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Container Shipping

ISO containers can be loaded on container ships, trains and trucks. Standard containers are in 3sizes 20-40-45 ft.

HistoryMalcolm McLean, founder of the giant Maersk Sealand Co. claims that he first thought ofcontainer shipping system in the 30s of this century in New Jersey, United States of America, butestablished company Maersk-Sealand in the 50s. The idea sparked in his brain while waiting fora shipment to be re-loaded from truck to ship and thought that it can load the truck itself (withsome changes to it) instead of emptying the goods in order to save effort, time and money wastedin loading, unloading and thus be the shipment that must be loaded and not the cargo itself.

The Unit of MeasurementContainer capacity is measured by the standard World Twenty-foot equivalent Units (TEU), astandard 20-foot container, or in other words, the volume of containerized cargo that is equal tothe unit of the global cargo onboard of standard ships and tankers: the 20-ft long, 7.8 wide and7.9 high (the size of 32 cubic meters).

Most containers used by companies and shipping lines today are 40 ft (2xTEU) containers aswell as 45 ft containers equal Forty-foot equivalent Units (FEU) ; thats any unit of measurementequal to 40 ft.

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Container Types

The exterior dimensions of all containers conforming to ISO standards are 20 feet long x 8 feetwide x 8 feet 6 inches high or 9 feet 6 inches high for high cube containers.

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The Influence of Container Shipping on World TradeContainerization has revolutionized cargo shipping. Today, approximately 90% of non-bulkcargo worldwide moves by containers stacked on transport ships; 26% of all containers is said tooriginate from China. As of 2005, some 18 million total containers make over 200 million tripsper year.

The widespread use of ISO standard containers has driven modifications in other freight-movingstandards and changing completely the worldwide use of freight pallets that fit into ISOcontainers or into commercial vehicles.

Biggest ISO Container CompaniesTop 10 container shipping companies in order of TEU capacity, 21 April 2011

RNKCompany TEU capacity Number of ships1. A.P. Moller-Maersk Group 2,426,466 6392. Mediterranean Shipping Company S.A. 2,018,446 4733. CMA CGM 1,295,744 3924. COSCO 624,353 1465. Hapag-Lloyd 618,501 1426. Evergreen Marine Corporation 614,115 168

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7. APL 580,658 1458. CSAV Group 519,628 1289. Hanjin Shipping 511,661 107

10. China Shipping Container Lines 510,958 142

DEEP WATER PORTS

A deep water port, from its nomenclature can be suggested that is different from regular ports inrespect of the depth of water. A port is usually an area or platform entered into from the sea, byvessels, boats, ships, which also allows for protected staging and anchoring or docking for theseships to load and unload consignments and continue up towards its destination.

However a deep water port is usually made up for the usage of very large and heavily loadedships. The depth of water helps get them access to the deepwater ports. Regular ports are by and

large of recreational types where the water is not more than 20 feet deep, whereas deep waterport is compatible with the large heavy loaded ships which may require the water to be 30 feetdeep or even more.

Deep water ports are also defined to be any port which has the capability to accommodate a fullyladen Panamax ship, which is determined principally by the dimensions of the Panama Canalslock chambers. Under 33 U.S.C.S. 1502(10) deep water ports are delimitated as any fixed orfloating man-made structure other than a vessel, or any group of such structures, located beyondthe territorial sea and off the coast of the United States and which are used or intended for use asa port or terminal for the loading or unloading and further handling of oil for transportation to

any State (except as otherwise provided, and for other uses not discrepant with the Act). Theterm deepwater port includes all concerned components which denote pipelines and pumpingstations, and also service platforms, mooring buoys and similar paraphernalia to the extent theyare located onshore of the high water mark.
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However the ownership, construction and operation of the deep water ports are not beyond lawand ethics. The induction of the Deepwater Port Act in 1974 and the amendment in 1984, 1990,1995 and 1996 furnished conditions to meet the necessary requirements such as deducingadverse effects on the marine environment, which might come about as an aftermath of thedevelopment of such ports and submitting detailed plans, including financial, technicalinformation, location and the capacity for construction and operation and maintenance of the

proposed deepwater ports.The act also encouraged the promotion of the deepwater ports as a safe and efficient medium ofoil transportation with minimized tankertraffic and associated risks.

For the sake of safety measures latest technologies available are used in the construction andoperation of the deep water ports which also impose economic, social and environmental effectsfor national interests.

The concerned authorities of the deepwater ports are responsible foroil spill prevention,containment and cleanup, effect on oceanographic currents patterns, potential dangers fromwaves, winds, weather, and geological conditions etc.

Deepwater Port Facilities: Modern diversified facilities

Deep sheltered waters

Track record in oil and gas

On and offshore renewable support

Premier Cruise destinations
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Good communication links

Skilled labour force

24 hour access

Guidelines for setting up Inland ContainerDepot (ICD) and Container Freight

Station(CFS) in India* * PART A * *

1. DEFINITION OF ICD/CFS

An Inland Container Depot / Container Freight Station may be defined as :-

A common user facility with public authority status equipped with fixed installations andoffering services for handling and temporary storage of import/export laden and emptycontainers carried under customs control and with Customs and other agencies competent toclear goods for home use, warehousing, temporary admissions, re-export, temporary storage foronward transit and outright export. Transshipment of cargo can also take place from suchstations.

2. DISTINCTION BETWEEN AN ICD & A CFS

Functionally there is no distinction between an ICD/CFS as both are transit facilities, whichoffer services for containerization of break bulk cargo and vice-versa. These could be served byrail and/ or road transport. An ICD is generally located in the interiors (outside the port towns) ofthe country away from the servicing ports. CFS, on the other hand, is an off dock facility locatednear the servicing ports which helps in decongesting the port by shifting cargo and Customsrelated activities outside the port area. CFSs are largely expected to deal with break-bulk cargooriginating/terminating in the immediate hinterland of a port any may also deal with rail bornetraffic to and from inland locations.

Keeping in view the requirements of Customs Act, and need to introduce clarity innomenclature, all containers terminal facilities in the hinterland would be designated as " ICDs".

3. FUNCTIONs OF ICDs/CFSs

The primary functions of ICD/CFS may be summed up as under:

a. Receipt and dispatch/delivery of cargo.

b. Stuffing and stripping of containers.

c. Transit operations by rail/road to and from serving ports.

d. Customs clearance.
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e. Consolidation and desegregation of LCL cargo.

f. Temporary storage of cargo and containers.

g. Reworking of containers.

h. Maintenance and repair of container units.

4. The operations of the ICDs/CFSs revolve around the following centres of activity:-

i.) Rail Siding (in case of a rail based terminal)

The place where container trains are received, dispatched and handled in a terminal.Similarly, the containers are loaded on and unloaded from rail wagons at the sidingthrough overhead cranes and / or other lifting equipments.

ii) Container Yard

Container yard occupies the largest area in the ICD.CFS. It is stacking area were the exportcontainers are aggregated prior to dispatch to port, import containers are stored till Customs

clearance and where empties await onward movement. Likewise, some stacking areas areearmarked for keeping special containers such as refrigerated, hazardous, overweight/over-length, etc.

iii) Warehouse

A covered space/shed where export cargo is received and import cargo stored/delivered;containers are stuffed/stripped or reworked; LCL exports are consolidated and import LCLs areunpacked; and cargo is physically examined by Customs. Export and import consignments aregenerally handled either at separate areas in a warehouse or in different nominatedwarehouses/sheds.

iv) Gate Complex

The gate complex regulates the entry and exist of road vehicles carrying cargo and containersthrough the terminal. It is place where documentation, security and container inspectionprocedures are undertaken.

5. BENEFITS OF ICDs/CFSs

The benefits as envisaged from an ICD/CFS are as follows :-

The main benefits from ICDs/CFSs

i) Concentration points for long distance cargoes and its unitisation.

ii) Service as a transit facility.iii) Customs clearance facility available near the centres of production and consumption

iv) Reduced level of demurrage and pilferage.

v) No Customs required at gateway ports.

vi) Issuance of through bill of lading by shipping lines, hereby resuming full liability ofshipments.

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vii) Reduced overall level of empty container movement.

xi) Competitive transport cost.

ix) Reduced inventory cost.

x) Increased trade flows.

* * PART B * *

1. PRIOR SURVEY A MUST

For the ICD/CFS to be successful, reduction in total transport cost is a prime criterion, as there isa possibility of marginal increase in total handling cost per box on origin to destination basis.This underlines the need for sound economic justification for setting up ICD/CFS through acarefully evaluated traffic likely to be handled at the proposed facility. A survey/feasibility study

must precede the setting up of all ICDs/CFSs and copy of the report should invariablyaccompany the application for setting up such a facility. Data for carrying out analysis could befrom secondary sources and field observations, structured over time and space. The latter is morerealistic and truthful. Prior discussions must be held with exporters, shipping lines, freightforwarders, port authorities, concerned Commissioners of Customs/Excise etc., and their point ofview fully reflected in the report.

2. The traffic flows between Inland centres of production and ports need to be analysedwith reference to :-

--- Commodities

--- Directional-split (Imports/Exports)

--- Proportions of less-than-container load (LCL) & full-container-load (FCL)

--- Forecast of future growth.

--- Modes of transport available.

--- Possible reduction in tonne per kilometre or

--- Box per kilometre costs.

3. The facility has to be economically viable for the management and attractive to users, tothe railways for full train load movements; to other transport operators; seaports; shipping lines;freight forwarders etc. must have certain minimum amount of traffic. The prospectiveentrepreneurs are, therefore, strongly advised to study very carefully the viability of the projectfrom the TEU traffic availability point of view.

In the background of growing international trade, the infrastructure facility may have to precedethe actual generation of demand. This is particularly important as such facilities have a longgestation period for being fully operationalised. Though it is not proposed to lay down any
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minimum TEU figures as part of the criteria for approval of ICDs/CFSs, following are suggestedindicative norms:-

For ICD 6,000 TEUs per year (Two way)

For CFS 1,000 TEUs per year (Two way)

4. LAND REQUIREMENTS

The minimum area requirement for a CFS would be One Hectare and for ICD Four Hectare.However, a proposal could also be considered having less area on consideration of technologicalupgradation and other peculiar features justifying such a deviation.

5. DESIGN AND LAY-OUT OF ICD/CFS

The design and layout should be the most modern state-of-art equipped with

mechanical/electrical facilities of international standards. Key to a good lay-out is the smoothflow of containers, cargo and vehicles through the ICD/CFS. The design and lay out should takeinto account initial volume of business, estimated volume in 10 years horizon and the type offacilities exporters would require. The initial lay out should be capable of adaptation to changingcircumstances. The design broadly should encompass features like (rail) siding, container yard,gate house and security features, boundary wall (fencing), roads, pavements, office building andpublic amenities. The track length and number of tracks should be adequate to handle rakes andfor stabling trains where relevant.

The perimeter fencing and lighting must meet the standards required by Customs authorities. Thegate being the focal point of site security should be properly planned.

The administration building is the focal point of production and processing of all documentation

relating to handling of cargo and containers and its size will be determined by the needs ofpotential occupants. Fixed provisions should be made for sanitation facilities and possibly a foodservice facility.

A good communication system and computerisation and EDI connectivity is essential. FollowingInfrastructure should be available at the ICDs/CFSs

Provision of standard pavement for heavy duty equipment for use in the operational andstacking area of the terminal. In cases where only chassis operation is to be performed,the pavement standard could be limited to that of a highway.

Office building for ICD, Customs office and a separate block for user agencies equippedwith basic facilities.

Warehousing facility, separately for exports and imports and long term storage of bondedcargo.

Gate Complex with separate entry and exit.

Adequate parking space for vehicles awaiting entry to the terminal.

Boundary wall according to standards specified by Customs.

Internal roads for service and circulating areas.

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Electronic weighbridge.

Computerised processing of documents with capability of being linked to EDI.

6. EQUIPPING THE ICD/CFSThe ICD/CFS would select most modern handling equipment for loading, unloading ofcontainers from rail flats, chassis, their stacking, movement, cargo handling, stuffing/destuffing,etc. Following minimum equipment should be made available at ICDs/CFSs (Reach stacker maynot be mandatory:

I. Dedicated equipment such as lift truck (front end loader, side loader or reach-stacker),straddle carrier, rail mounted yard gantry crane, rubber tyred yard gantry crane, etc. ofreputed make and in good working condition (not more than 5 to 8 years old) andequipped with a telescopic spreader for handling the 20 ft and 40 ft boxes. The equipmentmust have a minimum residual life of 8 years duly certified by the manufacturer or arecognized inspection agency. An additional unit of equipment should be provided when

the throughput exceeds 8000 TEUs per annum or its multiples for lift truck basedoperations.

II. Terminals resorting to purely chassis-based operations do not require dedicated boxhandling equipment. However, chassis-based operations should be restricted to CFSsproposed to be set up near ports.

III. Small capacity (2 to 5 tonnes) forklifts must be provided for cargo handling operations inall terminals.

7. RAIL HEAD ICDs

The parties will be required to provide at their own cost all infrastructure facilities includingland, track, handling equipment for containers, maintenance of assets including track, rollingstock, etc. as per extant railway rules applicable to private sidings. The cost of the railway staffwould be borne by the party as per the prevailing Government policy.

8. TARIFF

Tariff structure and costing should be worked out along with the feasibility study andinformation provided with the application.

9. GENERAL

The main function of an ICD/CFS being receipt, despatch and clearance of containerised cargo,the need for an up-to-date inventory control and tracking system to locate containers / cargo isparamount. Each functional unit of the facility (e.g. siding, container yard gate,stuffing/destuffing area, etc.) should have up-to-date and where possible on-line, real time
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information about all the containers, etc., to meet the requirements of customers, administration,railways etc. As far as possible, these operations shall be through electronic mode.

* * PART C * *

PROCEDURE FOR APPROVAL OF ICD/CFS AND ITS IMPLEMENTATION

1. Proposals for setting up ICD/CFS will be considered and cleared, on merits, by an InterMinisterial Committee for ICDs/CFSs, which consists of officials of the Ministries ofCommerce, Finance (Department of Revenue), Railways and Shipping. Views of the StateGovernments as necessary would be obtained.

2. Application 10 copies in enclosed form should be submitted to the Infrastructure Division inthe Ministry of Commerce, Udyog Bhavan, New Delhi. Application must be accompanied by 10copies of feasibility reports mentioned in the guidelines.

3. The applicant should also send a separate copy of the application to the jurisdictionalCommissioner of Customs. The Commissioner of Customs will send his comments to theMinistry of Commerce and the Central Board of Excise & Customs (CBEC) within 30 days. Incase, the project is planned in a port town, a copy of the proposal should also be sent to theconcerned Port Authority who would furnish their comments within 30 days to the Ministry ofSurface Transport and the Ministry of Commerce.

4. The applicants are also requested to familiarise with the statutory Custom requirements inrelation to Bonding, Transit Bond, Security Insurance and other necessary proceduralrequirements and cost recovery charges payable before filing the application.

5. On receipt of the proposal, the Ministry of Commerce would take action to obtain the

comments from the jurisdictional Commissioner of Customs and other concerned agencieswithin 30 days. Wherever necessary, a copy of the proposal should also be sent to Zonal RailwayManager, under intimation to the Ministry of Railways One copy of the proposal would also bemade available to the IMC Members for advance action. The decision of the IMC would betaken within six weeks of the receipt of the proposal under normal circumstances.

6. On acceptance of a proposal, a Letter of Intent will be issued to the applicant, which willenable it to initiate steps to create infrastructure.

7. The applicant would be required to set up the infrastructure within one year from the date ofapproval. The Ministry of Commerce may grant an extension of six months keeping in view thejustification given by the party. Thereafter, a report would be submitted to IMC to considerextension for a further (final) period of six months. The IMC may consider extension or may

submitted to IMC to withdraw the approval granted.

8. The applicant, after receipt of approval, shall send quarterly progress report to Ministry ofCommerce. Three formats (given as annexure I to III) for sending the quarterly/ annual reportshall have to be submitted to Department of Commerce through electronic mode as well asthrough hard copy.
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9. After the applicant has put up the requiredinfrastructure, met the security standards of thejurisdictional Commissioner of Customs andprovided a bond backed by bank guarantee to theCustoms, final clearance and Customs notificationwill be issued.

10. The approval will be subject to cancellationin the event of any abuse or violation of theconditions of approval.

11. The working of the ICD/CFS will be open toreview by the Inter Ministerial Committee.

********

A cold chain is atemperature-controlled supply chain. An unbroken cold chain is anuninterrupted series of storage and distribution activities which maintain a given temperaturerange. It is used to help extend and ensure the shelf life of products such as fresh agriculturalproduce,[1]frozen food, photographic film, chemicals andpharmaceutical drugs.[2]

Contents[hide]

1 Uses

2 Validation

3 See also

4 Notes

5 Further reading

[edit] UsesCold chains are common in thefood andpharmaceuticalindustries and also some chemicalshipments. One common temperature range for a cold chain in pharmaceutical industries is 2 to8 C. but the specific temperature (and time at temperature) tolerances depend on the actualproduct being shipped.

This is important in the supply ofvaccinesto distant clinics in hot climates served by poorlydeveloped transport networks. Disruption of a cold chain due to war may produce consequencessimilar to the Smallpoxoutbreaks in the Philippines during the Spanish-American war.[citation needed]
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Traditionally all historical stability data developed for vaccines was based on the temperaturerange of 2-8 C. With recent development of biological products by former vaccine developers,biologics has fallen into the same category of storage at 2-8 C due to the nature of the productsand the lack of testing these products at wider storage conditions.

The cold chain distribution process is an extension of thegood manufacturing practice (GMP)

environment that all drugs and biological products are required to adhere to, enforced by thevarious health regulatory bodies. As such, the distribution process must be validated to ensurethat there is no negative impact to the safety, efficacy or quality of the drug substance. The GMPenvironment requires that all processes that might impact the safety, efficacy or quality of thedrug substance must be validated, including storage and distribution of the drug substance.

[edit] ValidationA cold chain can be managed by a quality management system. It should be analyzed, measured,controlled, documented, andvalidated.

The food industry uses the process of Hazard Analysis and Critical Control Point, HACCP, as auseful tool. Its usage continues into other fields. PDA (Parenteral Drug Association) Technical

Report # 39 gives a rough summary of how the cold chain can be validated.The overall approach to validationof a distribution process is by building more and morequalifications on top of each other to get to a validated state. This is done by executing aComponent Qualification on the packaging components. Next, an Operational Qualification thatdemonstrates the process performs at the operational extremes. The final piece is thePerformance Qualification that demonstrates that what happens in the real world is within thelimits of what was demonstrated in the Operational Qualification limits.

The PDA's Technical Report states that a Component Qualification is required to demonstratethat a component can be manufactured to the design criteria of that individual component. Thiswas put into the document because the industry did not understand the principles of Validation;all Validation processes were specific to equipment and not auxiliary processes such as

shipping/distribution.

Performing thermal testing can also help with validating the cold chain. Certified test labs useenvironmental chambers to simulate ambient profiles that a package may encounter in thedistribution cycle. Thermocouple probes and separate temperaturedataloggers measuretemperatures within the product load to determine the response of the package to the testconditions. Replicatetesting based on a qualification protocols is used to create a finalqualification report that can be used to defend the configuration when audited by regulators. It isnormally best to have an individual that understands the principles of Validation, whendefending such processes to a Federal Regulatory body of any nation.

Cold chains need to be evaluated and controlled:

Carriers and logistics providers can assist shippers. These providers have the technicalability to link with airlines for real time status, generate web-based export documentationand provide electronic tracking.

The use ofrefrigerator trucks,refrigerator cars,reefer ships,reefer containers, andrefrigerated warehouses is common.

Shipment in insulated shipping containersor other specialisedpackaging.[3]
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Temperature data loggers and RFIDtags help monitor the temperature history of thetruck, warehouse, etc. and the temperature history of the product being shipped.[4] Theyalso can help determine the remaining shelf life.[5]

Documentation is critical. Each step of the custody chain needs to follow establishedprotocols and to maintain proper records. Customs delays occur due to inaccurate or

incomplete customs paperwork, so basic guidelines for creating a commercial invoiceshould be followed to ensure the proper verbiage, number of copies, and other details.

During the distribution process one should monitor that process until one builds a sufficient dataset that clearly demonstrates the process is in compliance and in a state of control. Each time theprocess does not conform to the process, the event should be properly documented, investigatedand corrected so that the temperature excursion do not occur on future shipments. Thus theprocess is continually evolving and correcting for anomalies that occur in the process. Eventuallythe process can evolve into periodic monitoring once sufficient data demonstrates that theprocess is in a state of control. Any anomaly that occurs once a process is in a state of controlwill result in the process being invalidated and not in control and result in product withdraw fromthe market to ensure patient safety.

It is necessary to develop an internal documentation system as well as multi-partycommunication standards and protocols to transfer or create a central repository or hub to trackinformation across the supply chain. These systems would monitor equipment status, producttemperature history, and custody chain, etc. These help ensure that a food, pharmaceutical, orvaccine is safe and effective when reaching its intended consumer.

[edit]

The Dedicated Freight Corridor Corporation of India (DFCCI) is building what would be thecountrys largest infrastructure project involving almost 3,300 kilometres of railway track. Thecost of the project has now ballooned to Rs 60,000 crore, which is more than double the Cabinet-approved project cost of Rs 28,000 crore. Nevertheless, V K Kaul, the managing director of thecompany, tells Sharmistha Mukherjee and Vandana Gombarthat the project is viable and wouldbe completed by 2018, with commissioning starting in 2016. Excerpts:

What is the final estimate of the total project cost?The cost estimate is Rs 42,231 crore at current prices, excluding various statutory taxes, whichvary from state to state. Those taxes would add 8-10 per cent more to the project. This is boundto escalate. We have come to the conclusion that it will be around Rs 60,000 crore on completionand commissioning.

What is the main reason for the sharp cost escalation?The initial estimate was based on a preliminary survey. At that time, the project was at aconceptual stage. It was put up to the Cabinet and was approved at an approximate estimatedcost of 28,000 crore, but the Cabinet did say that the railways ministry could come back with afirm costing.

Is this a viable project? There are some concernsThere was a study done by RITES initially. Then the Japanese International Cooperation Agency(JICA) did a study and we have commissioned IL&FS to do the traffic projections. Even after
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taking into account the economic slowdown, the internal rate of return is about 9 per cent in theworst case scenario, and without taking any traffic share from Indian Railways. It could go up to15-16 per cent in the best case scenario.

How will the recent decision of Railway Minister Mamata Banerjee to abstain from anyforcible acquisition of land affect the project? Have you already received updated

instructions from the ministry?We have been asked to provide details on the land acquisition in progress by the ministry a fewdays ago, including the details of the representations received and our responses. Landacquisition is done by the railway ministry. DFCCI is only the facilitator. There are 51 districtsinvolved covering more than 3,200 villages. But remember it is not large tracts of land that werequire. What we need is only strips of land (10 metres wide) across existing alignments or alittle more (40-50 metres) in the case of a bypass.

If land acquisition is to be only voluntary, can one non-cooperative land owner hold up awhole stretch?That is if you go by the literal meaning of what the minister said. I think it needs to be taken inthe right spirit. It is a confidence-building measure by the minister saying that the land wont be

snatched away by the government forcibly for a pittance. We will compensate, reasonably.How much of the land required is already with the corporation?The first notification (announcing intention of the government to acquire the land) have beenissued and we have received some representations also. Most of the issues relate to quantum ofcompensation. We expect to have 70 per cent of the land with us in about a year.

With the Japanese International Cooperation Agency approving a conditional loan of Rs17,700 crore for the western corridor, it seems this will precede the eastern corridor.No. Both will move simultaneously. There is a Rs 10,000-crore loan from the World Bank forthe eastern corridor likely to be finalised by July 2010 and probably another Rs 7,000 crore fromthe Asian Development Bank by December 2010. There is an additional loan that is likely fromJICA for the western corridor which is likely to materialise in March 2011. Once the funding is

made, we will invite international bids, though obviously, bids for the whole corridor will not bebunched together but staggered.

The loan from JICA is conditional. Does this tie us down to Japanese locomotives?I want to clarify this point. The conditionality is that 30 per cent of the total loan amount shouldbe used to buy some goods from Japan. The railway ministry has decided to procure electriclocomotives. Half of these will be brought into the country in knocked-down condition andassembled locally. There will also be some technology transfer and local manufacturing. Also,this purchase does not tie us down to Japan. It does not prevent us from sourcing locomotivesfrom any other part of the world.

How would you describe the progress of the project?I think the project is moving with reasonable speed.

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Golden quadrilateral

The Golden Quadrilateral is a highway network connecting India's four largest metropolises:Delhi, Mumbai,Chennaiand Kolkata, thus forming a quadrilateralof sorts. Four other top tenmetropolises: Bangalore, Pune, Ahmedabad, and Surat, are also served by the network. Thelargest highway project in India, initiated by Atal Bihari Vajpayee, it is the first phase of theNational Highways Development Project (NHDP), and consists of building 5,846 km (3,633 mi)

of four/six lane express highways at a cost of 60,000crore(US$13.4 billion).[1]

The vast majority of the Golden Quadrilateral (GQ) is notaccess controlled, although safetyfeatures such as guardrails, shoulders, and high-visibility signs are used. As of 31 October 2010,5,806 km (3,608 mi) of the entire work has been completed and work on remaining 40 km isunder progress.[2] In September 2009, it was announced that the existing four-laned highways

would be converted into six-lane highways.[3]

The project was reported at various stages to bebehind schedule, mainly due to land acquisition constraints and disputes with contractors whichhad to be re-negotiated.[4][5]

The GQ project is managed by theNational Highways Authority of India (NHAI) under theMinistry of Road, Transport and Highways. The Mumbai-Pune Expressway, the firstcontrolled-accesstoll road to be built in India is a part of the GQ Project though not funded by NHAI, andseparate from the main highway. Infrastructure Leasing & Financial Services (IL&FS) has beenone of the major contributors to the infrastructural development activity in the GQ project.

The GQ project establishes better and faster transport networks between many

major cities and ports. It provides an impetus to smoother movement of products

and people within India. It enables industrial and job development in smaller towns

through access to markets. It provides opportunities for farmers through better

transportation of produce from the agricultural hinterland to major cities and ports

for export, through lesser wastage and spoils. Finally, it drives economic growth

directly through construction as well as through indirect demand for cement, steel

and other construction materials.It gives an impetus to Truck transport throughout

India.
http://en.wikipedia.org/wiki/List_of_most_populous_metropolitan_areas_in_Indiahttp://en.wikipedia.org/wiki/Delhihttp://en.wikipedia.org/wiki/Mumbaihttp://en.wikipedia.org/wiki/Mumbaihttp://en.wikipedia.org/wiki/Chennaihttp://en.wikipedia.org/wiki/Chennaihttp://en.wikipedia.org/wiki/Kolkatahttp://en.wikipedia.org/wiki/Quadrilateralhttp://en.wikipedia.org/wiki/Quadrilateralhttp://en.wikipedia.org/wiki/Bangalorehttp://en.wikipedia.org/wiki/Punehttp://en.wikipedia.org/wiki/Ahmedabadhttp://en.wikipedia.org/wiki/Surathttp://en.wikipedia.org/wiki/Highwayhttp://en.wikipedia.org/wiki/Atal_Bihari_Vajpayeehttp://en.wikipedia.org/wiki/National_Highways_Development_Projecthttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Limited-access_roadhttp://en.wikipedia.org/wiki/Limited-access_roadhttp://en.wikipedia.org/wiki/National_Highways_Authority_of_Indiahttp://en.wikipedia.org/wiki/Mumbai-Pune_Expresswayhttp://en.wikipedia.org/wiki/Controlled-accesshttp://en.wikipedia.org/wiki/Controlled-accesshttp://en.wikipedia.org/wiki/Controlled-accesshttp://en.wikipedia.org/wiki/Toll_roadhttp://en.wikipedia.org/wiki/NH_4http://en.wikipedia.org/wiki/Infrastructure_Leasing_&_Financial_Serviceshttp://en.wikipedia.org/wiki/IL&FShttp://en.wikipedia.org/wiki/Townhttp://en.wikipedia.org/wiki/Portshttp://en.wikipedia.org/wiki/Exporthttp://en.wikipedia.org/wiki/List_of_most_populous_metropolitan_areas_in_Indiahttp://en.wikipedia.org/wiki/Delhihttp://en.wikipedia.org/wiki/Mumbaihttp://en.wikipedia.org/wiki/Chennaihttp://en.wikipedia.org/wiki/Kolkatahttp://en.wikipedia.org/wiki/Quadrilateralhttp://en.wikipedia.org/wiki/Bangalorehttp://en.wikipedia.org/wiki/Punehttp://en.wikipedia.org/wiki/Ahmedabadhttp://en.wikipedia.org/wiki/Surathttp://en.wikipedia.org/wiki/Highwayhttp://en.wikipedia.org/wiki/Atal_Bihari_Vajpayeehttp://en.wikipedia.org/wiki/National_Highways_Development_Projecthttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Limited-access_roadhttp://en.wikipedia.org/wiki/National_Highways_Authority_of_Indiahttp://en.wikipedia.org/wiki/Mumbai-Pune_Expresswayhttp://en.wikipedia.org/wiki/Controlled-accesshttp://en.wikipedia.org/wiki/Controlled-accesshttp://en.wikipedia.org/wiki/Toll_roadhttp://en.wikipedia.org/wiki/NH_4http://en.wikipedia.org/wiki/Infrastructure_Leasing_&_Financial_Serviceshttp://en.wikipedia.org/wiki/IL&FShttp://en.wikipedia.org/wiki/Townhttp://en.wikipedia.org/wiki/Portshttp://en.wikipedia.org/wiki/Export

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Final Logs