Expectation from Railways
  Classification Slab for Clinker be lowered to Slab 130 from the present Slab 140.
  To encourage shifting of present cement traffic from Road to Rail which is about 40 to 50% of the total despatches, Railways must provide a freight rebate of 25 to 30% for short-lead movement of cement say upto 450 kms.
  Freight Rates be fixed for a period of at least one year and during this period no outside adjustments i.e. Surcharge, etc. should be made.
  Retention as well as incremental traffic in cement loading by Rail be given equal importance by the Railways for granting freight incentives.
  Steep penal and wharfage charges being levied should be avoided to the maximum extent.
  High cement loaders are mostly deprived of the incentives being given for any incremental loading of cement as it is difficult for such cement units to enhance any loading by Rail after reaching to the saturation level. Some practical benchmark may be fixed for high loaders so that they can also avail of the benefits of such incentive schemes.
  Since any freight traffic offered by the Cement units for the empty-flow direction is an additional revenue generation for the Railways, this may be encouraged without having any Benchmark fixed.
  Empty-flow direction incentives be given for entire traffic and there should not be any benchmark fixed for such movement.
  Before making any announcement of any Scheme whose implementation will impact the Cement Industry, Railways to first invite the inputs from the Cement Industry and thereafter to also discuss with them the Draft Policy concerning cement.
  Infrastructure facilities at Terminals handling cement be upgraded to world class standards. Presently, these terminals are not having even basic facilities.
  Dynamic Pricing Freight Policy of the Railways be scrapped for cement industry as various Policy Decisions under this Scheme have significantly enhanced the overall transportation cost of Cement by Rail. This has led to a steady shift to Road transportation.
  The policy with respect to take off point from nearby Railway stations be reviewed immediately as it is becoming extremely difficult to purchase land closer to the Railway stations;
  In case of low traffic zones mid-section connectivity be permitted with provisions for required station up-gradation and S & T facilities;
  Detailed Project Report (DPR) for private siding once approved should be treated as final document. However, it has been observed that even after getting DPR approval siding owners are facing a lot of problems for completing the project;
  Bulk movement of cement and fly-ash be encouraged by giving attractive incentives.
  Under the Wagon Investment Scheme, the concession on incentives be provided for the entire life of wagons i.e. 35 years.