{"id":125525,"date":"2020-05-10T21:17:40","date_gmt":"2020-05-10T15:47:40","guid":{"rendered":"https:\/\/thepubliceconomist.com\/?p=125525"},"modified":"2020-05-18T18:30:39","modified_gmt":"2020-05-18T13:00:39","slug":"halving-costs-doubling-income-an-analysis-of-ppp-in-kisan-rail","status":"publish","type":"post","link":"https:\/\/thepubliceconomist.com\/?p=125525","title":{"rendered":"HALVING COSTS, DOUBLING INCOME: AN ANALYSIS OF PPP IN KISAN RAIL"},"content":{"rendered":"\n<p>[The article is co-authored by Sakshi Agrawal from Ramjas College, Delhi University and Shatakshi from NLSIU, Bangalore.]<\/p>\n\n\n\n<p><strong>INTRODUCTION<\/strong><\/p>\n\n\n\n<p>With the ambitious plan of doubling the farmers\u2019 income by 2022-23, Finance Minister, Nirmala Sitharaman in her budget speech introduced Kisan Rail scheme. In an effort to build a coherent national supply chain for perishable products, Kisan Rail train with frozen containers will be started along with refrigerated coaches being added in Express and Freight trains for the transportation of perishable goods from the producer to the market. This farm to fork model is aimed to be set up via PPP model. <\/p>\n\n\n\n<p>According to the National Public Private Partnership Policy 2011, a Public Private Partnership (PPP) means \u201can arrangement between the government\/statutory entity\/government owned entity on one side and a private sector entity on the other, for the provision of public assets and\/or public services, through investments being made and\/or management being undertaken by the private sector entity, for a specified period of time,where there is well defined allocation of risk between the private sector and the public entity and the private entity receives performance linked payments that conform (or are benchmarked) to specified and pre-determined performance standards, measurable by the public entity or its representative.\u201d<\/p>\n\n\n\n<p>The above definition broadly indicates that it is a limited period arrangement where a private sector entity provides a public asset or a public service which is traditionally provided by the government in return of some performance-based payment. The focus is on a strong element of service delivery aspect and compliance to pre-determined and measurable standards to be specified by the Sponsoring Authority.<\/p>\n\n\n\n<p>The scheme has been welcomed by various stakeholders involved. Presently, the transportation of perishable roads in the agri-industry happens mostly through roads via trucks which are not equipped with the requisite temperature control and warehousing facilities. Substituting this with refrigerated coaches serves two-fold purpose: reduce in time of transportation and decrease in loss of harvest in transit. This essay analyses the exigency of this scheme and throws light on the PPP structure highlighting its problems. The essay concludes on a positive remark with the recommendations to be taken into consideration for the success of Kisan Rail. <\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>NEED FOR KISAN RAIL<\/strong><\/li><\/ul>\n\n\n\n<p>The production of food grains (244.5\nmillion tonnes) was almost equal to horticulture crops (240.5) in 2010-11. Over\nthe decade, the production of horticulture has shown a 30% rise to 311.5 million\ntonnes in 2017-18 surpassing the production of food grains which rose to 284.8\nmillion tonnes showing a rise of only 16%. Thus, with the increasing trend of\nswitching to horticulture, Kisan Rail will prove beneficial for the farmers.\nOut of the 12031 thousand crore worth of output produced by all agricultural\ncrops, one-third (4006 thousand crores) comes from the horticultural crops.<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"600\" height=\"360\" src=\"https:\/\/thepubliceconomist.com\/wp-content\/uploads\/2020\/05\/r.png\" alt=\"\" class=\"wp-image-125530\" srcset=\"https:\/\/thepubliceconomist.com\/wp-content\/uploads\/2020\/05\/r.png 600w, https:\/\/thepubliceconomist.com\/wp-content\/uploads\/2020\/05\/r-300x180.png 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><\/figure>\n\n\n\n<p>Source:\nMinistry of Agriculture<\/p>\n\n\n\n<p>Only\n4 million of the 104 million tonnes of fresh produce is transported through a\ncold chain and only 10-11 per cent of the fruits and vegetables produced in\nIndia use cold storage. Storage capacity in India needs to be increased by 40\nper cent to avoid wastage.<a href=\"#_ftn1\">[1]<\/a><\/p>\n\n\n\n<p>As\nper the information available as on 31.03.2018, there were 7916 cold storages\nwith a capacity of 36.23 million MT in the country. 95% of cold storages in the\ncountry were owned by private sector, 3% by cooperatives and remaining 2% were\nunder Public Sector Undertakings.<a href=\"#_ftn2\">[2]<\/a><\/p>\n\n\n\n<p>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Table1:\nProduction and cold storage capacity of horticulture produce in leading states<\/p>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"\"><tbody><tr><td>\n  STATE\n  <\/td><td>\n  PRODUCTION\n  (\u2018000 MT)\n  <\/td><td>\n  NO.\n  OF COLD STOARGE UNITS\n  <\/td><td>\n  COLD\n  STORAGE CAPACITY (MT)\n  <\/td><td>\n  PERCENTAGE\n  OF COLD STORAGE CAPACITY TO PRODUCTION CAPACITY\n  <\/td><\/tr><tr><td>\n  Uttar\n  Pradesh\n  <\/td><td>\n  39249.0\n  <\/td><td>\n  2368\n  <\/td><td>\n  14500.773\n  <\/td><td>\n  37%\n  <\/td><\/tr><tr><td>\n  West\n  Bengal\n  <\/td><td>\n  32472.4\n  <\/td><td>\n  511\n  <\/td><td>\n  5940.511\n  <\/td><td>\n  18.29%\n  <\/td><\/tr><tr><td>\n  Madhya\n  Pradesh\n  <\/td><td>\n  26530.9\n  <\/td><td>\n  302\n  <\/td><td>\n  1281.411\n  <\/td><td>\n  4.82%\n  <\/td><\/tr><tr><td>\n  Maharashtra\n  <\/td><td>\n  24855.0\n  <\/td><td>\n  603\n  <\/td><td>\n  979.607\n  <\/td><td>\n  4%\n  <\/td><\/tr><tr><td>\n  Andhra\n  Pradesh*\n  <\/td><td>\n  24755.4\n  <\/td><td>\n  452\n  <\/td><td>\n  1836.366\n  <\/td><td>\n  7.41%\n  <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<p>Source:\nMinistry of Agriculture<\/p>\n\n\n\n<p>*including\nTelangana<\/p>\n\n\n\n<p>Uttar\nPradesh has emerged as the major producer of horticulture crops followed by\nWest Bengal, Madhya Pradesh, Maharashtra and Andhra Pradesh.&nbsp; In 2018, Madhya Pradesh and Maharashtra being\nthe third and fourth largest producer of horticulture crops respectively have a\ncapacity to store only 4-5% of their total produce (assuming that cold storages\nare well-suited for all kinds of crops, and not just potatoes). This implies\nthat 95% of the produce should be sold by the farmer in the market even at\nlower rates, else it will be lost generating zero revenue.<\/p>\n\n\n\n<p>A\nreport by Niti Aayog, points at major causes of post-harvest loss in Uttar\nPradesh and Bihar.<a href=\"#_ftn3\">[3]<\/a>A\nsimilar set of reasoning can be applied to India. Transportation loss\n(Unsuitable transport containers; Overloading of mixed fruits and vegetables;\nIrresponsible driving; Rough roads; Heat accumulation or very poor ventilation\nwithin the transport vehicles; Virtual absence of refrigerated and insulated\ntrucks) form a major component and with the introduction of Kisan Rail, these\nproblems are expected to be solved. Cold storage units in trains would ensure\nthat the harvest isn\u2019t lost and public ownership of these rails will ensure\nreasonable prices. The role of private players will come into play with the\ncold storage units required at the pick-up and drop off centres in the cities\nconnected by these rails. This will also prove be an additional profitable business\nfor private and cooperatives. Another factor pointed out by the report is the\nabsence of a proper linkage between demand and supply of horticulture produce.\nIn some states, production is taking place irrespective of its demand in the\nmarket. As a result, price-crash has become a usual phenomenon in these areas.\nWhereas the states that do not produce as much on their own are hit hard by\ninflating prices.&nbsp; Therefore, mismatch\nbetween production and supply should be abolished.<\/p>\n\n\n\n<p>With\nthe introduction of Kisan Rail, the government has made efforts to export\nsurplus produce and provide managerial, technical and financial assistance to\nfarmers or farmers\u2019 cooperatives.<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>LEARNING FROM PREVIOUS MISTAKES<\/strong><\/li><\/ul>\n\n\n\n<p>It\nisn\u2019t for the first time that a proposal for transportation of perishable\nproducts by railways has been devised by the government. In the past, there was\nan attempt by the railways to run refrigerated rake sin the eastern region. The\nproject was a failure due to lack of background research on the demand of rakes\nin these regions. What Kisan Rail proposes is on a bigger scale with demanders\nbeing spread across the nation. This scheme when accompanied by Kisan Udaan (a\nscheme launched to transport agri-produce via air to international as well as\nnational markets) will prove to be efficient. Intra nation commotion can be\nundertaken by railways proving to be an inexpensive solution. The harvest from\nmega hubs can them be sent to overseas market through air. <\/p>\n\n\n\n<p>Once\nagain, in 2007-08, Railways proposed offer around 4,800 hectares of land to\nretailers and logistics companies (Reliance Retail, ITC, Future Group, the\nTatas, GE Logistics) to set up retail outlets, agri-retail infrastructure and\nwarehouses. These companies were about to enter a joint venture with the Railways\nwherein the IR would provide land as an equity and the private players would\npool in about Rs20,000 crore to Rs 30,000 crore for setting up infrastructure.\nHowever, nothing happened, as retailers preferred roadways as a more cost\neffective means to rail.<a href=\"#_ftn4\">[4]<\/a>\nThis might be a major problem with the Kisan Rail scheme too. Thus it is a very\nimportant factor that the government will have to take into consideration to\nensure that the high costs don\u2019t force the privates to opt out of the scheme.<\/p>\n\n\n\n<p>A\nyear later, in 2009, the then Railway Minister, Mamata Banerjee proposed to\nintroduce special trains to carry perishable products like fruits and\nvegetables, fish from identified production clusters to consumer centres.<a href=\"#_ftn5\">[5]<\/a>\nThe scheme instituted the railways to encourage creation of facilities for\nsetting up cold storage and temperature controlled perishable cargo centres\nthrough the public-private partnership mode. However, the scheme resulted to be\na mere bleak promise and failed to take off. The next analyses the progress\nmade by Kisan Rail so far which provides a silver lining for its success.<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>PROGRESS MADE SO FAR<\/strong><\/li><\/ul>\n\n\n\n<p>As\nreported by major media and publishing houses on March 4<sup>th<\/sup>, 2020,\nthe following initiatives have already been taken<a href=\"#_ftn6\">[6]<\/a>:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li>Refrigerated Parcel Vans:\nNew designs of Refrigerated Parcel Vans has been framed to transport highly\nperishable parcel traffic. These Parcel Vans were procured through Indian\nRailways\u2019 Rail Coach Factory in Kapurthala. Currently, the national transporter\nhas a fleet of nine Refrigerated Parcel Vans available, which can be booked on\na round-trip basis. They are charged at 1.5 times the freight of normal VP as\nper the train\u2019s category.<\/li><li>Reefer (Ventilated Insulated) Rail\nContainers: For the movement of vegetables and fruits to\ndifferent parts of the country, as many as 98 Ventilated Insulated Containers\nhave been procured, through CONCOR. Each container has a carrying capacity of\n12 Tonnes and the rake composition is of 80 containers.<\/li><li>Cold Storage Facilities for\nPerishables: Under Kisan Vision Project by CONCOR\nunder CSR initiative, \u2018Temperature controlled perishable cargo centres\u2019 have\nbeen commissioned as a pilot project at New Azadpur in Adarsh Nagar, Delhi,\nGhazipur Ghat and Raja ka Talab in Uttar Pradesh. Another similar project is\nunder development at Lasalgaon, Nasik in Maharashtra. Also, to develop\ntemperature controlled storages at Mancheswar and Fatuha, approval has been\ngranted to Central Railside Warehousing Corporation (CRWC).<\/li><li>A facility of cold storage has been\ndeveloped at Dadri as well. Moreover, Fresh and Healthy Enterprise Limited has\nbeen redeveloped as Agriculture Logistic Center at Rai in Sonepat. This\nfacility is 100 per cent subsidiary of CONCOR, developed in an area of 16.40 acres\nof land.<\/li><\/ul>\n\n\n\n<p>Amidst\nthe concerns arising due to spread of Covid-19 and suspension of transportation\nservices all-round the nation, the inception of Kisan Rail in near future seems\nbleak. Nonetheless, the progress made so far in the limited time is commendable.\nTaking these efforts into consideration and assuming the pace of work to be\nsame, Kisan Rail would be a delayed success but not an unaccomplished one.<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>PROBLEMS WITH PPP STRUCTURE:<\/strong><\/li><\/ul>\n\n\n\n<p>Although\nKisan Rail seems to be an achievable dream, we cannot neglect the many\nintrinsic complexities that comes with the PPP model. <\/p>\n\n\n\n<p>The\npartner selection for many of the PPPs including the rail connectivity projects\nhas been more contextually (strategically?) based than through open competitive\nbidding. There are pros and cons in this. While a \u2018strategic\u2019 partner is\nexpected to bring in more than just financial stake holding (like ports and\nuser industries in the case of port connectivity projects, tourism development\ncorporations in case of luxury trains), they may not be interested in\ndeveloping a professional expertise in rail based special purpose vehicle. The\nexample of the Deccan Odyssey, where the strategic partner was Maharashtra\nState Tourism Development Corporation (MSTDC), did not do as well as when Thomas\nCook came into the picture as a subcontractor to the MSTDC, and even changing\nthe itinerary to a more acceptable one for attracting clientele. Also,\n\u2018strategic\u2019 partners may never be comfortable with contracts and seek\nfavourable amendments, since there was no competitive element in studying the\ncontractual implications and the risks thereof. One of the most discussed\nproblems related to PPPs is the lack of transparency.Though a lot of effort has\nbeen made to increase transparency during the bidding process and award of\ncontracts, people in general seem to nurse this grouse of non-transparency in\nPPPs which is certainly not without reason<a href=\"#_ftn7\">[7]<\/a>.<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li>PPP projects have suffered from delays,\nwith more than acceptable time lags between conceptualization and project execution.\nThe most important reason for such delays has been in evolving workable Request\nfor Quotation (RFQ), Request for Proposal (RFP) and contractual agreements, and\nin taking along a variety of stakeholders, driven by changing stances of the\ngovernment. Many a times due to improper and wrong estimations, the project\ngets delayed causing cost and time overrun. Usually the tasks related to land\nacquisition and other mandatory clearances lie with the government. This is\nbecause the government due to its authority and position is able to accomplish\nthese things better. On the other hand, the technical and operational part of\nthe project is handled by the private sector. For instance, in the case of New\nDelhi railway station, the bid was scrapped twice, first due to the issue of\ncross ownership among bidders and the second time due to denial of permissions\nfrom other stakeholders including New Delhi Municipal Corporation, Municipal\nCorporation of Delhi, Delhi Development Authority and Delhi Traffic police. The\nlack of responsive and flexible approach to project scoping is affecting\nstakeholders.<a href=\"#_ftn8\">[8]<\/a><\/li><\/ul>\n\n\n\n<ul class=\"wp-block-list\"><li>Another off shoot of the financing\nproblem is related to the asset liability mismatch.This means that long\nduration infrastructure loans need to be financed by short duration deposits.\nThe infra loans have maturity and repayment schedules ranging up to even 15\nyears where as the deposits and borrowings of banks which are used to finance\nthe same have much shorter maturities. This hiatus between the two creates an asset\nliability mismatch which if left unattended can result in liquidity\nproblems.The above problems related to financing and funding will manifest\nthemselves in the coming years and a fear is expressed that we may not be able\nto maintain the same pace of growth in PPP as we have achieved till now.<a href=\"#_ftn9\">[9]<\/a><\/li><\/ul>\n\n\n\n<ul class=\"wp-block-list\"><li>Given the current internal structure and\norientation (strong cadre culture, hierarchy orientation and top management\nstructure) of the government, it would be very daunting for private players to\ndevelop PPPs with the government. Apart from the spectre of dealing with a\nlarge \u2018machinery\u2019 like government, the popular perception is that there are\nissues of one sided contracts, interpretations of unclear implications going in\nfavour of the railways and the conflict of interest due to government playing\nthe role of licensor, operator and regulator. On a positive note, there has\nbeen reinforcement at the political level on the issue of PPPs. However, the IR\nwould need to develop a more flexible approach based on not just a political\nlanguage of PPP, but creating an organization that listens to, learns from and\nis responsive to a variety of stakeholders including customers, other affected\nand involved entities, and partners in PPPs.<\/li><\/ul>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>RECOMMENDATIONS TO ENSURE SCHEME\u2019S\nSUCCESS:<\/strong><\/li><\/ul>\n\n\n\n<p>The most important dimension that needs to be\naddressed for a smooth way forward is to have a shared vision as to why IR need\nPPPs. The logic for this should be more than just resource mobilization. It\nneeds to focus on the complementing need of entrepreneurial and managerial\nenergies that private parties can bring in to make rail based transport value\nadding for the end user. Once this is clear, then the attributes of the\ncommercialization that is required for PPPs to succeed would fall into place.<\/p>\n\n\n\n<p>To minimize the scope of misinterpretation,\nthere is a need to develop well written contracts that act as a precise policy\nand regulatory framework between the government and private parties.<\/p>\n\n\n\n<p>Currently there is no PPP regulation in\nIndia. Since the whole concept of public<\/p>\n\n\n\n<p>private partnership is quite new in our country, enough thought has probably not been given to this aspect. However, the National PPP Policy 2011 draft has been put up for further suggestions and comments. The above problem of non-standardization of PPP contracts canto some extent be taken care of by creating an independent regulatory PPP body. This may lead to a better and more robust participation by the private sector and also attract more international funding.<\/p>\n\n\n\n<p>Three such model documents for container\ntrain operation, redevelopment of railway station, and\nprocurement-cum-maintenance of locomotives have been prepared in the recent\npast by the Planning Commission. Also, the contracts should be ready well\nbefore making any legal commitment with private parties. Along the same lines,\nthe private partners cannot be viewed as \u2018agents\u2019 but as \u2018dynamic\norganizations\u2019 who would like to grow. This is precisely what the government\nshould want from the PPPs to make this a success.<\/p>\n\n\n\n<p>Establishing Infrastructure dispute redressal\ntribunals (The Public Contracts Bill, 2015 and The Public Utilities Dispute\nResolution Bill, 2016, were introduced after this recommendation by the\ncommittee). <\/p>\n\n\n\n<ul class=\"wp-block-list\"><li>According\nto the draft Bills, a Tribunal is to be set up to settle disputes, those plague\ngovernment contracts, including vital infrastructure projects. However, the\nworld\u2019s best practices are to be imparted, whose methods are correct for the\nrisk allocation process.<\/li><li>Dispute\nredressal mechanisms for mediation and negotiation, like Delhi mediation centres,\nfor every state, with expert adjudication have to be imparted<\/li><\/ul>\n\n\n\n<p>A good initiativewould be in top management\nrestructuring. The Vision 2020 document states the following on organizational\nrestructuring:<\/p>\n\n\n\n<p>\u201cOrganizational restructuring is, of course,\nfraught with challenges of its own and needs to be carefully attempted. One\npossible approach to address this issue could be to reconfigure the\norganization by separating infrastructure from operations and reorganization on\nbusiness lines i.e. passenger, freight and parcel and other auxiliary services\nso that each service could be managed and measured on a profit-centre basis.\nAreas, other than core operations, where appropriate, could be corporatized to\nimpart business focus and managerial autonomy for such tasks.\u201d <\/p>\n\n\n\n<p>While one would agree with this, it is\nimportant to begin immediately with a separation in government\u2019s roles of\nlicensor, operator and regulator. The separation of infrastructure and\noperations can then follow.<\/p>\n\n\n\n<p>In parallel with this, what anyway is\nproposed eventually, the Railway Board Members\u2019 roles should be redefined\ntowards strategizing for key market segments rather than as the current cadre\nbased functional supremo. Corporatization (for business focus and managerial\nautonomy) need not be limited to non-core operations. In fact, the very essence\nof PPPs (corporatized through Special purpose vehicle s) in core activities is\nto bring in the business focus and managerial autonomy.<a href=\"#_ftn10\">[10]<\/a><\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>CONCLUSION<\/strong><\/li><\/ul>\n\n\n\n<p>While agriculture contributes about 15 per cent to\nthe country\u2019s GDP, it also sustains more than 600 million Indians or half the\npopulation of the country. This is an important aspect in the present scenario\nas the agri-sector will also be expected to play a crucial role in the revival\nof the Indian economy from its current despondent state.<\/p>\n\n\n\n<p>Globally, enhanced food production has changed the\nmarket dynamics leading to pressure on prices of our produce. Input costs are\nconstantly on the rise, severely impacting farmers\u2019 incomes, debt repayment\ncapacity and their livelihood. What makes matters worse is that all the risks\nin the farm-to-market cycle are borne by the farmer \u2014 these include, among\nothers, production, storage, and transport risks, outbreak of pests, and price uncertainty.\nTraders, aggregators and processors do not have to undertake these risks.\nFarmers are \u201cimplicitly taxed\u2019 through restrictive marketing and trade policies\neven though agricultural income is not taxed in India.<\/p>\n\n\n\n<p>One which is post-harvest losses especially in the\nhorticulture sector&nbsp; . Horticulture is\nconsidered as a better alternative farming option for farmers in many areas due\nto several advantages. Besides the fact that it is more remunerative,\nhorticulture saves water which is critical. Moreover, it can be done on dry and\nhilly land and has lower risks of failure. Farmers who shift to horticulture,\nhowever, do not have a safety net of selling at a minimum price in case of\nunforeseen problems and the case in point where farmers moved back to field\ncrops.Hence, there is a need for the government to focus separately on\nhorticulture and balance the incentives between field crops and horticulture.\nWe produce several export-feasible horticulture products like medicinal herbs,\nfruits and flowers which are perishable items to deliver rich dividends to\nfarmers and the country alike.<\/p>\n\n\n\n<p>Perishable goods are sent by trucks that are not fitted with any sort of temperature control. So the commodity dries up by the time it reaches its destination and the farmers do not get good value for their produce. With the arrival of this scheme this will change. This scheme aims to effectively connect them to domestic and global markets, thus helping them realise the true value of the produce. It will also help boost farmer\u2019s income and increase their competitiveness in the market because their sell their produce in the international market for better prices in the event of excess domestic produce. This scheme is expected to reduce post-harvest losses for the state\u2019s farmers by helping in effective export of residual produce to other parts of the state.<\/p>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<p><a href=\"#_ftnref1\">[1]<\/a>JayantaMallick, &#8216;India needs to\nexpand cold storage facilities&#8217; @businessline (2018),\nhttps:\/\/www.thehindubusinessline.com\/economy\/agri-business\/india-needs-to-expand-cold-storage-facilities\/article20923044.ece1#!\n(last visited Apr 20, 2020).<\/p>\n\n\n\n<p><a href=\"#_ftnref2\">[2]<\/a> 2018.HORTICULTURAL STATISTICS\nAT&nbsp; A GLANCE 2018\n&lt;http:\/\/agricoop.nic.in\/sites\/default\/files\/Horticulture%20Statistics%20at%20a%20Glance-2018.pdf[Accesssed\non 20 April 2020]<\/p>\n\n\n\n<p><a href=\"#_ftnref3\">[3]<\/a> Estimation Loss of Horticulture\nProduce due to Non-availability of Post Harvest&amp; Food Processing Facilities\nin&nbsp;&nbsp;\nBihar&amp;UP&lt;https:\/\/niti.gov.in\/planningcommission.gov.in\/docs\/reports\/sereport\/ser\/stdy_esthorti.pdf&gt;[accseesd\non Apr 20, 2020].<\/p>\n\n\n\n<p><a href=\"#_ftnref4\">[4]<\/a>RajatGuha&amp;Gunjan Pradhan\nSinha, Reliance, Tata eye railways&#8217; land for retail venture The Economic Times\n(2008),\nhttps:\/\/economictimes.indiatimes.com\/industry\/services\/retail\/reliance-tata-eye-railways-land-for-retail-venture\/articleshow\/3034742.cms?from=mdr\n<a>[accessed on Apr 20, 2020].<\/a><\/p>\n\n\n\n<p><a href=\"#_ftnref5\">[5]<\/a> 2009. Speech OfKumariMamata\nBanerjee Introducing The Railway Budget 2009-2010. [ebook] Available at:\n&lt;http:\/\/www.indianrailways.gov.in\/railwayboard\/uploads\/directorate\/finance_budget\/Previous%20Budget%20Speeches\/2009-10_main.pdf&gt;\n[Accessed 16 April 2020].<\/p>\n\n\n\n<p><a href=\"#_ftnref6\">[6]<\/a> Nag, D., 2020. Indian Railways\nAims To Help Double Farmers\u2019 Income With The Launch Of Kisan Rail; Details.\n<\/p>\n\n\n\n<p> The Financial Express. Available at:\n&lt;https:\/\/www.financialexpress.com\/infrastructure\/railways\/indian-railways-aims-to-help-double-farmers-income-with-the-launch-of-kisan-rail-details\/1888551&gt;\n[Accessed 20 April 2020].\n\n\n\n\n\n<\/p>\n\n\n\n<p><a href=\"#_ftnref7\">[7]<\/a>M&nbsp;\nShivalingegowda 2001. CHALLENGES FOR PUBLIC PRIVATE PARTNERSHIP IN\nINDIA.\nfile:\/\/\/C:\/Users\/Shatakshi\/AppData\/Local\/Packages\/microsoft.windowscommunicationsapps_8wekyb3d8bbwe\/LocalState\/Files\/S0\/18949\/Attachments\/CHALLENGESFORPUBLICPRIVATEPARTNERSHIPININDIAfinal[26627].pdf&gt;[accessed\non 19 April202}<\/p>\n\n\n\n<p><a href=\"#_ftnref8\">[8]<\/a>KutumbaleVishakha. 2018 . PUBLIC\nPRIVATE PARTNERSHIPS IN INDIA (An Overview of Current Scenario)&lt;\nfile:\/\/\/C:\/Users\/Shatakshi\/AppData\/Local\/Packages\/microsoft.windowscommunicationsapps_8wekyb3d8bbwe\/LocalState\/Files\/S0\/18949\/Attachments\/PublishedPPPpaper[26626].pdf&gt;[accessded\non 19 April 202}<\/p>\n\n\n\n<p><a href=\"#_ftnref9\">[9]<\/a> Srivastava Rajesh.2020. Making\nagriculture more rewarding for farmers&lt;\nhttps:\/\/www.thehindubusinessline.com\/opinion\/making-agriculture-more-rewarding-for-farmers\/article31160944.ece#&gt;{Accessed\non 19 April2020]<\/p>\n\n\n\n<p><a href=\"#_ftnref10\">[10]<\/a> Reddy Rahul.2016. Revitalizing\nPublic Private Partnership (PPP) Model in India&lt;\nfile:\/\/\/C:\/Users\/Shatakshi\/AppData\/Local\/Packages\/microsoft.windowscommunicationsapps_8wekyb3d8bbwe\/LocalState\/Files\/S0\/18949\/Attachments\/Revitalizing_Public_Private_Partnership[26628].pdf&gt;[Accessed\non 19 April2020}<\/p>\n","protected":false},"excerpt":{"rendered":"<p>With the ambitious plan of doubling the framers\u2019 income by 2022-23, Finance Minister, Nirmala Sitharaman in her budget speech introduced Kisan Rail scheme. In an effort to build a coherent national supply chain for perishable products, Kisan Rail train with frozen containers will be started along with refrigerated coaches being added in Express and Freight trains for the transportation of perishable goods from the producer to the market. This farm to fork model is aimed to be set up via PPP model. <\/p>\n","protected":false},"author":64,"featured_media":125531,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_mo_disable_npp":"","footnotes":""},"categories":[4,3],"tags":[299],"class_list":["post-125525","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-agriculture","category-indian-economy","tag-kisan-rail"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>HALVING COSTS, DOUBLING INCOME: AN ANALYSIS OF PPP IN KISAN RAIL - The Public Economist<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/thepubliceconomist.com\/?p=125525\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"HALVING COSTS, DOUBLING INCOME: AN ANALYSIS OF PPP IN KISAN RAIL - The Public Economist\" \/>\n<meta property=\"og:description\" content=\"With the ambitious plan of doubling the framers\u2019 income by 2022-23, Finance Minister, Nirmala Sitharaman in her budget speech introduced Kisan Rail scheme. 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