Multimodal Transportation: The case of bovine meat from Kanpur in India to Baghdad in Iraq

International Trade Logistics, Indian Institute of Foreign Trade Delhi 1
Dr. Ram Singh, Prof-HOD (Trade Operations and Logistics)
Group 4 | Section A MBA IB 19-21
Multimodal Transportation: The case of bovine
meat from Kanpur in India to Baghdad in Iraq
Dr. Ram Singh*
, Charu Upadhyaya (14A)**
, Mayukh (29A)**
, Ridhi (40A)**
, Sakshi
Dixit (44A)**
, Shivam Nagpal (47A)**
, Suyash (54A)**
*
Prof-HOD (Trade Operations and Logistics), Indian Institute of Foreign Trade Delhi
**
MBA- IB 19-21, Indian Institute of Foreign Trade, Delhi
Abstract- Multimodal transportation is a key component of
modern logistics systems, especially for long distance
transnational transportation. This paper explores the various
alternative routes for Bovine (buffalo) Meat-Fresh & chilled from
Kanpur, India to Baghdad, Iraq. It selects 7 available routes for
bovine meat transportation from India to Iraq. The multimodal
model was adopted to demonstrate alternative routes using various
factors such as transport cost, transfer cost, transit time and
transport distance.
Index Terms- Multimodal Transport, International Trade
Logistics, Transhipment routes, Licensing
I. INTRODUCTION
India’s buffaloes are mainly used for dairy and are only
slaughtered for meat after their milk productivity has peaked. That
makes the meat produced lower quality than from beef cattle, and
is mainly used in processed food, canned goods and low-end
dishes. While beef is traditionally understood as meat from cows
and buffaloes, the Indian government only allows for the slaughter
and export of buffalo meat, commonly known as carabeef. Despite
this, India is the second-largest beef exporter in the world after
Brazil, and the Indian livestock sector contributed to about 4.5%
of the country’s total GDP in 2015-16. Total Indian buffalo meat
exports are around $4 billion a year.
The countrywide average of cattle-owning households is around
30 per cent, but less than 15 per cent of cattle-owning households
own non-milk producing bovine. Usually, cattle that no longer
yield milk are sold to an abattoir for the meat industry. In the year
2018-19, as per the Agricultural and Processed Food Products
Export Development Authority, Indian beef exports were valued
at a whopping INR 25,168.33 crores, with Vietnam, Malaysia,
Indonesia and Iraq being the biggest importers. One of the main
reasons that Indian carabeef exports are so lucrative is because
they are priced 20% cheaper than meat from Brazil. Another is that
beef slaughtered in India is halal by law, thereby becoming
accessible to Muslim-majority countries in North Africa, and West
and Southeast Asia.
India's exports represent 0.2% of world exports for this product,
its ranking in world exports is 29. The average distance of
importing countries is 2885 km and the export concentration is 0.3.
The domestic meat production in India has historically increased
from 2.6 million tones in 1980 to 6.3 million tones in 2010, caused
primarily by the growth in poultry and buffalo meat
production.1
While buffalo meat accounts for about 23% total
production, its contribution in meat export accounts for more than
85%, mostly in frozen form. India has been focusing mainly on
buffalo meat exports as a part of their export strategy whereas its
export markets are gradually getting diversified. India aims to
further improve its competitiveness in the global export market
through cashing in the competitiveness of India’s buffalo, pig and
small ruminant production and improving the competitiveness of
poultry meat production.
Further enhancing its export competitiveness requires complying
with the meat export needs to ensure exportable surpluses over and
above surging domestic demand and policy adjustments to meet
the international requirements like Sanitary and Phyto- Sanitary
(SPS) measures of World Trade Organization (WTO)
agreement.2
To evaluate India’s export performance in meat
products historically, all the meat products from India except
poultry meat were competitive in the world market and the
competitiveness was the highest in case of bovine meat3
. As on
2009–10, about 86% of Indian meat export (in value terms) was
contributed by bovine meat.
Fig1: Map of export destinations for India for HS0201
There has been a transition of focus to export destinations of India,
earlier the focus was more on South-East Asian countries whereas
currently majority of the exports are confined to UAE, Saudi
Arabia, Jordan, Oman, Qatar, and Bahrain. There has been an
ever-increasing instability in international prices of buffalo meat
which has posed for Indian exporters a greater price risk.

This can possibly be hedged through further diversification of
export markets. 4
Indian meat export has shown tremendous
expansion in the last three decades driven primarily by the
increased meat production, institutional interventions in meat
processing and policy initiatives to bring down tariffs.
Fig2: Growth in demand for HS0201 among top export
A notable trend observed through examining historical export has
been that composition of meat export depicted a trend of gradual
specialization towards frozen bovine meat.
Fig 3: Major Export Markets for Bovine meat India (Source:
Trade Map)
The global beef/buffalo meat industry is dominated by the United
States, which accounts for around 20% of the world’s total beef
production as well as consumption. Currently catering to a
minority proportion of the global demand, India is all set to cover
unchartered regions driven mainly by improving infrastructure, a
sizeable buffalo population and the relatively low price of Indian
buffalo meat on the back of steady demand in the international
markets. Managing and stabilizing export instability is an
important priority for India to increase its export share globally.
As the exports to other countries is increasing compared to
traditional countries and also concentration is increasing it is
necessary to increase India’s exports to other countries at the same
time measures to be taken to decrease the instability as the
instability is higher compared to traditional countries.
Fig 4: Total growth in imports by top export destinations for
India vs the amount exported by India (% of demand in top
export destinations captured by India)
II. INDIA’S INFRASTRUCTURAL POSITION AND MEAT
INDUSTRY STRUCTURE AND DYNAMICS
2.1 THE INFRASTRUCTURE OF MULTIMODAL
TRANSPORTATION IN INDIA
Logistics in India is expected to be a $215 billion industry in 2020.
It is projected to expand through 2032 at a rate that is roughly 1.2
times the growth rate of India’s gross domestic product (GDP) and
generate $360 billion in value added. The logistics industry has
evolved significantly over time. Compared with the traditional
logistics industry consisting of scattered and single-operation
activities, modern logistics is systematic and integrated, providing
a full range of one-stop service through extensive application of
information technology and industry expertise to support the entire
supply chain from transport and freight, warehousing
management, and order processing to delivery and customer
service. 5
India ranked 44 in the World Bank Logistics
Performance Index- 2018. At 13%–14% of India’s GDP, logistics
costs are far higher than the benchmark of 7%–8%1
. Road freight
cost at `1.9 per ton–kilometer (km) is almost double that in the
United States, while the average speed of freight vehicles is about
50%–60% lower.
While factors like topography do play a role, the magnitude of the
difference is indicative of the inefficiencies present in logistics
movement in India. Some of the key challenges in the same are: 1.
Skewed modal transportation mix, 2. Underdeveloped material
handling infrastructure, 3. Inefficient fleet mix, 4.
Outdated/inefficient service model, 5. Fragmented institutional
and governance structure. The Multimodal Transport Act was
passed by the Indian Parliament in 1993 to establish a standardized
regime for the multimodal transport operators (MTOs).
IT has been a major enabler of multimodal transport in India and
has been extensively used to automate the supply chain and

documentation. For shipments coming into India, documentation
starts at the ports, CFSs, ICDs and then final custom clearances
before delivery. For shipments moving out of India,
documentation starts from the storage point till the time it exits the
port. To automate this process, Customs has introduced the Indian
Customs EDI System (ICES) which provides a paperless seamless
system to exchange/transact custom clearance related information
using Electronic Data Interchange (EDI). ICES is currently
operational at 134 major custom locations across India which
handle more than 98% of India’s international trade of import and
export.6
In a developmental perspective there has been a shift in
the strategic outlook, the strategy involves a reset of India’s
logistics sector from a “point-to-point" model to a “hub-and-
spoke" model and involves railways, highways, inland waterways
and airports to put in place an effective transportation grid. This
includes setting up 35 multi-modal logistics parks at an investment
of Rs50,000 crore, development of 50 economic corridors and an
investment template which involves roping in the states and the
private sector for setting up special vehicles for implementation.
Today, Supply Chains are bound by a myriad of factors that call
for consideration when offering the best transportation solutions.
Multimodal, however is the need of an hour to meet the everlasting
demand and address to the dynamic bullwhip. Despite managing
the inventory at granular level by TOC (theory of constraints),
DDMRP (Demand driven) and other best practices to forecast, still
achieving 100% accuracy level is far to go. To support and achieve
the desired service levels and OTIF’s, organizations are relying
heavily on multimodal transportation. Multimodal networks are an
important issue for infrastructure developers. For e.g. in India,
Government initiatives like the Sagarmala program, Inland
Waterways program and coastal shipping will provide the much-
needed fillip to infrastructure development in the country.
Though the impact of Covid-19 is yet to unfold but India being
one of the top developing countries will see a far aggressive
comeback. Today’s changes represent immense opportunities for
organizations to place themselves at the heart of next-generation
multimodal transport ecosystems. Opportunities and focus for
2020 to next five years are more towards collaboration working
and knitting people, processes and technology in one basket. More
disruptive technologies will emerge. While some may only appear
as dots on the horizon today, they will turn out to be
transformational in the years to come.
2.2 INDIA’S MEAT EXPORTS AND THE CASE OF BOVINE MEAT
WITH FUTURE PROSPECTS
India is traditionally blessed with a large livestock population, but
the export of various livestock products was not encouraging,
mainly due to high domestic demand, infrastructure bottlenecks
and unfavorable export policies. Given the high-income elasticity
of demand for livestock products like milk, egg and meat, much
of the incremental production diverts towards domestic
consumption due to factors like high per capita income growth,
change in taste preference of the consumers and increasing
urbanization. Compared to many other livestock products, meat
exports enjoy high prospects due to competitiveness. Kumar
(2009) indicated that under exportable hypothesis all the meat
products from India except poultry meat were competitive in the
world market and the competitiveness was the highest in case of
bovine meat.
Livestock production is important for Indian economy as it plays
a vital role in income, employment and earning of foreign
exchange. According to the last livestock census of 2012, India
has a total of 512.05 million livestock population which includes
190 million cattle (13% of world cattle population) and 108.7
million buffalo (56% of world buffalo population), pigs, sheep,
goat and other animals. There has been a decline of 3.3% in total
livestock population from 2007 to 2012. 2
India’s bovine meat exports increased rapidly to other countries
with highest overall growth of 34% while the growth of major
importers kept at 6.56%. Overall World imports from India had
grown @ 13.03% during 1996– 2014. Similarly, India’s market
share in the world has grown at the rate of 9.33% between 1996–
2014 where India registered the highest growth of 30.43% in
market share in other countries while market share in importing
countries has shown a negative growth of –0.37%. With almost all
major importing markets, India had the highest market share of
more than 25% with the only exceptions being China (1%),
Germany (0.32%), Lebanon (22.7%). In other countries, India had
less than 5% market share (3.46%) but it is increasing at 30.43%.7
Fig 5: Major Bovine Meat markets (Source- TradeMap)
India mainly exports meat of bovines, sheep, goat, poultry and
swine in various forms like fresh, chilled, frozen, salted, smoked
etc. During 2009–10, India exported meat items worth INR 6325
crore.
Fig 6: Meat production during 2013-19 in 15 Major production

states in India (Source- Basic Animal Husbandry Statistics-2019)
In the year 2018-19, as per the Agricultural and Processed Food
Products Export Development Authority, Indian beef exports were
valued at a whopping INR 25,168.33 crores, with Vietnam,
Malaysia, Indonesia and Iraq being the biggest importers. One of
the main reasons that Indian carabeef exports are so lucrative is
because they are priced 20% cheaper than meat from Brazil.
Another is that beef slaughtered in India is halal by law, thereby
becoming accessible to Muslim-majority countries in North
Africa, and West and Southeast Asia. In addition, there is very
little demand for the meat locally. The majority of people in the
top beef-producing states are vegetarian, and there is a preference
for chicken, mutton and egg among non-vegetarians.
Furthermore, the authorities and the upper-caste Hindu population
in these states–Haryana, Gujarat, Uttar Pradesh, Bihar–tend to
emphasize the sacredness of cows.3
Fig 7: Major Export Markets for Bovine meat India (Source:
Trade Map)
Such measures must be complemented by greater investment in
the carabeef industry to ensure better regulations and improved
sanitation standards. In addition, beef producers should require
licensing, and the government should subsidize cattle feed so as to
incentivize the provision of a higher quality diet for cattle.
Reforms in the beef export industry could result in huge gains in
markets such as China and Russia, which have currently restricted
imports due to concerns about sanitation and cattle-feed.
Therefore, maintaining the economic viability of the beef and
livestock industries is dependent on the implementation of strict
regulations on ethical and healthy husbandry practices, and the
disestablishment of religiously motivated policymaking and social
activism.
There is a concentration in the major exports market in terms of
trade volume as well as geographical distance. The closely located
export destination of South East Asia provides the strategic
advantage. Although the buffalo meat is texturally tough and
considered inferior to cow meat (beef) which is soft and tender,
yet the Indian meat industry is flourishing due to exports of the
former.4
This provides an important developmental direction with
push from the government, India as a country can emerge as a
major exporter of the bovine meat product.
2.3 PACKAGING OF BOVINE MEAT AND ITS DYNAMICS
Bovine Meat is exported either fresh or chilled. In chilled meat,
water activity is very high and unpacked meat loses weight and
color due to water evaporation. Further weight loss will occur if
the meat is cut in pieces, as the meat would exude liquid. This
problem can be solved by adding an absorbent pad in the base of
the package. Packaging requirements depend on color of meat,
distribution system and nature of processing. Color of meat is
one of the main attributes of meat quality. Consumers associate
color with freshness. In case of bovine meat bright red color is
considered as the main factor by consumers to gauge freshness.
Types of Packaging
❖ Tray with Overwrap
One of the most conventional packages is that of polystyrene
foam or clear plastic trays covered with transparent film. Meat
packed in this type of package can be kept unadulterated until 10
days at 0 degree Celsius. However, the color can be retained for
only 5 days.
• Cellophane coated with nitrocellulose on one side
• The overwrapping should have excellent optic quality –
rubber hydrochloride, low density polythene, highly plasticized
PVC films
❖ Vacuum Packaging
Vacuum packaging works by creating an oxygen deficient
environment. In anaerobic conditions the product spoilage due to
bacteria is inhibited. Vacuum packaging can therefor increase the
shelf life of meat especially the one with cuts.
For doing vacuum packaging, the bovine meat is first broken down
into primal and sub-primal cuts. Once the meat is packed in
vacuum then it would require less refrigerator space and more
quantity can be exported. Another advantage of vacuum
packaging is that it reduces evaporative weight loss of carcasses.
In this type of packaging carcass is cut into many pieces and the
bones could be sharp, therefore Bone-guard is included in vacuum
packaging so that the package isn’t harmed.
• Co-polymer-coated-cellulose / PE film laminate
• PVDC co-polymer film
• EAA/ Saran/EAA laminates
• LDPE/ BA/ Nylon/ BA/ LDPE
• Plastic film with aluminum foil
❖ Modified Atmosphere packaging
Vacuum packaging has the disadvantage that both package and
meat are subjected to mechanical strain. Mechanical pressure on
the meat may increase drip loss; if bone is present and not
adequately covered with a suitable material, the pack may be
ruptured. Atmospheric composition inside the package can also be
modified to extend the shelf life of meat while retaining the
freshness, aroma, color and weight. In this technique, headspace
air in the package is replaced by gases usually nitrogen alone or in

combination with carbon dioxide or oxygen.
• High oxygen MAP- High oxygen MAP systems which
have 30% CO2 and up to 70 % O2 are used to extend the color
stability and delay microbial spoilage. Although both the color
stability and the time to spoilage are approximately doubled by
high O2 MAP, this extension in shelf life is not adequate. So, the
use of high O2 MAP is not widespread for prolonged storage of
meat for bulk packaging.
• Low oxygen MAP-
o Carbon Dioxide Gas Flush - In these packages, the air
is largely displaced by CO2, either by itself or mixed with N2 or
air. The shelf life extension is similar to that of vacuum packaging,
higher concentration of CO2 leading to a longer shelf life. Low
oxygen concentrations lead to formation of oxymyoglobin on the
meat surface which prevent the formation of metmyoglobin which
leads to discoloration. Low O2 MAP system is not suitable for
retail packs.
o Nitrogen Gas Flush- As an inert gas, nitrogen is
convenient for gas packaging, it generally being considered a
neutral filler. If the air in the package is removed prior to the
addition of nitrogen, the effect on meat is similar to that of
vacuum packaging, except that residual oxygen is diluted and
metmyoglobin formation on the surface should be less pronounced
than with a vacuum. 8
However, although the formation of
metmyoglobin on the surface is reduced, the nitrogen also dilutes
the CO2 produced by tissue respiration, prolonging the time
required for the concentration to accumulate to levels sufficient to
inhibit growth of spoilage bacteria. Although there is little
commercial use of nitrogen flushing with fresh meat, several
studies have confirmed that 100% nitrogen is as effective as
vacuum for storing fresh meat joints, the only advantage being
reduced exudates due to less mechanical pressure on meat
compared to vacuum package.
• Carbon dioxide Flush - Carbon dioxide is highly soluble
in both water and oils. Therefore, when CO2 is applied to meat in
a rigid pack, the gas will be absorbed by the muscle and fat tissue
until equilibrium is attained. At equilibrium, the partial pressure
of CO2 will be less than that of the original gas mixture, and the
total gas pressure will also be less than at which the gas mixture
was initially applied. Similar considerations apply in flexible
packaging systems. If CO2 alone is added, the pack will collapse
around the meat as gas is absorbed unless CO2 is added in excess
of the quantity required to saturate the meat at atmospheric
pressure. When mixtures of gases are used, the less soluble
nitrogen and other gases maintain atmospheric pressure.
Packaging of frozen meats
Frozen meat is stored and displayed between -10 and -30°C, at
which temperatures microbiological growth is arrested. Therefore,
the changes in meat influenced by packaging are those associated
with appearance, i.e., color and the absence of frost inside the
package.9
If a bright red color is required, it must be produced by
oxygenation of the meat surface before freezing followed by
packaging in a material, which is relatively permeable to oxygen.
It has been claimed that ionomer film will keep the bright red color
for at least a year if the meat is stored in the dark at -20°C.
However, when exposed to light, the red color begins to darken
after about a week. This is caused by light activated oxidation of
the pigment in the meat surface and is inevitable in meat, which
has been frozen in the bright red state and subsequently exposed
to light. Freezer burn is caused by the sublimation of ice on the
surface of the product when the water vapor pressure of the ice is
higher than the vapor pressure in the environmental air. The key
to avoiding freezer burn and lessening oxidative deterioration
during frozen storage is to eliminate or reduce the headspace in the
package which should also serve as an effective barrier to oxygen
and water vapor. Frozen, restructured meat products have
traditionally been packaged in bags, pouches, trays, overwraps and
plastic- coated paperboard, with polyolefins being the most
common material used. They must, of course, contain appropriate
plasticizers so that their mechanical properties are not impaired at
sub-zero temperatures. Vacuum skin packaging is also used for
frozen, restructured meat products. Typically, a heat-softened
ionomer film is draped over the product which is supported on a
lower web of the same material. Air is withdrawn from between
the two webs and the webs heat sealed together. This results in a
package that is sealed skintight to the edge of the product,
regardless of its contour or size. There are no empty spaces for
moisture condensation to occur, freezer burn is virtually
eliminated during frozen storage.
In conclusion we can say that Modified atmosphere packaging is
one of the best packaging as it retains the color, aroma, freshness
and weight of the meat which are the key attributes that consumers
look for in bovine meat. Other conventional packing methods also
help in doing the same, but the color cannot be retained for long if
the good is exported to far off places. Vacuum packaging can
retain the quality of meat for long, but it changes the color of the
meat substantially hence consumers might not prefer to buy it.
III. HISTORICAL TRENDS IN EXPORTS AND QUANTITATIVE
ANALYSIS
Correlation Coefficients (How well has India captured growth
in imports by its top export destinations) (CAGR: 2014-18)
Even though imports of HS0201 have increased in 5 out of 6
destinations, the correlation coefficient with India’s exports is
negative showing that India has not captured growth in demand
and imports for HS0201 in the top destinations. Total exports of
HS0201 by India have decelerated at a negative CAGR of
(11.2%).

The correlation coefficient is positive only for India-Jordan since
imports of HS0201 in Jordan have also decreased at a negative
CAGR of (1.8%).
India’s overall exports strategy vs strategy specific to each of
the top export destinations
Overall exports of HS0201 from 2015-19 have decreased at a
negative CAGR of (9%), whereas exports to Bahrain and Oman
have increased at a CAGR of 18% and 2% respectively.
For other export destinations, the strategy has been uniform with
the overall export strategy of India and exports have decreased
from 2015 to 2019.
Comparison of India’s export and production with global
benchmarks
Global exports of this product have increased at a CAGR of 3.4%
while for the same period India’s exports have decreased at a
negative CAGR of (9.3%).
A negative correlation coefficient of (0.79) shows that Indian has
not been following global trends of exports and production for
HS0201
India’s Exports vs India’s production vs Global
demand(imports)
India has not been able to capture global growth in imports from
2015-2019 supported by a negative correlation coefficient of
(0.75)
Negative correlation of (0.92) between India’s exports and total
production of the pertinent product shows that consumption for the
product has been on the rise. India’s export and production
strategy for HS0201 has not been able to completely capture
global demand.
Regression analysis with total exports of HS0201 by India as
dependent factor and global imports of HS0201 and India’s
production of HS0201 as independent factors
Interpretation: 92% of the variation in India’s exports of
HS0201 is explained by variation in India’s production and
global imports of the same product
Revealed Comparative Advantage (RCA) over the years for
HS0201
Interpretation: Since for all the years the value of the index is
less than unity, it means India lacks Revealed Comparative
Advantage in its exports of HS0201 from 2015-2019
III. MULTIMODAL BOVINE MEAT TRANSPORT–KANPUR TO
BAGHDAD
3.1 Overview of Bovine Meat Export Routes from Kanpur To
Baghdad
For bovine meat exports, various alternative routes exist.
However, from the carrier’s side, selecting the routings from the
choices is one of the most important tasks. Additionally, given the
product is edible, the consignor’s requirements for intermodal
transport incorporate not only a lower transport cost but also a
higher security level and shorter transit time. As such, this paper
compares the seven most representative intermodal transport
routes for bovine meat from Kanpur in India to Baghdad in Iraq
(see Table1). The routes were selected for the railway, road, and
sea transport modes.

S.no. Intermodal Transport Route
1 Kanpur - Mundra - Umm Qasr – Baghdad
2 Kanpur - Mundra - Jebel Ali - Umm Qasr – Baghdad
3 Kanpur - Mundra - Bandar Abbas - Umm Qasr – Baghdad
4 Kanpur - Mundra – Chabahar - Umm Qasr – Baghdad
5
Kanpur - Mundra - Umm Qasr Port - Abadan Airport Iran -
Baghdad Intl Airport - Baghdad
6 Kanpur - ICD Delhi - Mundra - Umm Qasr – Baghdad
7 Kanpur - Delhi Airport – Baghdad
Origin Port - Mundra port
Mundra Port has a diverse cargo base including dry, bulk, break
bulk, liquid, crude oil, project cargo, cars and containers. Mundra
Port owns cargo handling equipment like mobile harbor cranes (16
nos.), grab ship unloaders (7 nos.), pay loaders, excavators and
conveyor systems for handling of bulk and break-bulk cargo.
Mundra Port also makes use of hired dumpers for transfer of cargo
between berths and storage area.
Mundra Port has set up 9 dock lines for transfer of liquid cargo
from the jetty to the liquid tank farm. The container terminals at
Mundra Port have a combined infrastructure consisting of 2.1 km
of quay length, 18 rail mounted quay cranes, 48 rubber tire gantry
cranes and 17,400 ground slots and sands.
Destination Port - Umm Qasr port
Umm Qasr Port is Iraq's only deep-water port. operated by Iraq
port authority, the port is located at the south of Khor Zubair where
it joins Khor Abdullah. The port is located 200 meters away from
the border of Kuwait and the water way is shared between the two
countries. The distance from the port to the Iraqi city of Basra is
approximately 100 kilometers. The port has 22 berths with a
maximum draft of 10.5 meters in high tide.
Source Destination Mode Cost (INR)
Kanpur ICD Mundra Road 60,000
Kanpur ICD Mundra Rail 55,000
Kanpur Delhi ICD Road 14,000
Delhi ICD Mundra Road 50,000
Kanpur ICD Delhi Airport Road
Mundra port Umm Qasr port Sea 1,29,880
Mundra port Jebel Ali port Sea 1,18,638
Jebel Ali port Umm Qasr port Sea N/A
Umm Qasr port Baghdad Road N/A
Delhi Airport Baghdad Air N/A
3.1.1 Routing through Mundra port (Road – Maritime
Intermodal Transport - Road) (Route 1)
Route map from Kanpur to Mundra
Route map from Mundra to Umm Qasr Port
Route Map from Umm Qasr to Baghdad
The aforementioned costs are applicable for FCL (full container
load), 20ft standard reefer (refrigerated) container. For sea

routes, CFI incoterm has been taken into consideration while
calculating freight quotes. Average of all quotes from various
shipping companies has been taken while calculating freight cost.
Source Destination Mode Distanc
e
Transi
t time
SpeedCost
(Rs.)
Kanpur ICD Mundra Road 1150.8
km
1 day
8 hrs.
35
kmph
60,000
Mundra portUmm Qasr
port
Sea 2363.9
km
4 days
2 hrs.
13
knots
1,29,88
0
Umm Qasr
port
Baghdad Road 570 km 16
hrs.
35
kmph
N/A
3.1.2 Routing through Jebel Ali Port (Road–Maritime
Transshipment Port - Jebel Ali port
Jebel Ali is the world's ninth busiest port, the largest man-made
harbor, and the biggest and by far the busiest port in the Middle
East. Port Jebel Ali encompasses over one million square meters
container yard. It also contains space for medium- and long-term
general cargo storage, including seven Dutch barns with a total of
almost 19 thousand square meters and 12 covered sheds covering
90.5 square meters. In addition, Port Jebel Ali also consists of 960
thousand square meters of open storage. Port Jebel Ali is linked to
Dubai’s expressway system and to the Dubai International Airport
Cargo Village. The Cargo Village facilities are capable of
handling cargoes, making four-hour transit from ship to aircraft
possible. The DPA’s commercial trucking service transport
container and general cargo transport between Port Jebel Ali, Port
Rashid, and the rest of UAE every day. Jebel Ali port is one of DP
World's flagship facilities and has been ranked as 9th in Top
Container Port Worldwide having handled 7.62 million TEUs in
2005, which represents a 19% increase in throughput, over 2004.
Route Map from Mundra to Jebel Ali port
Route Map from Jebel Ali to Umm Qasr port

Source Destinatio
n
Mode Distance Transit
Time
Speed Cost
(Rs.)
Kanpur
ICD
Mundra Road 1150.8
km
1 day 8
hrs.
35
kmph
60,000
Mundra
port
Jabel Ali
port
Sea 1615.7
km
2 days
19 hrs.
13
knots
1,18,638
Jabel Ali
port
Umm Qasr
port
Sea 895.3 km1 day
13 hrs.
13
knots
N/A
Umm
Qasr port
Baghdad Road 570 km 16 hrs. 35
kmph
N/A
3.1.3 Routing through Bandar Abbas Port (Road–Maritime
Transshipment Port -Bandar Abbas
Located on the Strait of Hormuz, the Port of Bandar Abbas is
southern Iran's main maritime outlet. It lies on the shores of
Hormuz Bay across from Qeshm, Larak, and Hormuz islands. The
Port of Bandar Abbas is about 123 nautical miles (187 kilometers
or 116 miles direct) north-northwest of the Port of Khor Fakkan in
the United Arab Emirates. The Port of Bandar Abbas is over 575
nautical miles (775 kilometers or 482 miles direct) southeast of
Iran's Imam Khomeini Port. In 2011, more than 400 thousand
people called the Port of Bandar Abbas home. The port's most
important imports are manufactured goods, and its exports include
agricultural produce, petroleum products, and Kerman rugs. The
Port of Bandar Abbas is home to an oil refinery, a fish cannery,
and a cotton mill. In the late 20th Century, a new harbor,
shipbuilding yard, and a major rail link were added.
In light of trade restrictions imposed on Iran by the USA, India
had reduced oil imports from Iran, but the USA has not intervened
directly in the port's development. However due to US sanctions,
cost data for shipment from India to Bandar Abbas is unavailable
as of now.
Route map from Mundra to Bandar Abbas Port
Route Map from Bandar Abbas port to Umm Qasr port

Source Destinatio
n
Mode Distance Transit
Time
Speed Cost
(Rs.)
Kanpur
ICD
Mundra Road 1150.8
km
1 day 8
hrs.
35
kmph
60,000
Mundra
port
Bandar
Abbas port
Sea 1491.17
km
2 days
13 hrs.
13
knots
1,18,638
Bandar
Abbas
port
Umm Qasr
port
Sea 964 km 1 day
16 hrs.
13
knots
N/A
Umm
Qasr port
Baghdad Road 570 km 16 hrs. 35
kmph
N/A
3.1.4 Routing through Port of Chabahar (Road–Maritime
Transshipment Port - Chabahar
Chabahar Port is a seaport in Chabahar located in southeastern
Iran, on the Gulf of Oman. It serves as Iran's only oceanic port and
consists of two separate ports named Shahid Kalantari and Shahid
Beheshti, each of which has five berths. It is commented by some
renowned media men that India's Chabahar Port deal is "a counter
to the China-Pakistan Economic Corridor," as it has "broken
through the strategic encirclement by China and Pakistan.
In light of trade restrictions imposed on Iran by the USA, India
had reduced oil imports from Iran, but the USA has not intervened
directly in the port's development. However due to US sanctions,
cost data for shipment from India to Chabahar is unavailable as of
now.
Route map from Mundra to Chabahar port
Route map from Chabahar to Umm Qasr port
Kanpur
ICD
Mundra Road 1150.8
km
1 day 8
hrs.
35 kmph 60,000
Mundra
port
Chabahar Sea 1159.35
km
2 days 13 knots 1,18,638
ChabaharUmm Qasr
Port
Sea 1737.18
km
3 days 13 knots N/A
Umm
qasr port
Baghdad Road 570 km 16 hrs. 35 kmph N/A
3.1.5 Routing through Abadan Airport (Road–Maritime
Intermodal Transport – Air) (Route 5)
Source DestinationMode Distan
ce
Transit
time
Speed Cost (Rs.)
Kanpur
ICD
Mundra Road 1150.8
km
1 day 8
hrs.
35 kmph60,000
Mundra
port
Umm Qasr
port
Sea 2363.9
km
4 days
2 hrs.
13 knots 1,29,880
Umm
Qasr
Abadan Intl
Airport,
Iran
Road 116.5
km1
3 hrs. 35 kmphN/A
Abadan Baghdad
Intl. Airport
Air 1hr 800
kmph
N/A

3.1.6 Routing through Delhi (Road–Maritime Intermodal
Transport - Road) (Route 6)
load), 20ft standard reefer (refrigerated) container. For sea routes,
CFI incoterm has been taken into consideration while calculating
freight quotes. Average of all quotes from various shipping
companies has been taken while calculating freight cost.
Source Destinatio
n
Mode Distan
ce
Transit
Time
Speed Cost (Rs.)
Kanpur Delhi ICD Road 378 km10 hrs. 35
kmph
14,000
Delhi ICD Mundra Road 1182.6
km
1 day 9
hrs.
35
kmph
50,000
Mundra
port
Umm Qasr
port
Sea 2363.9
km
4 days
2 hrs.
13 knots1,29,880
Umm
Qasr port
Baghdad Road 570 km16 hrs. 35
kmph
N/A
3.1.7 Routing via Air (Air transport) (Route 7)
load), 20ft standard reefer (refrigerated) container. For sea routes,
CFI incoterm has been taken into consideration while calculating
freight quotes. Average of all quotes from various shipping
companies has been taken while calculating freight cost.
Source Destinatio
n
Mode Distan
ce
Transit
Time
Speed Cost (Rs.)
Kanpur Delhi ICD Road 378 km10 hrs. 35 kmph 14,000
Delhi Baghdad Air 3 hrs. 800
kmph
N/A
IV. LICENSES NEEDED IN EXPORT/IMPORT OF BOVINE MEAT
PRODUCT
· The Indian Meat Exports are regulated as per Export Act 1963
(Quality Control and Inspection), Raw Meat (Chilled and Frozen).
·The Export of Raw Meat (Chilled/Frozen) (Quality Control and
Inspection) Rules, 1992
Registration and licensing of abattoirs and meat processing plants
is done by Agricultural and Processed Food products Export
Development Authority (APEDA), Ministry of Commerce and
Industry, Government of India, Export Inspection Council,
Government of India and Food Safety and Standards Authority of
India.

Inspection of the meat processing plants is carried out by a
Committee of experts as per the standards laid down in the Meat
and Meat Products Order (1973) of Food Safety and Standards
Authority of India (FSSAI).
According to the current Export and Import Policy of the
Government of India, each export consignment is subjected to
compulsory microbiological and other tests and a comprehensive
pre-shipment inspection certificate is issued by the Government
veterinarian. Each export consignment is accompanied by the
Animal Health Certificate. This certificate also states that meat has
been obtained from healthy, disease-free livestock, which are free
from contagious and infectious diseases, including foot and mouth
disease and other diseases.
V. CHALLENGES AHEAD
The carabeef industry is by and large an informal sector, making
it difficult to implement regulations on sanitation and quality.
There is a lack of awareness regarding proper medical care and
effective disease management practices, and there has been little
investment in policymaking for livestock as precedence is given
to agriculture.
India struggles to meet the strict sanitation standards of developed
countries. The prevalence of the foot and mouth disease in India’s
cloven-hoofed population blocks India’s entry not just into the
Chinese market, but also the EU. Furthermore, Indian cattle
husbandry practices use very little commercial feeding.
To counter sanitation and disease management concerns, the
Central government launched a livestock vaccination programmed
to eradicate the disease in around 300 million bovines, which cost
INR 13,343 crore. Such measures must be complemented by
greater investment in the carabeef industry to ensure better
regulations and improved sanitation standards. In addition, beef
producers should require licensing, and the government should
subsidize cattle feed so as to incentivize the provision of a higher
quality diet for cattle.

References:
1 India's meat export: Structure, composition and future prospects
(https://www.researchgate.net/publication/289005821_India's_meat_export_Structure_composition_and_future_prospects )
2
Dinesh Kumar B, Neetu Kumra T. Animal Food Export: Challenges and Opportunities in India. Approx. Poult Dairy & Vet Sci 7(1).
APDV.000655.2019. DOI: 10.31031/APDV.2019.07.000655
3
Anjani Kumar India’s Livestock Sector Trade: Opportunities And Challenges Under WTO Regime
(https://www.researchgate.net/figure/Gravity-Model-Results-of-Indian-Livestock-Exports_tbl6_266338016)
4
J. Shilpashree, Assessing the Trade Performance of Poultry Products in India - An Application of Markov Chain Analysis
(https://www.researchgate.net/publication/315931527_Assessing_the_Trade_Performance_of_Poultry_Products_in_India_-
_An_Application_of_Markov_Chain_Analysis)
Developing Multimodal Logistics Parks in India- Asian Development Bank- KPMG 2020 (https://bit.ly/3bRpwSJ)
5
Government of India. Ministry of Road Transport and Highways. Concept Note: Logistics Efficiency Enhancement Program (LEEP) and
Development of Multimodal Logistics Parks. (https://morth.gov.in/sites/default/files/circulars_document/File2186.pdf.)
6
Multimodal Transport in India - A Basic Perspective – Invest India (https://www.investindia.gov.in/team-india-blogs/multimodal-transport-india-basic-
perspective)
7
Department of Animal Husbandry (2018), Dairying and fisheries, Ministry of Agriculture & Farmers Welfare, Government of India. Annual Report
2018-19.
8
APEDA ( http://apeda.gov.in/apedawebsite/six_head_product/animal.htm)
9
RS Matche, Packaging aspects of Meat, Fish and Poultry (http://icpe.in/Plastics%20in%20Food%20Packaging/pdf/10-Final.pmd.pdf)
10
Competitiveness of Indian bovine meat exports -- constant market share analysis
(https://www.researchgate.net/publication/336230898_Competitiveness_of_Indian_bovine_meat_exports_--_constant_market_share_analysis)
11
An Overview of India’s Beef Export Industry – StateCraft (https://www.statecraft.co.in/article/an-overview-of-india-s-beef-export-industry)
12.Challenges Ahead - https://www.statecraft.co.in/article/an-overview-of-india-s-beef-export-industry

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