to identify the Ex-Im break-up of key containerisable
identification commodities.
Commodity-wise mapping of Origin-Destination for the hinterland will be carried out.

This will be laid-out on the map and will be derived based on primary interactions
Step-4: Origin- with key industry clusters and players within the hinterland.
Destination mapping Primary interactions with ~10 key players will be undertaken to evaluate the OD
of hinterland mapping and understand the overall supply chain. The view on fragmented vs.
consolidated commodity movements will also be derived based on primary
interactions.
Competitive assessment of proposed MMLH with regards to existing facility will be

carried out considering the capacity and connectivity of various container handling
Step-5: MMLH
facilities within the primary influence area. Primary interactions with freight
Competitiveness
forwarders, transports and CHAs will be undertaken to understand key challenges
faced by various stakeholders at existing facilities.
Based on overall logistic cost assessment of moving containers from key clusters and
Step-6: MMLH
overall growth rate derived from regression analysis, potential container cargo for
container volumes
MMLH will be derived.
The Macro-economic container traffic forecast and list of commodities identified till now, will be used as a base
to conduct detailed assessment of hinterland and projecting container volumes.
Based on 4 steps outlined above, insight on containerisable commodities, OD wise mapping, and identification
of key industry players to assess of overall competitiveness of MMLH will be used to arrive at container volumes
at MMLH.
The interactions with key authorities of DNGIR and GNIDA will also be considered in overall assessment of
traffic projections.
PwC 44
Draft
5.2. Traffic assessment at MMLH for Bulk Cargo

Below indicated flow chart indicates in brief the methodology to be adopted for estimation of Dry/Liquid Bulk
cargo and Break-bulk cargo:
Table 13 Approach & Methodology: Bulk cargo
Secondary
Identify Key Railway Good Sheds, PFTs Research
Step-1: Key districts in
and Liquid Bulk Cargo Handling
Hinterland Primary Influence
Terminals located in the primary
Identification Previous research Area of MMLH
influence area of the proposed MMLH
conducted by PwC
Evaluation of potential commodities that

can move via Dedicated Freight Corridor List of key
Earlier analysis
Step-2: (DFC) commodities with
conducted by PwC
Commodity indicative volumes
identification Evaluate the movement of various with potential at
FOIS Data MMLH
commodities and identify key OD pairs
through FOIS data
Secondary research Map out key

Step-3: Identify commodity-wise Key players in customers in the
Industry the immediate hinterland in addition to Various industrial hinterland with
profiling proposed industries in DNGIR Database (CMIE, potential to be
ASI etc.) served
PwC internal
List out Logistic cost
database, FOIS,
Prepare a TLC analysis of Road Vs Rail advantage of MMLH
Step-4: Logistic primary
movement for key commodities for over competing
Cost Analysis interactions
each of the key players terminals/good
(Transporters,
sheds
agents and others)
Primary Survey:
Identifying
Compare the connectivity of each of the ~15 interviews with advantages of
Step-5: competing terminals vis--vis MMLH good sheds, MMLH and DFC
Competitive transporters, end over competing
Assessment Primary interactions with Key clients for dry bulk terminals and list
industries, Good sheds and terminal out key clientele for
~10 stakeholders MMLH
for liquid bulk
Year on Year
Based on overall growth in industrial
Step-6: Overall potential of key
profile and commodity demand for
Bulk traffic PwC Analysis bulk cargo
identified Key players, assess the YoY
volume commodities for
potential of Bulk cargo
the MMLH
PwC 45
Draft
5.2.1. Step-1: Hinterland Identification

Table 14 Bulk traffic assessment: Step-1
Identified key districts in hinterland based on mapping of PFTs, Railway good sheds
Step-1: Summary of and liquid handling terminals around MMLH
tasks completed for
hinterland
identification Segregated hinterland in terms of Primary influence area and secondary influence
area based on distance from MMLH
Influence area (universe) and profile of key districts around MMLH:

For the purpose of hinterland identification we have taken into consideration all railway good sheds and liquid
bulk handling facilities in and around the proposed MMLH. Based on enlisted terminals, we defined the key
districts around the proposed facility which have potential to contribute to cargo. Subsequently we also mapped
key types of industries in each of these districts along with leading players for subsequent study.
Key industries: Home furnishing, Key industries: Sports

CFL Tubes, Tin Products, Rice, Hand Figure 21 Influence area for MMLH, key Goods, Tyres, Musical
Tools, Milk Products districts industrial profile Instruments, Frozen Meat
Key plants: L.T. Food, Hindustan Key plants: Modi Tyres, Bajaj
Everest Tools, Fiem Industries, Hindustan, Sangal Paper,
Kohinoor Specialty Foods, Yakult Minerals produced: none
Daneold Glaxo Smithklin Consumers
Minerals produced: Yamuna Sand
Key industries: Pharmaceuticals
Key industries: Software / ITES, Steel ingots, Auto Spare parts,
Sonipat Electronic parts, Construction
Auto & Auto Ancillary, Gems and Meerut
Jewellery, Business Services Key plants: Ambica Steel, Atlas
Key plants: DTC, HUDCO, Cycle, Bhushan Steel & Strips, Fair
Indraprastha Gas, Maruti Suzuki, Agro, Hindustan Coca Cola
Ghaziabad Minerals produced: none
Tata, Mahindra,
Minerals produced: none New Delhi
Gaut. Buddha Nagar
MMLH
Key industries:
Key industries: Auto & auto parts, electronics, textile, paints,
Gurgaon
Pipes, Automotive Diesel Engines, fertilizers, engineering goods
Tools and Equipment, Food processing Faridabad Bulandshahr Key plants: Panasonic,
Key plants: Maruti Udhyog, Devyani Samsung, Thomson, NFL,
International, Jindal Stainless Steel, Palwal
IOCL, PDIL, Asian Paints
Kuma Stainless Tubes, Munjal Showa, Minerals produced: none
Suzuki Metal India, Dantal Hydraulics
Hero Motors, JBM Textile, Subrose
India, Cosco India Key industries: Ceramic Items,
Key industries: Auto & auto parts,
Minerals produced: none Steel Pipes, Paints
Printing machines, Tyres, Excavators
Key plants: Bata, Eicher Tractor, Key plants: Kajaria Ceramics,
Key industries: Axle Shaft, Auto Escorts, Goodyear India, Hindustan Orient Ceramics, Rathi Steel Ltd,
components, Sheet Metal components, Wires Wires, Jindal Strips, Lakhani India, Appolo Tubes, Shalimar Paints,
& Cables, Casting Alloys, Dyeing Whirlpool India Minerals produced: none
Key plants: Talbross Engg, ACE, Karam Auto Minerals produced: Silica Sand,
Components, Venus Industrial Corporation, building stones, clay
Shri Haryana Wires, Kwality Dairy India, RPS
Vikas Casting, Ashoka Distillers, United Spirit
Minerals produced: none
PwC 46
Draft
Identification of primary and secondary influence area

Dadri is a town city and a municipal board in Gautam Buddha Nagar District in Uttar Pradesh. The Yamuna River
separates the district from Haryana State & Delhi to the West. The district is bounded by Ghaziabad District to
the North, Bulandshahar district to the East & Aligarh District to the South.
Figure 22 Primary and secondary catchment for bulk cargo
Considering the competition in
and around the proposed facility Muzaffarnagar
we have defined a 100 km radius, Panipat
to identify the influence zone.
Based on overall competitive
scenario of the hinterland, MMLH Sonipat Bagpat
is well placed to cater to key Rewari Meerut
Amroha
market in the region of ~50 km
around Dadri. The secondary Ghaziabad
New Delhi
catchment area of ~100 km can be Gaut. Buddha Nagar
a potential target; however only MML
major industries of the secondary Jhajjar Gurgaon H Bulandshahr
hinterland can be a potential cargo
Faridabad
drivers for MMLH. Rohtak
Palwal
The primary hinterland of the
MMLH includes 10 districts of Aligarh
Mewat
Uttar Pradesh, Haryana and Delhi. Legen
The secondary catchment area d Primary
expands the zone to 8 additional Hinterland
Secondary
Mathura
districts and majority of industrial Hinterland
regions are covered within the primary influence zone.
The 10 identified districts which provide major potential for bulk cargo at MMLH include:
Table 15 Key districts in primary and secondary hinterland
Primary Secondary
Delhi Ghaziabad Aligarh Rewari
Gurgaon GB Nagar Mathur Panipat
Faridabad Meerut Mewat Muzaffarnagar
Palwal Bulandshahar Rohtak Amroha
Sonipat Baghpat Jhajjar
About Gautam Buddha Nagar

Gautam Buddha Nagar district in Western Uttar Pradesh is included in the DMIC project where a Multi Modal
Logistics Hub and a Multi Modal Transport Hub are proposed to be developed in Dadri city and Boraki, Greater
Noida respectively. Other cities and towns in Gautam Buddha Nagar District include Bilaspur, Dankaur, Greater
Noida, Jahangirpur, Jewar, Kakod, Noida, Rabupura, and Salarpur Khadar with Greater Noida being the distict
administrative headquarter.
Gautam Buddha Nagar is one of the most industrialized districts in Uttar Pradesh registering 51.5% growth in the
past decade (source: census of 2011). It also has a significantly higher per capita income in comparison to other
districts of UP sub regions.
Due to decentralization of industry from the non-conforming areas of Delhi, other regions in NCR like Noida,
Greater Noida, Gurgaon, Faridabad and Ghaziabad have witnessed considerable growth over the past years.
PwC 47
Draft
MMLH Strategic Advantage; proposed DNGIR to augment cargo at MMLH

The proposed Multi-Modal Logistics Hub at Dadri will serve as a dry port having facilities for not just storage,
aggregation and export/import of industrial freight in the region but also value added services such as banking,
insurance, shipping, fashion logistics, simple assembly etc. and other activities related to finishing of goods within
the facility alongside commercial space to host freight companies within the campus.
One of the key advantages of logistics hub at Dadri lies in its location. The site is strategically positioned close to
the congruence point of Eastern and Western DFC to tap the potential traffic along the DFC corridor and improve
efficiency of operations of existing and proposed industries in the regions. The MMLH will serve the logistics
requirements of existing industries in Western UP and adjoining areas as well as the proposed industries in
Dadri-Noida-Ghaziabad Investment Region (DNGIR) and will make the regional industrial space globally
competitive.
The site for DNGIR is strategically placed in close proximity to the freight corridors of NH-91 and the proposed
Eastern Peripheral Expressway (EPE) in western Uttar Pradesh (UP). The proposed EDFC and the WDFC
intersect at DNGIR which gives the upcoming MMLH a locational and logistical advantage. Close proximity and
rail connectivity with DFC will help proposed MMLH to act as a feeder to DFC and will therefore act as a nodal
Figure 23 MMLH within DNGIR
Dadri Dadri Noida Ghaziabad

MMLH Investment region
Source: IITGNL
facility for efficient storage/transitioning of goods to/from the UP sub-region of NCR to DFC and would be critical
There are 9 railway good sheds currently handling bulk cargo in immediate hinterland of
the MMLH
Primary catchment are for bulk cargo also includes key regions surrounding Dadri,
Ghaziabad and Faridabad along with other districts
Subsequent analysis of DNGIR and competitive assessment will be aimed at obtaining a
detailed perspective of container cargo demand potential at MMLH
PwC 48
Draft
5.2.2. Step-2: Bulk commodities identification

Table 16 Bulk traffic assessment: Step-2
For primary hinterland evaluate the movement of various commodities and identify key OD
Step-2: Identification of pairs8
key commodities being
handled in the hinterland The exercise will result in a master list of commodities that have potential to be handled at
proposed MMLH
The primary hinterland (largely consisting of Delhi division area) is one of the key cargo handling areas around
the proposed MMLH. Based on extrapolated FOIS data for FY16 the Division handles ~50 MMTPA of cargo.
Majority (~65%) of the cargo is containers, food grains, coal, iron and steel
Figure 24 Share of commodities handled in NCR region

Of the total cargo handled
in NCR region ~39% (19
MMTPA) originates Others, 4.02,
Cement, 3, 6% 8%
within the division and
rest 61% (~31 MMTPA) Fertilizer, 3, Container, 13, 26%
terminates in the division 6%
POL, 3,
6%
Food grain, 7,
HSD oil, 4, 8%
14%
Iron & steel, 6, Coal, 7,

12% 14%
Delhi Division
Figure 25 Cargo originating and terminating in
NCR Source: FOIS
30.6
MMLH 19.3
Originating Terminating
Among originating cargo (refer fig.17) majority is food grains moved by FCI, POL and Containerized cargo while
in the terminating cargo segment majority is Containers, coal and iron and steel cargo
Figure 4 Cargo split Originating and Destined in NCR region

Originating Terminating
ORIGIN
foodgrains,
food grains,
iron & steel,
6.2,34%
6.2, 34%
coal, 6.6, 6.4, 21%
pol,6.1,
6.1, 21% cement,
pol,
33%
33%
fertilizer,
3.3, 11%
fertilizer,0.5,
fertilizer, 0.5,3%
3% pol, 1.5, 5%
container,4.9,
container, 4.9,27%
27%
ballast, 0.3,
ballast, 0.3, 2%2% container food grain,
others,0.2,
others, 0.2,1%
1% Source: FOIS , 7.8, others, 1.5, 5% 1.0, 3%
26%
8 FOIS data used for this evaluation
PwC 49
Draft
Key originating stations:
For container cargo are Gateway Distriparks Ltd Garhi Harsaru, Tughalabad Icd, CWC Noli, etc.
For food grains (Rice and wheat mainly) movement across rail network in India is done by FCI to full fill
requirements of PDS system. The movement is mainly from states with surplus food grain production to
states with deficit production. North India states like Punjab, Haryana, UP, Some parts of Rajasthan are
key surplus producing states. Delhi division benefits from movement of grains from Pujab and Haryana
region.
POL segment cargo is dominated by movement for major Oil marketing companies like HPCL (Asaudah),
BPCL (Asaoti), IOC Bahauli. These companies have their own siding to load and unload cargo at their
terminal.
Key destination stations:
For container cargo are Tughalakabad ICD, Gateway Distriparks Ltd Garhi Harsaru, CWC Noli.
Coal cargo is largely destined to power plants (own siding) located in the division. Key plants being
Thermal Plant (Asan) Panipat, Talwandi Sabo Power, Badarpur Power House Tughlakiabad.
The other key commodity handled in the division is iron and steel, key destination center being
Ghaziabad and Ballarbagh.
Key bulk commodities handled at competing terminals
Figure 6 Cargo movement at competing railway good sheds

Assessment of key railway good
sheds in the primary hinterland of
the proposed MMLH is necessary for
estimating the bulk cargo handling
potential of the MMLH.
There are 9 railway good sheds
within ~50 km radius of the
proposed MMLH location where
various types of bulk, break bulk and
liquid bulk commodities are
handled.
These good sheds include
Bahadurgarh, Badli, Nangloi, Shakur
Basti, Delhi Kishanganj, Ghaziabad,
Faridabad, Hapur, Partapur which
lie on the Delhi and Moradabad
division of Northern Railways.
The key commodities are
Foodgrain, Steel, Cement and
Fertilizer.
An analysis of bulk commodities
handled at these good sheds was
done based on FOIS data.
The bulk cargo traffic handled at these good sheds (both originating and terminating traffic) is estimated at 7.1
MTPA.
Out of 7.1 MTPA, around 5.5 MTPA (77.5%) is terminating traffic and the remaining 1.6 MTPA (22.5%) is
originating traffic majority of which originates at Delhi Kishangaj railway good shed.
PwC 50
Draft
In terms of terminating traffic, around 64% traffic (3.5 MTPA) is handled at good shed near Ghaziabad railway
station. Steel, about 2.2 MTPA, is the largest commodity handled followed by cement, 1.1 MTPA primarily
driven by large steel players located in the area and construction activities related to existing and upcoming
real estate projects in the NCR region. Significant quantity of Steel and cement is also handled at Shakur Basti,
Bahadurgarh and Faridabad good shed, mainly catering to construction activities in Delhi and Haryana
regions.
Close proximity of Ghaziabad good shed to the proposed MMLH location at Dadri indicates a potential for
handling dry bulk cargo at the MMLH. However, the realistic bulk cargo potential will depend on challenges
related to infrastructure and cargo handling along with the value proposition of the proposed facility.
5.2.3. Subsequent plan of action for Bulk cargo

Steps Tasks
Key industrial clusters and major industry players will be identified based on the
primary influence area and key districts identified based on shortlisted commodities,
Step-3: Industry profiling
The analysis will be based on secondary research and based on various industrial
database such as ASI, CMIE etc.
Logistic cost analysis will be based on deriving overall transport cost for key
Step-4: Logistic Cost commodities (for key players) in the primary influence area. The logistic cost
Analysis assessment will be used to identify the list of key commodities and players for which
MMLH will have maximum potential to provide cost advantage.
Primary interactions with key industry players and stakeholders will be carried out.
Overall PwC will carry out primary interactions with ~25 Stake holders for Dry
Bulk/break bulk commodities and ~10 stakeholders for liquid bulk commodities.
Step-5: Competitive
Assessment
The assessment will be aimed at understanding the challenges that customers face for
handling their cargo at existing terminals, and identifying the opportunity areas where
MMLH can provide advantage
The YoY growth of various bulk cargo commodities will be determined based on the
evaluation of industrial growth trends. The analysis will also encompass various
Step-6: Overall Bulk traffic
qualitative aspects in terms of challenges and opportunities in bulk cargo handling in
volume
primary hinterland and how proposed MMLH can mitigate the issues faced by
industries in the immediate catchment area.
PwC 51
Draft
6. Work Plan
6.1. Work Plan
Table 17 Work Plan
` Legend
Proposed Action Plan Deliverable Critical Deliverable
Tentative schedule based on outcome of earlier task
Week: 1 2 3 4 5 6 12 16 20 24 28 32 36
Phase Module Key Tasks
Detailed work plan
Review and assessment of Pre-feasibility reports
Review of master plan/concept plan
Project Preparation of Inception report
Initial activities
initiation
Presentation of Inception report to DMICDC and GNIDA
Review of Government policies for MMLH and MMTH
Review of other MMLH/MMTH projects under progress in other DMIC
states
Container cargo:
Macro assessment of and evaluation of hinterland to assess key
potential commodities
Identify commodity-wise volumes of commodities with ExIm break
up
Module-1: Industry mapping, Primary interactions, Commodity cluster
Market and identification and Supply chain assessment
Traffic Competitive assessment and evaluation of Infrastructure and
Phase-1
assessment connectivity based on Primary interactions
(Container and Derive YoY container demand based at MMLH on overall assessment
Bulk) and logistic cost analysis
Bulk cargo:
Identification of key competing good sheds and key bulk commodities
and OD pairs
Enlist key player in immediate hinterland and DNGIR
Consultancy services for Preparation of Detailed Project Report for Multi Modal Logistics Hub and Multi Modal Transport Hub at Greater Noida in Uttar Pradesh under DMIC Project
15 January 2017
PwC 52
Draft
Logistic cost assessment for key commodities for key players to assess
Road Vs Rail movement at MMLH
Primary interactions to evaluate connectivity and overall competitive
scenario of various terminals
Derive YoY bulk cargo demand at MMTH for key commodities based
on overall assessment and logistic cost analysis
Passenger Traffic assessment:
Determine potential footfalls for Originating-Terminating passengers
Determine potential footfalls for Interchange passengers
Determine overall passenger traffic at MMTH
Market Assessment Report
Rail Connectivity between DFC, Indian Railways & the proposed facility
Project scoping based on the demand, preparation of Engineering plan
Module-2:
for MMLH, MMTH and concept master plan
Technical
Approvals & clearances from DFCCIL/Railway(s) and/or any other
Assessment
stakeholder
Phase-2
Technical Assessment report
Module-3: Environment Impact assessment
Environment
impact Draft/Interim EIA report
assessment Final EIA report
Financial modelling and feasibility assessment
Module-4/5: Project institutional framework, structuring for PPP procurement and
Project implementation plan
Phase-3
feasibility and Regulatory assessment, statutory and administrative clearance
framework requirements
Draft/Final Detailed Project Report (DPR)
Module-6: Regulatory assessment, statutory and administrative clearance
Phase-4 Clearance requirements
Module-7: Bid
Phae-5 docs Preparation of bid documents
Legend
Deliverable Critical deliverable
Tentative schedule based on outcome of earlier task
Consultancy services for Preparation of Detailed Project Report for Multi Modal Logistics Hub and Multi Modal Transport Hub at Greater Noida in Uttar Pradesh under DMIC Project
15 January 2017
PwC 53
Draft
Annexures
Site Visit
The selected site location for the proposed MMLH
Figure 26 Proposed site location
is in the Dadri block of Gautam Buddha Nagar
district and is adjacent to the existing Delhi-
Howrah BG Line in the southwest and NH-91 in
the North-west. The proposed site is surrounded
by Village Palla in the south, Village Palli in the
south-west, Village Kathera in the North-west and
Village Chitehra in the North. The site is also
abutting the proposed HCL University along NH-
91.
In order to appreciate the project and to

understand the various aspects described in these
reports, a site visit was done by the consultant
along with the representatives of GNIDA on 16
January 2017.
To appreciate the project and to understand the

various aspects described in these reports, a site visit was done by the consultant along with the representatives
of DNGIR on 16 January 2017. (This site visit was in compliance with the discussions during the kick off
meeting on 2 January 2017).
Various comments related to assessment of site are included in chapter Comments on pre-feasibility report
PwC 54
Draft
Figure 27 PwC/BARSYL team with GNIDA officials at the Figure 28 PwC/BARSYL team with GNIDA officials at NH 91 end
proposed MMLH site of MMLH site
Figure 29 PwC/BARSYL team with GNIDA officials at the Figure 30 Boraki station, epicentre of MMTH concept plan
proposed MMTH site
PwC 55
Draft
Figure 32 Dry Canal which abuts the project site

Figure 31 MMLH Site. Present use is agriculture
Figure 33 Agricultural fields at the Project Site Figure 34 NH 91. (Project site on left of road)
Figure 35 Agricultural fields at the MMTH Project

Site Figure 36 Agricultural field at the project site
PwC 56
Draft
Progress achieved on Environment Impact Assessment (EIA)

Objective of Environmental Impact Assessment
The objective of the EIA/s is to ensure that anticipated adverse impacts on natural, physical and social
environment likely to accrue on account of proposed project interventions are evaluated/assessed adequately and
addressed through appropriate mitigation measures, to be incorporated/integrated into the design and execution
of works. The EIA shall be based on required primary data collection, intensive site visits and assessments,
consultations with stakeholders, study and analysis of available secondary data. The EIA is to be carried out in a
manner that achieves the following objectives:
1) Establishing the environmental baseline in the study area

2) Identifying significant environmental issues and inform decision making for the proposed protection works,
including analyzing the various alternatives.
3) Assessing potential impacts and providing for the requisite avoidance, minimization, management/mitigation
and compensation measures, as needed
4) Developing appropriate mitigation measures and preparing environmental management plan for
implementing, monitoring and reporting.
5) Addressing the identified environmental issues through appropriate planning and design of works and
integration of EHS requirements into the bidding documents.
Understanding of the evolving Environmental regulatory landscape

The EIA shall be prepared following the World Bank Operational Directives 4.01, 4.04, 4.36 and 4.11. Applicable
legislations or/and regulations promulgated by Ministry of Environment and Forest, Government of India,
including those pertaining to health and safety issues shall also be taken into consideration for preparation of
EIA/s and EMP/s. The EA study to be undertaken under this assignment must confirm to the guidelines and
regulations issued by the Ministry of Environment and Forest, Government of India and the World Bank. The
management of the foreseen impacts involves Environmental Impact Assessment (EIA) study that anticipates
the potential impacts and risks of the construction and operation on the ecosystem. Though, EIA Study based
on its findings and public consultation, proposes environment management plan (EMP) to minimize the
environmental impacts of project during construction and operation phase, it is limited to specific projects and
is of lesser relevance to the program.
Local norms and regulations are also evolving to equate with the norms seen in developed nations and also at
the same time address some persistent sectorial challenges. An increasingly tougher stand is seen on aspects
such as biodiversity conservation, energy efficiency, climate change, safety and security. These changes may
present new challenges for infrastructure companies in the future both in case of Brownfield as well as Greenfield
projects as normally the evolving regulations are not accounted for in project specific EIA studies.
Understanding of the key Environmental risks in any kind of a developmental

projects
Development of a multimodal transport and logistic hub projects have significant environmental impacts arising
from their construction and operation. These impacts can be both positive and negative. However, the impacts
may have far reaching effects beyond the immediate project area and beyond the people directly associated with
the projects activities. The nature of these impacts includes both quantifiable as well as non-quantifiable
aspects. Environmental impacts on the project location and in associated areas (e.g. downstream, ground water
or ambient air) include effects on environmental resources due to alterations or pollutants.
PwC 57
Draft
The prevalent environmental impacts associated with any kind of a developmental projects are depicted in the
below figure.
Figure: Prevalent Impacts
1.1 Overall Approach of Assessment of Potential Environmental

Impacts
The identification of the impacts is the prelude to assessing the feasibility of the project. PwCs Total Impact
Measurement and Management (TIMM) framework provides guidance on identifying the projects impacts. We
will utilize the framework as an aiding tool in conducting the EIA study.
PwC 58
Draft
Key potentially benefits as well as adverse impacts on physical, biological and environmental impacts associated
with the project construction, and operation and maintenance phases of the project will be identified. Difference
in the status between the future-with-Project and future-without-Project condition would be considered as the
impact of project on the environmental components in the study area selected for the EIA study.
The without-Project scenario would provide the status if the proposed interventions are not
undertaken. This will be done by analyzing the previous status using data collected environmental
baseline and field investigations; and
In with-Project scenario, status with implementation of the proposed interventions will be
projected.
The overall methodology for Impact assessment is depicted by the schematic below:
PwC 59
Draft
If the project is well planned, developed and managed in a responsible manner, it can bring several types of
benefits. It can bring both positive and negative impacts on the project area of influence. Environmental impacts
can be categorized under the severity framework as reversible and irreversible. Environmental impacts during
the pre-construction and construction phases are dominantly reversible. While impacts during the operation
phase could include few as irreversible ones. Reversible impacts have lesser impacts on the environmental matrix
and generally the extent of impacts are for limited period of time. For a multimodal transport and logistic hub,
the operational impacts could be anticipated to have less impact on the environmental matrixes. Based on the
detail master plan and the land use plan, the impacts shall be analyzed and for each impacts (reversible or
irreversible), mitigation measures shall be provided.
2. Environmental Impact Assessment Approach

Environmental Impact Assessment of a developmental project involves the characterization of the physical
environmental. Collection of primary baseline parameters and secondary data to set baseline standards is how
the characterization is being conducted. All these steps are governed by regulatory frameworks applicable in
India. Sections below provides description of the regulatory frameworks applicable in India along with the steps
which assists in characterization the physical environment.
3. Applicable Regulatory/Policy Framework

The Table below summarizes the key regulations that are relevant to the project across its lifecycle. This table
should be used to update/develop a comprehensive legal register for the Project which can be regularly monitored
for compliance as well as updated to reflect changes/non-applicability of regulations, policies and standards.
Table: Applicability of Key Environmental Legislation at a Glance
Name Functions
Acts/Rules
PwC 60
Draft
Uttar Pradesh State The UPSPCB is a statutory authority entrusted to implement environmental laws and
Pollution Control rules within the jurisdiction of the State of Uttar Pradesh, India. The Board ensures
Board (UPSPCB) proper implementation of the statutes, judicial and legislative pronouncements related
to environmental protection within the State.
Water Act, 1972 The EIA report shall be prepared in cognizance with the rules and acts specified in
Water Act, 1972
Air Act, 1981 The EIA report shall be prepared in cognizance with the rules and acts specified in Air
Act, 1981
Environment Permissible limits for ambient air quality, water quality, noise limits has been laid
Protection Act, 1986 down by CPCB under EP Act, 1986 which requires to be complied with.
and as amended
Hazardous Wastes Generation of waste oil and transformer oil at site attracts the provisions of Hazardous
(Management Waste Rules, 2008. The hazardous wastes have to dispose through approved recyclers
Handling and Trans only.
boundary Movement)
Rules, 2008 as
amended up to 2010
The Electricity Act Generating company deemed to obtain a license under this Act and also to comply
2003 with all safety requirement as per rule 29 to 46 under chapter 6. Central Electrical
Authority is the agency responsible.
Central Electrical CEA is a statutory organization constituted under section 3(1) of Electricity Supply Act
Authority 1948, and prescribes the standards on matters such as construction of electrical plants,
electric lines and connectivity to the grid, installation and operation of meters and safety
and grid standards.
As per CEA notification no CEI/1/59/CEA/EI dated 20th September, 2010, in exercise

of powers conferred by section 177 of Electricity Act 2003, measures related to safety
and supply as provided in the notification shall be followed.
Panchayats The local Panchayats are empowered with management of local resources like forests,
groundwater, common land and infrastructure like roads, buildings etc.
No Objection Certificates will be required to be taken form the Panchayats at the time
of initiating the project in the area. Panchayats are empowered to levy and collect local
taxes on land, property and provisioning of facilities.
State Labor All issues pertaining to implementation of labor laws in any establishment, shop or
Department factory.
Labor will be employed both during the construction phase and operational phase. EPC
Contractor will be responsible for adhering to the state and national labor laws on the
wages, working conditions, working hours etc.
Environment Impact The Environmental clearance is granted based on the EIA notification 2006. The
Assessment guidelines defines in which category the project shall fall (A or B category). The
Notification 2006 notification also provides the guidelines to draft the ToR according to the type of
industry or developmental set-up is being planned.
Amended on 16th
December, 2016 Section 8 (b) of the EIA notification 2006, notifies that the development work could fall
under Township and Area Development Project. The developmental area is envisaged
in approximately 640 ha of land and based on the EIA Notification amended on 16th
December, 2016, it could fall under category A. This is according to the section 3; sub-
section (ii) which states that The Townships and Area Development projects of size
3, 00,000 sq. mtr. Of built up area or covering an area 150 ha area are being included
in Category A of Schedule and appraised at the central level.
Please note that projects falling under category 8 (b) are exempted from Public
Consultation (PC). Though the final decision to conduct a PC falls under MoEF. The
MoEF by way can direct, by means of the ToR, to undertake a PC, if the body finds its
necessary.
National Green The tribunal will have jurisdiction over all civil cases relating to implementation of the
Tribunal following regulations:
The Water Act, 1974;
The Water Cess Act, 1977;
The Forest Conservation Act, 1980;
The Air Act, 1981;
PwC 61
Draft
The Environment Protection Act, 1986;

The Public Liability Insurance Act, 1991; and
The Biological Diversity Act, 2002
The Act provides for compensation on account of following
Relief and compensation to the victims of pollution and other environmental
damage arising under enactment of the above acts;
Restitution of property damaged; and
Restitution of the environment.
U/s 17, any person responsible for any untoward incidents (defined in Schedule II of
the Act) is liable to pay relief or compensation as determined by the tribunal, failing
which a penalty (u/s 26 and 27) is imposable which may lead to imprisonment up to 3
years or fine up to Rs. 10 Crores or both and an additional fine of Rs 25,000 per day for
any delay, which may further be increased to one lac per day.
The Wetland Section 4; subsection (1) provides the list of activities which shall be prohibited within
(Conservation and a wetland. These are:
Management) Rules, i) Reclamation of wet land
2010 ii) Setting up of new industries and expansion of existing industries;
iii) Manufacture or handling or storage of hazardous substances covered
under the Manufacture, Storage and Import of Hazardous Chemical
Rules, 1989
iv) Solid waste dumping
v) Discharge of untreated wastes and effluents from industries
vi) Any construction of a permanent nature except for boar jetties within 50
meters from the mean flood level
vii) Any other activity likely to have an adverse impact on the ecosystem of the
wetland
National Building An Act to provide for the prevention of haphazard construction of building and
Code of India, 1970 excavation of tanks which are likely to interfere with the planning of certain areas in
India
Reconstituted National
Building Code, 2005
The Motor Vehicle Act, To regulate vehicular exhaust emissions
1988
Factory Act, 1948 This Act pertains to the occupational rights and safety of factory workers and the
provision of a comfortable work environment and reasonable working conditions.
Uttar Pradesh Factory
Rules, 1950
The Noise (Regulation The ambient noise levels are to be maintained as stipulated in the rules for different
& Control) Rules, 2000 categories of areas such as residential, commercial, and industrial and silence zones.
and as amended up to As the project is in rural/residential set up, noise standards for residential area will be
2010 applicable for the project.
World Banks and IFC Safeguard Guidelines
OP 4.01 Ensures sustainability and environmental feasibility of the project. Projects are
Environmental classified into A, B & C category depending on the nature and extent of the impact.
Assessment
OP 4.04 Ensures conservation of natural habitats and discourages disturbance of any natural
Natural habitats habitat due to project development by recommending adoption of alternative
method/route/approach or adopting management measures
IFC/World Bank During the construction, operation and eventual decommissioning of the site, the
General EHS following guidelines will need to be followed.
Guidelines,2007
Physical Environment
The general landform in this area consists of alluvium soil deposit without any rock formations. The alluvial
deposits occur in Ganga - Yamuna Doab area comprises an aquifer system form good repository of ground water
that occur in granular zones constituted of fine to coarse sand and occasional gravel. Thick clay beds inter lying
with sand act as confining layers and separate the aquifers. The thickness of the unconsolidated sediments
progressively increases towards east.
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Annual Temperature
Gautam Buddha Nagar district is in northern India and faces a tropical savanna climate. According to the CGWB
brochure of the district, the climate of the district is sub-humid and characterized by hot summer and bracing
cold season. After February there is continuous increase in temperature till May which is generally the hottest
month. The district experiences the hottest weather in the month of June with average mean temperature of
32.85C followed by May with 31.9C. The coldest month is January with average mean temperature of 14.2C
followed by December with 15.4C.
Rainfall
According to the CGWB brochure of the district, the annual normal rainfall (1901-1970) of the district comes to
700.6 mm as observed in the nearest rain gauge station at Sikandrabad. The maximum rainfall occurs during the
monsoon period i.e., June to September having the normal value of 600 mm which is 85.7% of annual rainfall.
August is the wettest month having the normal rainfall of 205.8 mm followed by July when normal rainfall
received about 194.4 mm.
Humidity
According to the CGWB brochure of the district, during the southwest monsoon season the relative humidity is
high and after the withdrawal of the monsoon humidity decreases. The mean monthly maximum relative
humidity in the morning of August month is 84% and mean monthly minimum relative humidity measured in
the morning of May is 41 %.
Wind
The normal annual mean wind speed in the district is 6.7 kmph the highest normal wind speed is 9.2 kmph in the
month of June followed by 8.3 kmph in May. The annual normal potential evapotranspiration of the district is
1545.3 mm. The maximum PET occurs in the month of June followed by May with 225.3 mm and 222.2 mm
respectively.
Figure: General Climatic Conditions at Gautam Buddha Nagar district
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Source: https://en.climate-data.org/location/50512/
Seismicity
This area is located in a seismic zone IV as defined by the Disaster Management Plan for Gautam Buddha Nagar
district, referred to as a highly vulnerable to unpredictable earthquakes. Figure below shows the seismic map of
the location.
Figure: Seismic Map of Gautam Buddha Nagar district
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Draft
Source: Disaster Management Plan for Gautam Buddha Nagar District
Floods
The region lies in the flood plains of the Yamuna River on one side and the Hindon River on the other, exposing
it to unprecedented urban flood situation at any time.
Site and Generic conditions
One of the most important tasks of the EIA is to assess the existing environmental conditions of the
project site and its surrounding areas in order to establish a baseline, against which potential
environmental and social impacts due to the implementation of the project would be predicted and
assessed. In order to establish the baseline environment, detailed physical, ecological and
environmental matrix specific analysis will be carried out within and around the project site. The main
objective of examining the present environment is to provide an environmental baseline against which
potential impacts from construction and operational phases of any project can be compared. A second
reason is to ensure that any baseline exceedances arising from existing sources are not erroneously
attributed to the project under study. In the present study the different environmental components
examined for setting baseline conditions of the project area, will be environmental/physical matrixes
and ecological. The physical parameters in the study will constitute water quality, air quality, climate,
and noise. As part of the EIA, lab testing and field surveys will be carried out in areas surrounding the
project site. Additionally these field surveys will also cover important landmarks around the project site
(such as hospitals, residential areas etc.). In addition, impacts of the project on the traffic on the road
network in the closed vicinity of the project site will be assessed.
The potable and the domestic source of water for the people putting up within the project area of
influence is primarily groundwater. Presently the land is under agricultural use and the water to
undertake irrigation is from a canal running parallel to the project site and groundwater. According to
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the Central Groundwater Board district brochure of Gautam Buddha Nagar district, water level in
phreatic aquifer ranges from 3.35m to 14.4m bgl during pre-monsoon period whereas it ranges from
2.00m to 13.95m bgl during most monsoon period. Several numbers of abstraction wells were observed
on the day of site visit. Hence analysis of groundwater will be conducted to ascertain the baseline
situation.
Ambient air quality and noise level within the project site will also be measured in order to record
existing conditions of the project site. Analyses of these data and maps together with the impacts of
project activities will provide useful insight into possible areas of interventions.
Site Photographs
The table below shows few pictures of the subject site. The pictures were taken on the day of field visit which
was on 16th January, 2017.
Data requirements
The environmental examination and assessment will need a lot of data which will be collected as per the following
plan.
Primary Data requirements

Primary data are required to set the baseline standards. It is very important to have an understanding of the
present baseline conditions of ambient air, ambient noise, surface water and groundwater. The importance of
having a detailed out analysis and collection of primary or baseline data is to compare the situation of the matrixes
with and without the proposed development. Sections below details out the primary data collection of different
matrixes, the parameters to be analyzed and the standards against which the data shall be compared.
Air Pollution
It is necessary for EIA to establish the baseline air quality specially the PM concentration to determine the air
shed of the project area. PwC will in due course conduct an onsite air quality monitoring for at the project area.
The measuring equipment used will be of high volume air quality analyzer for PM10 and state of the art SO2, NO2
and CO analyzers and shall be done over a 24 hours weighted average basis.
Parameters to fulfil the requirement of the standards stipulated by The National Ambient Air Quality Standards,
2009 (NAAQS, 2009) by Central Pollution Control Board (CPCB). All the standards except that of CO have been
evaluated on 24 hours weighted average. For CO it is on the basis of 8 hours of weighted average.
Table: Baseline ambient air quality

Location Distance PM2.5 PM10 SO2 CO (8 hrs NOx Comments
(g/m3) (g/m3) (g/m3) WA)(mg/m3) (g/m3)
1
2
3
NAAQS, 60 100 80 02 80
2009
Noise
The site location is immediately east of the NH-91. High flow of traffic has been observed on that highway. Other
than traffic, there are not much sources of noise within and around the subject site. Hence the major noise sources
at the project site as well as in the surrounding areas is majorly due to the transportation vehicles running through
main highway road.
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To establish the base level noise within and around the site, sound level will be measured at different locations of
the site. The noise monitoring at sensitive receptors would be conducted on an 8 hour averaged basis covering
both day time and night time samples. The analysed data shall be compared against the acceptable The Noise
Pollution (Regulation and Control) Rules, 2000 (TNPRC, 2000). The standards are shown in below table.
Table: Ambient Noise Standards

Type of Area Description of Area Noise Level, dB(A)
Day time Night time
(6 AM 10 PM) (10 PM - 6 AM)
Silent area Hospitals, schools, offices, etc. 50 40
Residential area Family housing quarters 55 45
Commercial area Markets, shops, business offices, etc 65 55
Industrial area One or more factories, industries, etc. 75 70
Parameters to fulfil the requirement of the standards stipulated according to The Noise Pollution (Regulation and
Control) Rules, 2000.
Table: Baseline ambient noise (dBa unit)

Location Test Date Day time Night time Comment
Range Average Range Average
1
2
3
Ambient Noise
Standards
(TNPRC, 2000)
Water Quality
Surface Water
The only source of surface water abutting the site is the canal. It is an un-lined canal and mostly stays dry except
in the monsoon season. Sample from the canal shall be collected with the condition of availability of water in it.
The possible sources of pollutants to the canal water may come from domestic/commercial/industrial sources.
The analytical data shall be compared against the IS: 2296 standards. According to IS: 2296, classification of
surface water is done under 5 categories which is solely based on its usage. The categories are illustrated in the
table below.
Table: IS: 2296 categories of Surface Water

Class Usage/Categories
Class A Drinking water without conventional treatment but
after disinfection
Class B Water for outdoor bathing
Class C
Drinking water with conventional treatment followed
by disinfection
Class D
Water for fish culture and wild life propagation
Class E
Water for irrigation, industrial cooling and controlled
waste disposal
The water from the canal is being used for irrigation. Therefore Class E usage/category shall be applicable for this
particular project site.
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Draft
Parameters to fulfil the requirement of the standards stipulated by the IS: 2296 for Class E usage category
are shown in the table below. Parameters whose standards are not available under Class E usage category,
standards under Class B category shall be used to compare the analytical results.
Table: Baseline surface water quality

Location Test pH BOD DO TDS TSS Total Comme
Date mg/L mg/L Coli. nt
/100 mL
1
2
3
ISI-IS: dd/mm 8.5 - - 2100 -
2296 /yyyy
Groundwater
Groundwater is being used for drinking purpose and for other domestic use by the people inhibiting in and around
the subject site. Groundwater is also being used for irrigation purpose. Sample of groundwater from abstraction
pumps or hand pumps shall be collected to validate the present baseline analytical characteristics of groundwater
within the subject site.
IS: 10500 (2012) Drinking Water Standards shall be followed to compare the analytical results. Parameters
to fulfil the requirement of the standards stipulated by the IS: 10500 (2012) for drinking water are shown in the
table below.
Table: Baseline groundwater quality

Location Test pH Free Turbidi Total TDS Hardne Total Comme
Date Residu ty Alkalin mg/L ss Coli. nt
al Cl NTU ity as mg/L /100
mg/L CaCO3 mL
mg/L
1
2
3
IS: dd/m 6.5-8.5 0.2 1 200 500 200 0
10500 m/yyy
(2012) y
Applicab
le Limits
Ecosystem
An ecological survey will be carried out as a part of the EIA in order to assess the floral and faunal diversity in
areas surrounding the proposed project site. The main purposes of the ecological survey is:
to enlist the wildlife species with their national and international status;
to enlist critically endangered, rare and threatened flora and fauna species, if there are any;
to investigate the distribution and abundance of flora and fauna including fish species, and;
to make an assessment of the impacts for the proposed project activities on the ecological environment.
Floral and faunal diversity fluctuate seasonally due to environmental reasons. Seasonal survey (spanning over a
year) could provide detailed information on ecological diversity for the study area. However, in the present study,
a survey will be conducted. The principal ecologist will visit the areas surrounding the project site (approximately
10 km or 15 km surrounding the project site) to collect first-hand information on floral and faunal diversity.
Literature study and stakeholder consultation will be undertaken to determine Floral and faunal diversity of the
area.
Protected Areas, Wildlife Sanctuaries, Game Reserves
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Draft
A) Protected area (PA)

Protect Area (PA) refers to an area of land and/or sea especially dedicated to the protection and maintenance of
biological diversity, and of natural and associated cultural resources, and managed through legal or other effective
means i.e., PA is predominantly a natural area established and managed in perpetuity, through legal or customary
regimes, primarily to conserve their natural resources (IUCN, 1990). A team of ecologist and specialist shall be
doing a thorough survey within 10 kms radius of the project site. Based on the review, PAs, if there are any, shall
be notified.
B) National Park (NP)
It is a reserved land, usually declared and owned by a national government, protected from most human
development and pollution. A team of ecologist and specialist shall be doing a thorough survey within 10 kms
radius of the project site. Based on the review, NPs, if there are any, shall be notified.
C) Game reserve (GR)
It is an area of land set aside for maintenance of wildlife for tourism or hunting purposes. A team of ecologist and
specialist shall be doing a thorough survey within 10 kms radius of the project site. Based on the review, GRs, if
there are any, shall be notified.
D) Ecologically Sensitive Area (ESA)
Ecologically Sensitive Area (ESA) have been identified and notified by the Indian Ministry of Environment and
Forest (MoEF) since 1989. Notifications declaring areas as ESAs are issued under the Environment (Protection)
Act 1986. . A team of ecologist and specialist shall be doing a thorough survey within 10 kms radius of the project
site. Based on the review, ESAs, if there are any, shall be notified.
Secondary Data
Climatic Data
Data points related to the below would be collected for analysis:
Temperature Annual average, Monthly/ Seasonal variation
Humidity Annual average, Monthly/ Seasonal variation
Wind direction and speed - Annual average, Monthly/ Seasonal variation, windrose diagram
Rainfall - Annual average, Monthly/ Seasonal variation
Air Pollution data - Annual average, Monthly/ Seasonal variation
Drainage maps or Characteristics, Drainage pattern and rivers available within 10 km on either side of the
road with map and name of rivers, flooding and draught history and frequency and area and population
impacted.
Geology, aquifer and Seismic Data

Seismic map
Earth quake frequency
Lithological data
Soil characteristics
Ground water level
Any information regarding the type of aquifer and thickness
Physiography
Location map, altitude, latitude and longitude
Ecology
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Data on species of flora, tree cutting requirements
Data and availability of fauna
Any designated forest area, wildlife area, and biological sensitive area in the project
Cost of plantation and its maintenance
Community Infrastructure
Hospitals and medical facility
Fire station
Religious structure
Parks and recreation ground
graveyards
Ponds and water bodies
Anticipated Environmental Impacts
An Environmental Assessment Checklist will be used to screen the proposed Project for determining the
predictive environmental impact through EIA.
The environmental impacts of the project can be divided into three phases:
Pre-operation phase
Operation Phase
Post-operation phase or decommissioning phase
Environmental Impacts during Pre-Operation Phase
The major activities that could be envisaged during the construction phase of a transport and logistic hub shall
be investigated and identified. Environmental concerns because of those activities shall be elaborated and
mitigation measures for those activities will be discussed. Major activities that could be envisaged during pre-
operation phase could be clearing the vegetation, soil excavation, and backfilling and site preparations.
Environmental Impacts during Construction and operation Phase
The activities expected to be carried out during the construction phase include (a) mobilization of equipment,
materials and personnel; piling and /bank protection works; (b) Construction of embankment and yard facilities;
(c) Construction of drainage facilities; (d) Construction of internal roads; (e) Construction of buildings and
related civil facilities; and (f) Electro-mechanical works.
Typical environmental issues that will be investigated during the preparation of the feasibility report related to
construction phase and the operation phase of the proposed project operations include (IFC, 2007):
(i) Wastewater and waste management;
(ii) Hazardous material and oil management;
(iii) Air emissions;
(iv) Noise;
(v) Biodiversity.
Public Consultation
Objective
Involvement of the public is one of the fundamental principles of a successful EIA process. Nearly all EIA systems
make some sort of provision for public involvement. Public consultation refers to the process by which the
concerns of the local people regarding the adverse impacts of a project are ascertained and taken into account in
the EIA study. This concept was legally introduced in India in the form of Public Hearing in 1997. Since then the
public hearing process has been conducted as a mandatory step of environmental clearance for most projects and
activities. The objective of public consultation is as follows:
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It provides an opportunity to those directly affected by a project to express their views on the
environmental impacts of the proposal
This also helps in bringing transparency in the environmental clearance system
The public consultation process ensures an equitable and fair decision-making process resulting in better
environmental outcomes
Procedure for application of public hearing

The responsibility of conducting Public Hearing lies with concerned State Pollution Control Board (SPCB). The
Public Hearing shall be arranged in a systematic, time bound and transparent manner ensuring widest possible
public participation at the project site(s) or in its close proximity District -wise. The details procedure of
application of public hearing are summarized below:
The project proponent (applicant) shall make a request through a simple letter to the Member Secretary
of the SPCB, in whose jurisdiction the project is located, to arrange the public hearing within the
prescribed statutory period. In case the project site is extending beyond a State, the public hearing in
each state in which the project is sited and the applicant shall make separate requests to each concerned
SPCB for holding the public hearing as per this procedure;
The applicant shall enclose the following with the letter of request:
At least 10 hard copies and an equivalent number of soft copies of the draft EIA report;
The summary EIA report in English and in the local language, prepared strictly in accordance
with the ToR communicated after scoping
PwC 71

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5.2.1. Step-1: Hinterland Identification ................................................................................................... 46

Figure 1 Western DFC alignment

Project influence area (PIA) of DMIC is defined in the 150 - 2002 Km

Figure 2 Delhi Mumbai Industrial

State Investment Regions Investment Areas

2 DMICDC Concept Paper

1.1.2. Dadri Noida Ghaziabad

Integrated Industrial Township in Greater Noida

MRTS between DNGIR and IGI Airport, Delhi

1.1.2.1. Multi-Modal Logistics Hub (MMLH), Dadri

1.1.2.2. Multi-Modal Transport Hub (MMTH), Boraki

1.1.2.3. Integrated Industrial Township in Greater Noida

1.1.2.4. MRTS between DNGIR and IGI Airport

1.2. Scope of Services

Market Potential and Demand Assessment

1.3. Key deliverables and Tasks undertaken

The following tasks have been undertaken till date:

4 Refer: Traffic assessment

2.2. Overview of the proposed MMLH location at Greater

2.3. Overview of the proposed MMTH at Boraki

3. Comments on earlier studies

3.2. Review of Market assessment

3.2.1. Market Assessment: Container

6 Refer: Traffic assessment at MMLH for Containers

The outcome of the analysis based on current scenario is:

Key outcomes PFR Findings PwC Analysis

ICD Dadri key competing facility in primary

Tariff Structure of MMLH: Competition of MMLH is not only with

3.2.2. Market Assessment: Bulk Cargo

7 Refer- Traffic assessment at MMLH for Bulk Cargo

Key outcome PFR findings PwC Analysis

MMLH traffic is estimated

Cement: movement from Share of cement on Rewari-

Share of coal on Rewari- Coal transport is usually done directly from

Steel volume handled in the hinterland is

Fertilizer traffic on DFC to

Tariff set for bulk cargo are based on

3.3. Technical Assessment: MMLH and MMTH

Technical review of drawings, layout and pre-feasibility reports shared by DMICDC

Detailed site-visit undertaken by Barsyl and PwC

The MMLH is planned to cater to DFCC loading

As per the Indian Railway freight circulars and

The elevated approach to the MMLH is on a

Shunting activity at MMLH yard may be

It is required that the plan for rail connectivity of MMLH

For the request of alignment drawings, DMICDC is

4. Approach & Methodology

Phase Modules Deliverables

Module 1: Assessment of Market & Traffic

Module 3: Environment Preliminary

Module 4: Project institutional

Module 7: Preparation of Bid documents

4.1. Phase I Market and Traffic Assessment

Cargo traffic assessment

4.1.1.1. Methodology: Container cargo

Steps Tasks Source Outcome

Project Indias North West Port Container

Analyze the catchment area in 50-100 KM

Identify the commodity wise volumes of

Commodity wise cluster mapping

Carry our detailed competitive assessment

Based on logistics cost assessment of moving

4.1.1.2. Methodology: Bulk commodities