The Cabinet Committee on Security (CCS), in the year 2006, approved ‘in principle’ the setting up of Integrated Check Posts at 13 locations and Land Ports Authority of India as a statutory body. Integrated Check Posts are being constructed as a Plan scheme with an initial outlay of Rs. 635 crore during the 11th Five Year Plan. In the initial phase, 13 Integrated Check Posts (ICPs) were envisaged at major designated entry/exit points along
Need for ICPs
Existing designated entry and exit points on the international borders are characterized by unplanned growth leading to delays and traffic jams. The need to develop infrastructure was recognized by the Government and after due consultations and deliberations, the concept of Integrated Check Post was devised.
ICP is conceived as a sanitized zone having adequate passenger and freight processing facilities. The term integration refers to integration of sovereign functions and not of inter-modal integration of several transport modes such as; rail, road waterways etc.
The ICP concept being new in the country, the planning was carried out through regular consultations with sovereign authorities and stake holders. The plans thus prepared were deliberated at length by Empowered Steering Committee before approving them.
Facilitating Movement of Vehicles Across Border
The Western and Eastern border of
The ICPs along Nepal Border are planned along the concept of primary and secondary checks to induce efficiency in regulatory process. This concept is similar to RED channel and GREEN channel witnessed at the airports. Government has initially identified 13 locations along the land borders of
First at Attari
ICP Attari is the first one to be completed and was inaugurated by Union Home Minister P. Chidambaram on April 13, 2012 in the presence of Punjab Chief Minister Parkash Singh Badal, Union Commerce Minister Anand Sharma, Commerce Minister of Pakistan Makdoom Amin Fahim and Chief Minister of
The earlier arrangement did pose lot of strain on passengers crossing on foot, as they had to walk substantial distance to come to the existing custom building. The ICP Attari offers dedicated vehicles between Gate and passenger terminal. This would not only offer comfort to the passengers but also ensure orderly movement within ICP, removing avoidable burden on the security. The issue of movement of these vehicles from Wagah terminal to Attari terminal is already taken up with
The passenger terminal building is the focal point of passenger processing zone. It is a two storied building with total 9600 sq. m. area. The passenger terminal is planned on the lines of airport terminals. The Building has two wings, one for departing passenger and other for arriving passengers. Each wing has eight Immigration counters, two Baggage scanners and six customs counters. Numbers of these processing units are derived methodically by considering the average process time. The health facilities for detection isolation and reporting are provided in conformity to International obligations, besides providing basic medical assistance to passengers. The terminal offers linear flow with strategically placed signage for passenger guidance. Passenger facilities such as Baggage trolleys, Duty free shops, dispensers for foods & beverages, toilets, etc. are integral part of terminal facilities. Paraplegic facilities such as ramps, wheelchairs, handicapped toilets are included in the passenger terminal. It also has Tourist Information Centre, Vending Machines, Prayer Room and Child Care Room.
Jattha sheds have been provided along each face of the building to provide shelter and regulated flow of passengers into the terminal, to deal with sudden influx of passenger flow due to movement of pilgrimage groups.
Cargo terminal building is a one and half storied structure, having total area of 4800 sqm. Unlike Passenger Terminal, Cargo terminal is an office complex having dedicated spaces for Sovereign agencies, Bank, Cargo handling agents etc. The cargo zone has total 55,000 sqm of parking area and warehouses having total area of 10,800 sqm. Majority of these warehouses are meant for receipt, inspection, trans-shipment and delivery of imported goods. Cold storage of 1500 MT capacity spread over 5 chambers, for perishable imported goods is part of cargo processing facility.
The flexible planning of ICP afforded development of segregated area to handle cargo in loose form. An area of 12000 sqm is developed with separate access system for Indian and Pakistani trucks, without disturbing the original traffic flow. An area of 99000 sqm is available for future augmentation of capacities.
The quarantine facilities including fumigation shed are part of ICP. Basic amenities for the truckers are available on arrival and departure side both.
For the surveillance of the area, CCTV cameras and PA system are provided at strategic locations. 230 CCTV cameras have been placed at different locations for security. Control points on the road network are regulated through automatic boom barriers. Fire fighting and fire alarm system is in place. The complex is supported by 1800 KVA Electric sub-station with 100% power backup. A helipad is developed within the complex for quick and direct access to the complex.
Large green areas are being developed along both the faces of terminal building to offer a visual treat to the passengers. The building bears resemblance to the structures in Lutyen’s
Construction of ICPs
The construction of ICPs began in Feb’ 2010 and the period of construction envisaged was 14 months. However, as ICP Attari was the first project on a newly devised concept. The project started evolving with construction, additional works were identified, as necessary and were and ordered. Besides this, the ICP had bilateral issues such as, the joint agreement on location of new international gate and construction close to zero line. These bilateral issues took longer than anticipated. However, the construction was done expeditiously, accommodating the extra work and other impediments.
Frequent reviews, inspections were conducted by Senior Administrators and Engineers during the construction to ensure that the construction is progressing on agreed lines. Bilateral platform was formulated and frequent meetings were held to resolve the issues, acquire understanding, and update construction plans.
ICP Attari is a modern facility and is being appreciated by all concerned. With the completion of ICP, the larger picture that shall emerge now would depend on efficiency of operations and the capacity constraint on other side of the border, if any.
Land Ports Authority of
The Land Ports Authority of India (LPAI) is to provide better administration and cohesive management of entry points/land ports and entrusted with the task of development and management of Integrated Check Posts on the land borders and would be vested with the powers on the lines of similar bodies like Airports Authority of India. The Land Ports Authority of India has been established from 1st March, 2012 as a statutory body which will function as a body corporate under the administrative control of the Department of Border Management, Ministry of Home Affairs.
Other Agencies Involved
As regards running the ICP efficiently sovereign authorities are already moving in, Central Warehousing Corporation (CWC) is given the responsibility to function as custodian in accordance with customs regulations. Indian Railways Catering and Tourism Corporation (IRCTC) has been given the responsibility of catering and passenger facilitation.
The capacity harmonization issues are already flagged in recent meetings with Pakistani delegation. The valuable experience gained during the planning and construction of ICP Attari is being used in other ICP projects.(PIB Feature.)
Youth of North-East India: Demographics and Readership (Highlights) Union Human Resource Development Minister Dr M M Pallam Raju , will release a report Youth of North-East India: Demographics and Readership in New Delhi tomorrow, 20 th November, 2012. Ministers of State for HRD, Sh Jitin Prasada and Dr Shashi Tharoor would also be present on the occasion. This focused Report attempts to give an analytical and detailed account of the reading habits of the literate youth in the north-eastern states and their exposure to different forms of media, and how diverse socio-economic and motivational factors impact their reading habit. The reading of ‘leisure or non-text books’ among the literate youth is the special focus of the study. The Report is a follow-up study of the National Youth Readership Survey (2009-10) assigned to National Council of Applied Economic Research (NCAER) by the NBT under the National Action Plan for the Readership Development amon