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DRAFT FOR DISCUSSION - March 2006
Background Paper No. 7
PERSPECTIVES OF INLAND WATER
TRANSPORT DEVELOPMENT IN THE
NORTHEAST
Prepared by:
IWAI CONSULTANCY WING
INLAND WATER AUTHORITY INDIA
Gautam Budh Nagar, India
This paper was commissioned as an input to the Study on Natural Resources, Water and
the Environment Nexus for Development and Growth in Northeast India
Preface The relegation of inland waterways as an insignificant mode of transport today is a testimony of the rapid development of other means of modern transport of railways, road and airways. It is no wonder that today inland water transport accounts for only about 45 million tonnes which is even less than 0.2 % of total cargo movement in the country. With the national economy growing at the level of 7% GDP and the Eleventh Plan poised for the higher trajectory growth path of 8-10% it is only natural that attention is now focused on all tiers of infrastructure which can fuel the engine of growth. The inherent advantage of IWT to provide low cost, energy efficient, environment friendly and safe and secure transportation of goods and passengers is suddenly beginning to be recognized as crucial. More so, when it is realized that this is one sector which has long been neglected and has remained underutilized. Further more, as saturation levels of rail and road networks are being reached and fuel costs continue to rise IWT appears to loom large as a redeeming mode of transportation. The Ganga and Brahmaputra have been the traditional river basins for providing transportation for goods and passengers. The time has now come to invest in the development of efficient IWT mode in the North East. In these efforts new approaches and innovative methods along with private sector participation would evidently play a prominent role. Also there is an urgent need to step up the activities and forging stronger trade linkages under the aegis of the Indo-Bangladesh Transit and Trade Protocol. Similar ties can also be developed with Myanmar. The present study sponsored by the World Bank is not only timely, but is expected to be very useful. It also serves the laudable task of bridging the critical gap of evolving new initiatives and joint efforts for formulating relevant and feasible policies and programmes for restoring the primacy of IWT as the logical transportation mode for the North East. The Study Team has worked tirelessly to collect, compile and analyze the data. The attempt has been made to make a firm foundation on which new policy programme and initiatives can be launched for making the North East an active and vibrant source of IWT mode in the future. Rahul Sarin February, 2006 Chairman, IWAI
INDEX
Chapter Content Page No. Executive Summary 8 1 Introduction 12 2 North-Eastern Region 18 3 Overview of the Transport sector and history of
IWT in the North-East Region 28
4 Overview of National Waterways-2- Problems and Prospects
44
5 Overview of other potential waterways in the North-East Region
54
6 Organized and un-organized movements 66 7 Inter-country trade through IWT 77 8 Future role of IWT in the NE region 86 9 Implementation and Institutional arrangement 90 10 Conclusions / Recommendations 94 Tables 98 Annexure 123 References 134
3
List of Tables
Table no.
Title of the table Page No
4.1 Least Available Depth in NW-2 for the past 5 years
99
4.2 Shoal Analysis showing locations of recurring shoals in NW-2
104
6.1 Cargo Projection for NW-2 109 6.2 Cargo Projection for Barak 110 6.3 Cargo moved in NW-2 111 6.4 Cargo moved by CIWTC, IWAI, Private Operators 112 6.5 Cargo moved by IWTD, Assam 113 6.6 Passengers moved by IWTD, Assam 117 6.7 Calculation of approx Employment Generation 121 8.1 Cargo movement through Indo-Bangladesh
Protocol route 122
8.2 Types of cargo moved through Protocol route during 2005
122
4
List of Annexures
Annexure No
Title of Annexure Page No
1 Terms of Reference 124 2 Salient Features of Indo-Bangladesh Protocol on
Transit and Trade 129
3 Organizational chart of IWAI for NW-2 132 4 Organizational chart of IWT Directorate, Assam 133
5
Abbreviations
A.B. Rly - Assam Bengal Railway ACC - Associated Cement Company A.D - Anna Domine Annex - Annexure B’Border - Bangladesh Border BIWTA - Bangladesh Inland Water Transport Authority BISN - British India Steam Navigation CWC - Central Water Commission CGWB - Central Ground Water Board CONCOR - Container Corporation of India Ltd CIWTC - Central Inland Water Transport Corporation Ltd C - Celcius Cr or cr - crore Cub.m - cubic metre Cm or cm - centimetre Cm/ km - centimetre per kilometre Cumec - cubic metre per second DWT - Dead Weight Tonnage DONER - Department of development of North East Region d/s - down stream FCI - Food Corporation of India Ltd Govt - Government Ha - hectare HDC - Haldia Dock Complex HP - Horse power IRS - Indian Registrar of Shipping IWAI - Inland Waterways Authority of India IWT - Inland Water Transport IWTD - Inland Water Transport Directorate IGSN - Indian General Steam Navigation Company IVBSS - Inland Vessel Building Subsidy Scheme KoPT - Kolkata Port Trust Km or km - kilometre
6
Km/sec - kilometre per second LAD - Least Available Depth M or m - metre m/ sec - metre per second MoWR - Ministry of Water Resources M.V - Marine Vessel Mt/ MT - metric ton Mt - mount NE - North East NER - North East Region NEC - North Eastern Council NW-1 - National Waterway-1 NW-2 - National Waterway-2 NHPC - National Hydroelectric Power Corporation Ltd NIH - National Institute of Hydrology NH - National Highway NEFA - North East Frontier Agency NEEPCO - North East Electric Power Corporation Ltd NEWRA - North East Water Resources Authority ODC - Over dimensional cargo POL - Petroleum oil lubricant POC - Port of call PWD - Public Works Department RCC - Reinforced cement concrete Rs - Rupees RSN - River Steam Navigation Company Sq.km - square kilometre SWOT - Strength Weakness Opportunity Threat T or t - ton t-km or Tkm - ton kilometre TT Shed - Tea Transit Shed TEU - Twenty equivalent units u/s - upstream WBPDCL - West Bengal Power Development Corporation Ltd.
7
Executive Summary
Inland Water Transport has been considered as cost effective, relative fuel
efficient, environment friendly and more employment generating mode of transport. A
number of countries are now taking initiatives to make better use of the existing capacity
and making investments in IWT. Several development projects aimed at enhancement of
IWT infrastructure and operations are underway not only in the European and Western
countries but also in Asian countries like China, Myanmar, Bangladesh and India.
North East India has many large and small rivers providing facilities for water
transport, especially in its plain parts and in flat river valleys. From the ancient period
until the roads were constructed, the rivers of the Brahmaputra and Barak plains were
commonly used as the mode for transportation of goods and passengers. During the
British period the Brahmaputra River and Barak-Surma-Kushiyara-Meghna river systems
were extensively used for transport and trade between north-east India and the Kolkata
port.
It is estimated that the north-eastern region has about 1800 km of river routes that
can be used by steamers and large country boats. The inland water transport departments
of both the state and central governments have been trying to improve the water transport
system in the region. The river Brahmaputra now has several small river-ports like
Sadiya, Dibrugarh, Neamati, Tezpur, Guwahati, Jogighopa and Dhubri. Besides, there
are more than thirty pairs of ferry-ghats on the Brahmaputra, transporting men and
materials. The River Barak also has small ports at Karimganj, Badarpur and Silchar and
ferry services at several places across it. The major tributaries of Brahmaputra namely
Lohit, Dhansiri and Subansiri, rivers of Tripura namely Gumti and Haora, Tizu river in
Nagaland, Kolodyne river in Mizoram are having immense navigation potential and it
can be developed for better utilization of both cargo and passenger movements.
With the renewed focus on IWT development and the completion of the ongoing
programme and projects it is expected that NW-2 would be a full fledged waterway with
all the necessary infrastructure facilities within a time frame of 8-10 years. With this the
8
IWT can compete with other modes namely rail and road in terms of cargo transportation
to/from the Kolkata/ Haldia ports through the Indo-Bangladesh Protocol route and NW-2.
The development of river routes like Subansiri, Dhansiri and Lohit will accelerate the
development of the hinterland as well as the opening up of new business opportunities
along these rivers
Besides the existing Indo-Bangladesh Protocol route, opening of the new inter
country IWT routes namely (i) River Tizu- Chindwin- Irrawady system- this will make
interconnectivity between Nagaland and Myanmar to the port of Yangoon (Rangoon) (ii)
River Nengpui- Chimtupui- Kolodyne system –this will make interconnectivity between
Mizoram and Myanmar to the port of Sittwe and (iii) River Gumti- Meghna system- this
will make interconnectivity between Tripura and Bangladesh to Dacca and other
locations, will accelerate trade and commerce between India and its neighboring
countries.
The advantages of IWT routes that can be effectively and profitably utilized can
result in the following benefits.
i) Cargo transportation to the north east through Sunderbans-
Bangladesh- NW-2 waterway system and Sunderbans- Bangladesh-
Meghna- Barak waterway system are the shortest as compared to rail
and road networks.
ii) During flood season, when other modes of transport are not in
operation, only IWT mode is the linking route for the NE region to the
rest of the country. Food grains and other basic commodities are being
taken to the NE region only through IWT mode during flood season.
iii) Bulk commodities and over dimensional cargo (for erection of plants,
projects etc) can be easily taken through IWT mode to various
destinations in the NE after its import at Kolkata/ Haldia ports.
iv) A visible modal shift in cargo transportation to IWT in the region. It is
expected that the projected cargo of 6 million ton-km will be moved
through NW-2 by 2020 AD.
9
v) Increased economic activity through IWT- the average earning due to
additional employment is estimated as Rs 33.32/ man-day.
vi) Additional employment generation of 27,047 is expected by 2020 AD
which corresponds to Rs 0.9 million/ day.
vii) IWT will develop as an alternative mode of transport- the development
will make the river way worthy for safe and smooth operation of cargo
movement.
viii) Moving freight through barges helps in reducing the level of
congestion on road and rail tracks.
ix) As it is environment friendly, it creates less noise pollution and
reduces pollutants levels in the air thereby reducing expenditure on
medical aid.
x) The development also boost up the social development of the
hinterland- the expected economic yield of investment is about 15%
xi) IWT advantage will ensure minimum human loss as against frequent
accident on rail and roads.
xii) Proper bandalling and channel maintenance will prevent soil erosion
and siltation of rivers, provide better quality of water and ensure
biodiversity in the area.
xiii) Development of tourism circuits - Guwahati- Kaziranga via Tezpur,
Tezpur-Singri-Viswanath, Kaziranga- Jorhat(Neamati)-Sibsagar.
xiv) Increase in trade and commerce
xv) Upliftment of people due to increased communications and new
opportunities
If the inland waterways have to emerge as vibrant and flourishing centres for fostering large scale cargo movements and commercial use, a number of steps need to be taken. Some of these are providing periodic dredging, river training, night navigation facilities, a minimum LAD of 2 metres, development of berthing facilities with mechanized horizontal and vertical cargo handling at reasonable cost and inter-modal linkages to provide rapid access and egress to truck traffic at terminals. Further more, provision of storage, bunkering and repair facilities will not only enhance the commercial
10
value of the terminals but will also provide sufficient value addition in order to make the IWT terminals an eminently economically viable option.
11
CHAPTER-1
INTRODUCTION Background Asia is generously endowed with navigable inland waterways. Therefore, inland
waterways can play a vital role in the economic development and welfare of inhabitants
of rural remote areas of this region, by providing accessibility and transport at least cost.
Some famous river systems like the Ganga-Yamuna-Brahmaputra, Lancang Mekong,
Volga, Mississippi, Rhine and Yangtze have made enormous contribution to national and
regional development.
Keeping in mind the various advantages of inland waterways such as cost
effectiveness, relative fuel efficiency and importance for mobility besides welfare and
development of remote countries, a number of countries are now taking initiatives to
make better use of the existing capacity and making investments in IWT. Several
development projects aimed at enhancement of IWT infrastructure and operations are
underway in Asia , despite the recent declining trend in the usage of some of the region’s
inland waterways.
The World Bank has instituted a Study on Natural Resources, Water and
Environment Nexus for Development and Growth in North-Eastern India for the
Department of North Eastern Region (DONER). Under this the World Bank has entrusted
the Inland Waterways Authority of India Consultancy Wing to prepare a Background
paper on options for Improved Inland Water Transport (IWT) in the North-Eastern (NE)
States of India.
Need of the Study
North East India has many large and small rivers providing facilities for water
transport, especially in its plain parts and in flat river valleys of the large rivers in hills.
From the ancient period until the roads were constructed, the rivers of the Brahmaputra
and Barak plains were commonly used as the mode for transportation of goods and
12
passengers. During the British period the Brahmaputra river and Barak-Surma-
Kushiyara- Meghna river systems were extensively used for transport and trade between
north-east India and the Kolkata port. With the growth of the tea industry these rivers
became important carriers of trade.
It is estimated that the north-eastern region has about 1800 km of river routes that
can be used by steamers and large country boats. The inland water transport departments
of both the state and central governments have been trying to improve the water transport
system in the region. The river Brahmaputra now has several small river-ports like
Sadiya, Dibrugarh, Disangmukh, Neamati, Tezpur, Guwahati, Goalpara, Jogighopa and
Dhubri. Besides, there are more than thirty pairs of ferry-ghats on the Brahmaputra,
transporting men and materials. The River Barak also has small ports at Karimganj,
Badarpur and Silchar and ferry services at several places across it.
Besides, the major tributaries of Brhamaputra namely Lohit, Dhansiri and
Subansiri , rivers of Tripura namely Gumti and Haora, Tizu river in Nagaland ,
Kolodyne river in Mizoram etc are having immense navigation potential and it can be
developed for better utilization of both cargo and passenger movements.
Govt of India has accorded priority for taking up various developmental works in
the North Eastern Region of India. Special packages are being announced exclusively for
developing infrastructural facilities and other amenities in this region. Hence there is a
need to exploit the potential of all untapped fields. Development and better utilization of
the available natural resources like rivers can not be neglected as it generates immense
employment opportunities and development of a vast hinterland.
Objective & Scope of the Study
The study envisages an appraisal of the long, medium and short haul services and
facilities of inland water transport system presently available in river Brahmaputra, the
National Waterway-2. An appraisal on the cargo and passenger services, ferry services,
inter-country services, quantification of tangible and intangible benefits accrued to the
region in general and in particular to the people in the present and future scenario have
13
been assessed in this report. The study also intends for development of river Barak and
identification of other potential waterways in the north east region where navigation can
be effectively done in the immediate future. Implementation and Institutional
arrangements for taking up the proposed activities have also been envisaged.
The details of the Terms of Reference of the study have been enumerated in
Annexure-1.
Methodology adopted for the Study
After getting acquainted with the terms of reference, the requisite data to be
collected and activities to be undertaken were identified. Secondary data collection from
the related reports of the North Eastern Region like techno-economic feasibility studies
carried out by various Consultants for IWAI and other organizations, master plan studies
conducted by Brahmaputra Board, cargo and passenger movement details from CITWC,
IWT Directorate, Govt of Assam, private operators, literature from various websites
related to NE region, published materials, India-2005 and its compilation was done as the
first step. Subsequently, primary data was also collected in respect of NW-2 in the form
of information about existing navigational channel by carrying out longitudinal survey,
collection of water level, information on existing movements of men and materials, future
requirements for both organized and unorganized sectors locally. A case study on
movement of mechanized country craft/ vessels has been done at Neamati for
understanding the problems and prospects of such users.
Analysis of primary and secondary data was done for assessing the navigability
of NW-2, river Barak and other potential waterways in the NE region and stretches where
navigation can be developed were identified. Future IWT prospects of these waterways
vis-à-vis development scenario in the adjoining areas were also identified. Possibilities of
development of inter- country and intra-country IWT routes were identified and the
overall benefits to NE region were derived. In all these aspects, the experience gained in
developing the NW-2 stretch and other national waterways in the country formed the
strong foundation for conducting such a study.
14
15
Study of objectives
and Scope of work
Identification of data
to be collected
Secondary data
collection
Waterway details NW -2 Other potential waterways
• Barak Lohit • Subansiri Gumti & Haora • Dhansiri Tizu • Kolodyne
Literature/
documents
Cargo movement details
•Websites • India – 2005 • Master plan studies • Published materials
• CIWTC • IWTD, Assam • IWAI • Private operators • Unorganised sector • Unorganised sector
Compilation
Inception Report
Primary data collection
Indo Bangladesh
Protocol Route •Cargo •Problems •Prospects
NW-2 •Survey •Water level •Discharge •Cargo
Inputs from the
users/operators •Cargo •Passenger •Problems •Prospects •Neamati case study
Analysis of data
Organising Report
Draft Report
Inputs from Guwahati interactive session Comments of the
Word Bank
Final Report
Flow Chart of the Methodology adopted for the Study
15
Data Collection Secondary data collection has been made from the following:
• Feasibility report
• Master Plan studies
• Cargo studies
• India-2005
• Web sites
• Literature/ documents
• Passenger movement details
• Cargo movement details
• Hydrological data
Primary data collection has been done in the following area:
• Thalweg surveys
• Water level data
• Problems faced by users/ operators
• Survey on ferry ghats
• Case study on mechanized vessel / country boat operation at Neamati ghat
Organization of the Report
The report is organized in the following manner:-
Executive Summary of the Report
The First chapter gives Introduction, Scope of work and Terms of Reference of the
methodology adopted for the study.
The Second Chapter indicates a general description of the North-Eastern Region in
general and State-wise details in particular.
The Third Chapter deals with Overview of the Transport Sector and History of IWT
in the NE region. A detailed write-up on the existing transport system in the NE region
viz rail, road, airways, waterways, pipe line and ropeways are given. The history of IWT
16
in particular the developments in respect of mechanized vessel movements over the time
is a
s and
prospects. This chapter gives a broad description of the activities being taken up by the
IWAI, u ammes, and the prospects of NW-2.
The
region. It includes details on rivers like Barak, Subansiri, Dhansiri, Gumti, Haora, Lohit,
Kolody a
The and unorganized movements in
IWT in the NE region. The existing cargo movements of CIWTC, IWT Directorate
Assam, private operators as well as passenger and unorganized movements through
country boats have been explained in this chapter. Details of ferry services and future
The als with Inter- country Trade through IWT. This gives the
details of Indo-Bangladesh Protocol on Transit and Trade, existing cargo movements,
problem
The h the Future Role of IWT in the NE region.
The
rs the Conclusion and Recommendation.
tential for development of IWT
in t n lopment of river routes is taken up with a long
term
operly addressed in order to find realistic
solutions. Incentives and other financial assistance needs to be extended to the users/
ope
ed and unorganized sectors.
lso given in detail.
The Fourth chapter deals with Overview of the National Waterway-2- Problem
fut re development progr
Fifth chapter deals with Overview of other potential waterways in the NE
ne nd Tizu.
Sixth chapter gives a description of Organized
cargo projections have also been given.
Seventh chapter de
s and prospects.
Eighth chapter deals wit
Ninth chapter gives the Implementation and Institutional arrangements
The Tenth chapter cove
It is seen from the report that there is immense po
he orth east region. The work of deve
perspective in a systematic manner by both the Central and State Governments. The
problems of the existing users should be pr
rators. Modern technology should be adopted in execution of works as well as
modernization of vessels, both in the organiz
17
CHAPTER-2 NORTH EASTERN STATES
Physical Features:- The North East Region (NER) of India consist of the states of
Arunachal Pradesh, Manipur, Meghalaya, Mizoram, Nagaland, Sikkim, Tripura and
Ass
d to the eastern part of the country through a narrow land corridor
hav
am. The region has international border with China in the north, Myanmar in the
east, Bangladesh in the south-west and Bhutan in the north-west. The western part of the
NE region is connecte
ing an approximate width of 33 km on the eastern side and 21 km on the western side popularly known as the “chicken neck” or the “Siliguri neck”.
18
The total geographical area of the NE region is 18.37 million ha out of the total geographical area of 329 million ha of the .9% of the total land space of the country. The NER stat rest cover which constitutes 78% of the total geographical area (262,185 sq.km). The area lies between
country, which is 7es have 143,348 sq.km area under fo
latitude 21.57°N - 29.30°N and longitude 88°E - 97.30°12Nos. A map showing the NE region is given below: ARUNACHAL PRADESH Arunachal Pradesh, the erstwhile North-East Frontier Agency (NEPA) shares international boundaries with Bhutan, Tibet, China and Myanmar to the west, north-east, north and east respectively, and the state boundaries with Assam and Nagaland. The
rrain consist of submontane and mountainous ranges, sloping down to the plains of ssam, divided into valleys by the rivers Kameng, Subansiri, Siang, Lohit and Tirap.
There are practically no records relating to the history of this area, except some ral literature and a number of historical ruins found mainly in the foothills. ubsequently explorations and excavations have identified the ruins as dating pproximately from the early Christian era. The historical evidence indicates that not nly was the area well known, but the people living here had close relations with the rest f the country.
Modern history of Arunachal Pradesh begins with the inception of British rule in ssam after the treaty of Yandaboo concluded on 24th February, 1826. Before 1962 the
rea was popularly known as NEPA and was a part of Assam. Because of its strategic portance it was administered by the Ministry of External Affairs until 1965 and inistry of Home Affairs later. In 1972 it was constituted as a Union territory and on 20th
ebruary, 1987 it became the 24th state of the Indian Union
SSAM
teA oSaoo AaimMF A
The word ‘Assam’ as interpreted by some scholars is derived from the Sanskrit ord Asoma meaning peerless or unparalleled. But the widely accepted opinion of the
cademic circles today is that the term has come from the original name of the Ahoms, ho ruled the land for about six hundered years prior to its annexation by the British. he races like Austric, Mangolian, Dravidian and Aryan that came to this land long ago
d to its composite culture. Thus Assam has a rich legacy of culture and civilization.
wawThave contribute
19
Assam was known as Pragjyotisha or the place of eastern astronomy during the epic period and later named as Kamrupa. The earliest epigraphic reference to the kingdom of Kamrupa is found in the Allahabad pillar inscription of king Samudragupta. Kamrupa is mentioned as a Pratyanta or frontier state outside the Gupta empire but with friendly and subordinate relation to it Hiuen Sang, the Chinese scholar pilgrim who visited Kamrupa in about 743 A.D on an invitation of its monarch, Kumar Bhaskar
arman, left a record of the kingdom he called Kamolupa. Kamrupa also figured in the rian Alberuni in the eleventh century. Thus, from the epic
eriod down to the twelfth century AD, the eastern frontier kingdom was known as
tish
h on the east and Meghalaya, Tripura and Mizoram on the south.
Vwritings of the Arabian histopPragjyotisha and Kamrupa and kings called themselves “Lords of Pragjyotisha”. The advent of the Ahoms across eastern hills in 1228 AD was the turning poing in Assam history. They ruled Assam nearly for six centuries. The Burmese entered through the eastern borders and overran the territory at a time when court intrigues and dissensions were sapping the vitality of the Ahom royalty. It became a Briprotectorate in 1826 when the Burmese ceded Assam to the British under the provision of the Treaty of Yandabo. Assam is the sentinel of north-east India and gateway to the NE states. The state is close to India’a international borders with Bangladesh and Bhutan. Assam is surrounded by Bhutan and Arunachal Pradesh on the north, Manipur, Nagaland and Arunachal Prades MANIPUR Manipur has a long and glorious history from beginning of the Christian era. The recorded history of kingship started from 33 AD which marked the coronation f Pakangba. After Pakhangba a series of kings ruled over the kingdom of Manipur. The independence and sovereignty of Manipur remained uninterrupted until the Burmese
vaded and occupied it ofr seven years in the first quarter of the 19th Century (1891-25). e British Paramountcy in 1891 and later on it was merged in the Indian Union
s a part Assam State on 15th Oct., 1949. This was replaced by a Territorial Council of
inThen cama30 elected and 2 nominated members. Later in 1963, a Legislative Assembly of 30 elected and 3 nominated members was established under the Union Territories Act, 1962. The status of the administrator was raised from Chief Commissioner to the status of the Lt. Governor with effect from 19 December, 1969. Manipur attained full-fledged statehood on 21january 1972.
20
MEGHALAYA
Meghalaya was created as an autonomous State within the State of Assam on 2
April, 1970. The full-fledged State of Meghalaya came into existence on 21 January
1972. It is bound on the north and east by Assam and on the south and west by
Bangladesh. Meghalaya literally meaning the abode of clouds is essentially a hilly state.
It is predominantly inhabited by the Khasis, the Jaintias and the Garo tribal communities.
The Khasi Hills and Jaintia Hills which form the central and eastern part of Meghalaya is
an imposing plateau with rolling grassland, hills and river valleys. The southern face of
e plath teau is marked by deep gorges and abrupt slopes, at the foot of which, a narrow
strip of plain land runs along the international border with Bangladesh.
MIZORAM
Mizoram is a mo rduntainous region which became the 23 state of the Indian Union
istrict
ier Commissioner of Assam. With the implementation of the North-Eastern
issionaries introduced the Roman script
r the Mizo language and formal education.
in Feb, 1987. It was one of the districts of Assam till 1972 when it became a Union
Territory. After being annexed by the British in 1891, for the first few years, Lushai
Hills in the north remained under Assam while the southern half remained under Bengal.
Both these parts were amalgamated. In 1898 into one district clled Lushai Hill D
under the Ch
Reorganisation Act in 1972, Mizoram became a Union Territory and as a sequel to the
signing of the historic memorandum of settlement between the government of India and
the Mizo National Front in 1986, it was granted statehood on 20 feb 1987. Sandwiched
between Myanmar in the east and the south and Bangladesh in the west, Mizoram
occupies an area of great strategic importance in the north-eastern corner of India.
Mizoram has great natural beauty and an endless variety of landscape. It is rich in fauna
and flora.
The origin of the word ‘Mizo’ is not known. The Mizos came under the influence
of the British Missionaries in the 19th Century. Now most of the Mizos are Christians.
Mizo language has no script of its own. The m
fo
21
NAGALAND
Nagaland, the 16TH State of the Indian Union, was established on 1 December,
1963. It is bounded by Myanmar on the East, Arunachal Pradesh on the North, Assam on
the West and Manipur on the South.
The Naga people belong to the Indo-Mongoloid group of people living in the
contiguous areas of the North Eastern hills of India and the upper portion of Western
Myanmar. The major-recognised tribes of Nagaland are Angami, Ao, Chakhesang,
Chang, Khiamniungan, kuki, konyak, Lotha, Phom, Pochury, rengma, Sangtam, Sumi,
Yimchungru and Zeliang. The NBaga languages differ from the tribe to tribe and
sometimes even from one village to another. They are, however, under the Tibeto-Burma
family.
In the 12th and 13th Centuries, gradual contacts with the Ahoms of present day
Assam was established but this did nothave any significant impact on the traditional Naga
way of life. However, in the 19th Century the British appeared on the scene and
ultimately the area was brought under British adminstratin. After independence this
territory was made a centrally administered area in 1957 administered by the Governor of
Assam. It was known as the Naga Hills Tuensang Area. This failed to quell popular
aspirations and unrest began. Hence, in 1961, this was renamed as Nagaland and given
the status of State of the Indian Union, which was formally inaugurated on 1 December
1963
SIKKIM
The early history of Sikkim starts in the 13th centrury with the signing of;a blood-
brotherhood treaty between the Lepcha Chief Theling Tek and Tibetan prince Khye-
umsa
heralding the beginning of the Nasmgyal
dynasty in Sikkim. With the March of history, events in Sikkim saw, the state pass
B at Kabi Lungtsok in Borth Silkkim. This follows the historical visit of three
revered saints to Yuksam in 1641 in West Sikkim where they met Phuntsog Mamgyal, a
sixth generation desendent of Khye Bumsa, and formally consecrated him as the first
Chogyal of Sikkim at Yuksam in 1942, thus
22
democracy and become an integral part of the Indian Union in 1975.
asambhava during his sojourn to Tibet, Sikkim is a
blessed land where people from all communities live in harmony. The world’s third
TRIPURA
Bounded by Bhutan in the east, Tibet in the north, Nepal in the west and the State
of West Bengal in the South, Sikkim lies in the heart of the towering eastern Himalayas.
Personally consecrated by Guru Padm
highest nountain, Khangchendzo-nga, regarded as the guardian deity of Sikkim,
dominates the tiny Himalayan State with its awe-inspiring beauty and majesty. Over
4,000 species of different plants and shrubs around 700 species of rare orchids and
rhododendrons and flowers of myriad hues and shapes have transformed Sikkim into a
nature lover;’s paradise. Most of the 7,096 sq. km. of Sikkim consists of mountainous
terrain, interspersed with riverine and green valleys.
nth century marked the beginning of the modern era in Tripura when king
maharaja Birchandra Kishore Manikya Bahadur modeled his administrative set-up on the
pattern and brought in various reforms. His successors ruled Tripura till 15
Tripura has a long historic past, its unique culture and a fascinating folklore. The
history of Tripura can be understood from ‘Rajmala’ chronicles of king Tripura and
writings of other Mohammedan historians. There are references of Tripura even in
Mahabharata and Puranas. According to ‘Rajmala’ the rulers were known by the
surname ‘Fa’ meaning ‘Father’ There is a reference to rulers of Bengal helping Tripura
kings in the 14th century. Kings of Tripura had a face frequent Mughal invasions with
varying successes. They defeated the Mohammedan Sultans of Bengal in several battles.
Ninetee
British India
october, 1949 when it merged with the Indian Union. Initially, a part Assam state, it
became a centrally administered territory with re-organization of states in 1956. In 1972,
tripura attained the status of a full-fledged state.
Tripura is strategically situated between the river valleys of Myanmar and
Bangladesh. Encircled almost on three sides by Bangladesh, it is linked with Assam and
Mizoram in the North-East.
23
Topography: - Hill ranges forming part of the Himalayas guard the northern side of the
region. Assam and Tripura are the states in the plains while the rest of the states are
ra plains in the South. In Manipur,
the valley is small, comprising only about 10% of the total area of the state.
The Brahmaputra Valley stretches longitudinally for about 730 km, from North
akhim
mostly mountainous with rugged and tough and inaccessible terrain. The area is made up
of mountains above the snow line and plains a little higher than sea level. The region is of
strategic importance for the country on account of the fact that nearly 90% of its borders
form India's international boundaries.
About 70% of the region is hilly, and the topography varies within each state.
Mountains and hills cover most of Arunachal Pradesh, Mizoram, Nagaland, Meghalaya,
Sikkim and about half of Tripura, one-fifth of Assam and nine-tenth of Manipur. The
plains of the region are mainly made up of separate land masses - the Brahmaputra
Valley and the Barak Valley in Assam and the Tripu
L pur to Dhubri district in Assam. The Barak Valley, formed by the river Barak and
its tributaries covers the districts of Cachar, Karimganj and Hailakandi of South Assam.
The Tripura plain is an extension of the Ganga-Brahmaputra plain.
Climate:- The climate of the region varies from sub-tropical to extreme alpine type. The
normal mean minimum and maximum temperatures vary between 18 degree C to 32
degree C in summer and 0 degree C to 22 degree C in winter. Heavy fog is a common
feature all over the mountain area throughout the year. The temperature in the snow-clad
mountains in the north is well below zero degrees.
Rainfall:-The rainy season in this region generally commences from March and lasts till
the middle of October. The total annual rainfall varies significantly in the region. In
Khasi and Jaintia Hills, the annual intensity of rainfall reaches the maximum of about
1080-cm around Cherrapunjee and Mawsynram (having highest rainfall in the world). It
is significantly low in the rain shadow area of Nagaon district in Assam. About two-
thirds of the annual total rainfall occurs during the four monsoon months of June to
September.
24
Demography:-The region is marked by uneven spatial distribution of population among
the constituent states, the primary reason being that the plains and valleys offer more
congenial conditions for absorption of population than the hills and difficult terrains.
Apart from Assam and Tripura, the NE states are mostly inhabited by tribes having unique social and cultural practices. Overall, tribals account for over 30% of the total population of this region. However, in Arunachal Pradesh, Manipur, Meghalaya, Mizoram and Nagaland, scheduled tribes comprise more than 60% of the population. That is what gives these states a predominantly tribal character.
The population density (state-wise) is given below:
State Population
(million) Land area (sq. km)
Population density
(per sq.km)
Arunachal
Pradesh 1.09 83743 13
Assam 26.65 78438 340
Manipur 2.39 22327 107
Meghalaya 2.31 22429 103
Mizoram 0.89 21087 42
Nagaland 1.99 16579 120
Sikkim 0.54 7096 76
Tripura 3.19 10486 305
NE India 38.98 262185 149
All India 1028.61 3287263 313
Source: Census Data 2001
25
Rural (in %) Urban (in %)
Total Population (Million)North
India North
India East East
39 88 75 12 25
Source: Census data, 2001
At present, the population of the NE region constitutes about 3.75 percent of the total
The major religions of the people are Hinduism, Isla udhism.
The languages ar H hasi, Garo, Jaintia, Manipuri,
Mizo, Nagamese, Bengali, Nepali, Bhutia (Sikkimese), Bhutia (Tibetan), Lepcha,
Limboo, Loca
The ma ajo s rice. The ma inerals found in
this region are Coal, Petroleum & Natural Gas.
Socio-econom
population of the country.
m, Christianity and B
spoken e English, indi, Assamese, K
l dialects.
jor plantation is tea and m r crop i jor m
ic aspects:-
The per capit f th ion as a whole is only Rs 6625 as compared to the
national per ca e of Rs 10,254. Person living below poverty line are 34.28% of
the total popu 30.05 million, aga e national figure of 26.1%of total
population of 1028 m etails of per-capita income (state-wise) are given at
below:
a income o e reg
pita incom
lation of inst th
illion. The d
26
Details o comf per-capita in e
State Per capita income (Rs) rso ng below
poverty line (%)
Pe ns livi
Arunachal Pradesh 9013 33.47
Assam 6157 36.09
Manipur 8745 28.54
Meghalaya 8460 33.87
Mizoram NA 19.47
Nagaland 8726 23.67
Sikkim 9816 36.55
Tripura 6813 34.44
Total 6625 34.28
India 10254 26.1
Source: Census data, 2001
27
CHAPTER-3
OVE OF TRAN D H RVIEW SPORT SYSTEM AN ISTORY OF IWT INTHE NORTH-EAST STATES
Exis m in the NE Regioting Transport Syste n
Railways
orth East India is
years after the first railway line between Bom e had been India, the
construction of line in Assam started between 1981-84 Yet the region’s railway network
is not well developed. At present the whole region consisting of 255,000 km2 has a
railway network of only about 2500 km accounting for a density of 9 km of railway line
per 1 of area. Moreover, out of the km of the lines only about 961 km are
broad-gauge, which the remaining tracks are - gauge.
ROAD-RAIL-IWT SYSTEM IN THE NORTH EAST
Railway transport in N not very new. In fact, only about 30
bay and Than laid in
000 km2 2500
meter
28
As e
Brahmaputra Valley in the early e vernment and the
the region, were interested in taking away
s rather than using these for economic development of the region. Therefore,
they constructed the railway lines first connecting the tea, coal, oil and timber producing
The first railway lin
nd 1884 connecting the tea, timber, coal and oil producing areas of the present Tinsukia
district with the river-port of Dibrugarh. This was followed by the construction of the
rhat Provincial Railway in 1885 between tea producing Mariani-Titabar area with
Kokilamukh (later Neamati) steamer ghat. In the same year Balipara tea producing area
the Brahmaputra in Sonitpur district. It
as 1895 that the region was first linked with outside by constructing a line from eastern
Bengal (now Bangladesh) to Badarpur of Barak Valley. The railway line from Guwahati
Lumding began to be constructed in 1897. On the other hand, Dhubri was linked with
Calcutta in 1902. The hill section of the railway, linking Lumding of the Brahmaputra
alley with Badarpur of the Barak Valley, across the hill ranges of the North Cachar
ills district, was constructed in 1903 through 37 tunnels (total length 5190m.). With the
completion the track between Tinsukia and Lumding, Upper Assam became linked with
astern Bengal by 1904. Between 1909 and 1910 Amingaon, near Guwahati,was linked
with Golokganj in Dhubri district, thus connecting the western part of the Brahma utra
alley with the rest of India. In 1911 a line was extended eastward from Rangia over the
north bank of the Brahmaputra to Tangla in Darrang district.This was further extended to
stated above laying down of railway lines started in the eastern part of th
ighteen-eighties. The then British Go
British companies, extracting the resources of
the product
areas with the river ports on the Brahmaputra. The products carried by the trains were
transferred to steamers which took them down the Brahmaputra to Calcutta port and there
from to the United Kingdom The river Barak was also used similarly. Same river routes
were also used to bring merchandise and laborers for tea gardens into the region.
Therefore, the first railway lines in the region were not the ones connecting the region
with other parts of India, but those joining tea, coal, timber, etc. producing areas with the
steamer ‘ghats’ (river ports).
es to be constructed were the Dibru-Sadia lines between 1882
a
Jo
was connected with Tezpur on the north bank of
w
to
V
H
e
p
V
29
Balipara in 1932. In 1917 a line was constructed from simaluguri via Sibsagar to Moran
linking the tea producing area with the trunk railway. Similarly in 1920, the Kaliabar tea
Calcutta, through Brahmaputra Valley and Barak Valley.
growing area was connected with the trunk railway by constructing a line between
Chaparmukh and Silghat via Nagaon. In 1920-1924 Katakhal-Lalabazar line was
completed. A line was also constructed from Simaluguri southward to Naginimara in
Nagaland in 1929 to carry coal and tea from the adjoining region. In the year Jorhat-
Badulipar-Furkating line was completed through the said rich tea-growing region. It is
found that after the settlement of the Muslim immigrants in the north-western part of the
undivided Nagaon district, the area bordering the Brahmaputra turned into a rich jute
growing area. Hence in 1930 a railway track was laid from Senchowa at the southern
outskirts of Nagaon town to Mairabari in the heart of the jute growing region. Thus it is
seen that most of railway lines that are found today in North-East India were laid down
during the 50 years between 1882 and 1932 and the region was linked with outside,
especially eastern Bengal and
There was no extension of railway after 1932 till independence.
2.2.4 With the independence and partition of the country the north-eastern region
became virtually isolated, because the major roads, both the railway lines and the water
way linking it with the rest of the Indian Union fell into what was then East Pakistan
(now Bangladesh). So, a new railway line had to be constructed hurriedly through the
narrow sub-Himalayan corridor. In 1950 this line, named Assam link was completed
connecting Fakiragram station of Assam with Siliguri station of West Bengal through
Jalpaiguri and Darjeeling districts. The line is 229 km long and traverses a difficult
terrain with numerous broad braided rivers with the establishment of a separate zone of
the Indian railways, in the name of Northeast Frontier Railways, with headquarters at
Maligaon, the railway administration in the region became somewhat consolidated.
Immediately after the Indo-Chinese war, the Saraighat Bridge across the
Brahmaputra was built near Guwahati in 1962-63. Simultaneously, the railway line in
the north bank was extended further eastward from Balipara to Murkongselek in
Dhemaji district. This line was opened in 1966.
30
The details of the existing railway in the NE region is given below:
Length of Railways in N.E. India (in km )
State Broad gauge Metre gauge Total
Arunachal Pradesh 1.26 1.26
Assam 951.41 1515.42 2466.83
Meghalaya - - -
Mizoram - 1.50 1.50
Nagaland 9.35 - 9.35
Manipur - 1.35 1.35
Tripura - 44.72 44.72
N.E.India 960.76 1564.25 2525.01
Source: Basic Statistics of NE Region (2005)- NEC, Shillong
In spite of these developments it was found that all the railway lines of the
laya.
ndi district by a rail line 49 km long in
1988. Dharmanagar of the North-eastern Tripura was linked to Kumarghat of Karimganj
region consisted of metre-gauge only. The carrying of the metre- gauge trains is low and
there are difficulties of transshipment to broadgauge lines for reaching the large cities and
ports of the country. Hence in 1965 a broadgauge line was constructed from New
Jalpaiguri(near Siliguri) through Jalpaiguri and Coach Bihar districts of West Bengal to
Jogighopa on the bank of the Brahmaputra opposite Goalpara, via New Bongaigaon. It is
110 km long. This line was subsequently extended (251km) from Guwahati to Dimapur
(in Nagaland) and from Chaparmukh to Nagaon town. Conversion of the metre-gauge
line broadgauge from Dimapur to Dibrugarh (294 km) has also been completed in early
1997. A new broadgauge line is under construction from Pancharatna in Goalpara to
Guwahati (145 km) along southern bank bordering the northern foothills of Megha
During the nineteen-eighties new lines were laid to provide rail-head to each of the seven
states of the region. A place in western Manipur, adjoining the Barak plain, called
Jiribam, was linked by a metre-gauge line (50.33 km long) from Silchar in 1990. Bhairabi
of Mizoram was linked with Lalaghat of Hailaka
31
district in 1990. Bhalukpung, a place in East Kameng district of Arunachal was linked to
Balipara of Sonitpur district of Assam with a rail line 35-46 km long in 1990. Thus it is
Meghalaya now has at least a
rai fforts are being d a rail hnoi of ra district to
a t Garo Hills, to p a railhead to ghalaya. The
co work of the 1 ew railway line (Diphu-Karaong ra ) has also
been taken up.
R
found that each of the states of North East India, except
lhead. E made to exten line from Dud Goalpa
place called Rupa in Eas rovide Mem
nstruction 23 km. n ilway line
oadways:
ays are mo important than others in North East India because they can
rea solated villag ver the hills. However, because of econ ckwardness
of roads were eloped adeq he past. Th nd Koch
kings used to co . In fact,
waterways, along the numerous rivers, used to
Roadw re
ch even i es o omic ba
the region, not dev uately in t e Ahom a
nstruct a few earthen roads linking some important places
serve the transportation needs of the
people of the region. There are a few geographical reasons for backwardness of the
region in respect of road transport. These are :
North East India is full of hills of and mountains(except a few plains) with
extremely uneven surface. The hills and mountains, gores and steep valleys prevent a
cheap construction of roads.
The rainfall being very heavy in summer there occurs landslides in the hills and
floods in the plains, often severely damaging the roads.
Because the region has many rivers and streams, the roads have to be bridged
frequently involving huge expenditure.
The road-building materials like stone chips are easily available, especially in the
plains, requiring a heavy cost in transporting these from the hills to the work sites.
32
Length of Roads in North-East India (in k.m).
State Black topped
or Gravelled
Kacha Total Road Length
per 100 km 2
Arunachal Pradesh 5,550 9,400 14,950 17.85
Assam 5,534 29,595 35,129 44.79
Manipur 4,110 1,768 5,878 26.33
3,110 2,514 5,624 25.07
Mizoram 1,760 3,090 4,850 22.99
Assam : Of all the states in North-East India, Assam has the longest
lome
rew up here earlier. In 1903- 04 there were, in Assam, 320
m of
streams had no bridges and the
ones that had, were weak wooden bridges. In the Brahmaputra Valley, two roads-one
at was consolidated during the period of World
War II and was known as South Trunk Road (now National Highway No.37) while the
hway
Barak Valley the road system was earlier linked with Sylhet district (in
Bangladesh). But the partition of India adversely affected the transport and
ommunication system of Assam as also whole of north-east India. The road systems of
Meghalaya
Nagaland 1,984 6,708 8,656 52.29
Tripura 3,693 3,180 6,873 65.46
Total 25,705 56,255 81,960 32.13
Source : Basic Statistics of North Eastern Region (2005) NEC,Shillong
ki terage of roads, obviously because of three reasons : firstly, it has a greater
proportion of plain land ; secondly, it is the most populous state and thirdly because tea,
oil, plywood, etc. industries g
k gravelled road, 6400 km of ‘Kacha’ road suitable only for bullock carts and 5680
km of narrow tracks. However, most of the rivers and
along the south bank and the other along the north bank were slowly built up. The south
bank road from Goalpara to Saikhowagh
north bank road Baihata-Chariali to Murkongsalek was improved after the Chinese
aggression in the sixties and it was known as North Trunk Road (now National Hig
No. 52). In the
c
33
both th lated from the rest of the country
because of creation of East Pakistan (now Bangladesh). Hence a new road had to be
cted along the H i northern Bengal
had to be built linking the Barak Valley with the Brahmaputra
ati vernment up a pr
s and some suc ays cam uilt in t India sam at
s about 35129 roads. Th be classified into three m gories,
highway, s D roads and district-board and Panchayat roads. Out of
km is national highway. A large number of P.W.D. roads are gravelled and
e the distric and Pan oads are Kacha an ionally
.
The highways c ost of rict headquarters of the state. A few
hile the
state P.W.D. roads link the important places, the district-board and Panchayat roads link
e larger villages and rural market centres Besides, there are in eastern Assam a set of
roads maintained by tea gardens. These are small but motorable roads that link the tea
e Brahmaputra and Barak Valleys became iso
constru imalayan footh ll across West and new roads
valley. After
independence, the n onal go took ogramme of building national
highway h highw e to be b north-eas also. As
present ha km of ere can ain cate
viz. national tate PW
this, 2020
pitched whil t board chayat r mostly d occas
gravelled
onnect m the dist
highways go beyond the state boundary to the other states of north-east India. W
th
gardens with larger roads. There are three bridges over the Brahmaputra, one at
Saraighat (completed in 1962) and the other at Bhomoraguri (1987). The third bridge at
Pancharatna has been completed in 1998. The fourth bridge at Bagbil is under initial
stage of construction.
Meghalaya : It has about 5624 km of roads. The hilly nature of the state
has impeded the growth of roads in this state. The state, however, has an old road from
Dawki, at Bangladesh border, via Shillong to Guwahati. Before partition this road used
to go to Sylhet. New roads have constructed after independence linking various
important places with Shillong and Tura, as also linking Assam and this state. The
Guwahati-Shillong-Dawki Road has now been converted to National Highway No. 40.
Another national highway now links Agartala, Karimganj and Badarpur with Shillong
via Jowai. It is called National Highway No. 44. The Western part of Meghalaya is linked
with National Highway No. 37 in Goalpara district.
34
Details of National Highways in the NE
Sl # National
Highway
From To Distance
(in km)
1 31 Silguri (West
Bengal)
Saraighat bridge,
Silchar (Assam)
323
2 37 Pancharatna Dangari 680
3 36 Nagaon Dimapur 170
4 39 Numaligarh More ( Myanmar
border)
436
5 38 Makum Lekhapani 54
6 40 Jorabat
(Guwahati)
Dawki ( B’ Border)
7 44 Shillong Agartala 495
8 53 Badarpur Imphal 320
9 54 Silchar Tuipang 560
10 51 Krishnai
(Goalpara)
Dalu ( B’ Border) 149
11 52 Baihata-Chariali Pasighat 580
12 52A Bandardea Itanagar 25
13 99 Patsala Namlong (Bhutan) Under constn
Source: Department of Road Transport & Highways (2005)
Arunachal : like any other hill state, it has a lower density of road. It has very high hills
and mountains and very deep valleys and gorges. Besides, although the main Himalayan
range here runs from the south-east to the north-east, all other hills and valleys run from
the north to the south. So, no road has so far been constructed across the state from the
east to the west. The various places and towns of the state have to be linked with the
Brahmaputra valley by north-south roads. Of such s road (i) Tezpur-Bomdila-Tawang
Road, (ii) North Lakhimpur-Kimin-Ziro-Dapariji Road, (iii) Likabali -Along Road, (iv)
35
Pasighat Along Road, (v (vi) Naharkatia-Jaipur-
Khonsa Road are the main.
Nag also poorly developed in roadways. Its main road is National
Highway No. 39 that runs from Numaligarh in Assam via Dimapur, Ko Mao to
Manipur. Other important r n Road and
Furkating-Wokha Road. A new road has been constructed across Nagaland linking
Mo kchun ith Kohim vi New r also been constructed recently
linking Wokha and Phek, the district headquarters, with Kohima.
Mizoram has many parallel hill ranges p valleys running in the north-
south direction. Therefore, it difficult to construct roads across the state in the east west
direction. T ational high 54, the mai ns rom Silchar via
Aizawl, Lunglei and Saiha to Tuipang in down south of the state. This road has extended
fro Lungl Theriaghat giri as Nh. 54A and from Venus- l to Saiha as
NH 54B.
Tripura is very m from
communication It is surrounded on three sides by Bangladesh. The only all weather road
linking the state with the rest national highway no. 44, that
runs from S ong via Bad D to Agartala, apital of the
state. Within Tripura, however, roads are somewhat developed in the relatively plain
we n par ere are road a, Am ow er
porta developed in road
communication.
) Margherita-Ledo-Changlang Road and
aland is
hima and
oads are Amguri-Mokokchung- Tuensang- Mo
ko g w a Zunheboto. oads have
and dee
he n way no. n road of the state ru f
m ei to and Dema Sede
uch isolated the view point of transport and
of the north-eastern region is
hill arpur, Karimganj, harmagar the c
ster t. Th s linking Beloni arpur, Udaipur, Kh ai and some oth
im nt places. The eastern hills part of the state is poorly
Water Transport :
North East India has many large and small rivers providing facilities for water
transport, especially in its plain parts and in flat river valleys of the large rivers in hills.
From the ancient period until the roads were constructed, the rivers of the Brahmaputra
and Barak plains were commonly used as the medium of transport. When the Britishers
came, they used the Brahmaputra and Barak-Surma rivers extensively for transport and
36
trade between north-east India and the Calcutta port. With the growth of the tea industry
these rivers became important carriers of trade. The East India Company started the
water route along the Brahmaputra from Calcutta to Dibrugarh in 1844 and steam ships
ere are more than 30 pairs of ferry-ghats on the Brahmaputra, transporting
en an
ing small quantities of mercandise by country boats.
were introduced by the Joint Steamer Company in 1847. It is about the same time that
Silchar came to be linked with Calcutta along Barak-Surma-Meghna navigation channel.
However, with the partition of India in 1947, water transport received a serious blow as
a foreign country was born between north-east India and the port of Calcutta. Efforts
were made several times to revive the route, in consultation with East Pakistan and
subsequently Bangladesh government, but with little success.
It is estimated that the north-eastern region has about 1800 km of river routes that
can be used by steamers and large country boats. The inland water transport departments
of both the state and central governments have been trying to improve the water transport
system in the region. The river Brahmaputra now has several small river-ports like
Dibrugarh, Disangmukh, Nemati, Biswanath, Silghat, Guwahati, Goalpara and Dhubri.
Besides, th
m d materials. The River Barak also has small ports at Karimgani Badarpur and
Silchar and ferry services at several places across it.
In Arunachal Pradesh the rivers Luhit, Subansiri, Burhi Dihing, Noa Dihing and
Tirap are used for navigation by small country boats in those stretches where there are no
rapids. The rivers Dhaleswari, Sonai, Tuilianpui and Chimtuipui in Mizoram are also
used for navigation with small country boats in convenient stretches. Similarly, in
Manipur, the Manipur River, along with its three main tributaries, Iril, Imphal and
Thoubal are used for transport
Airways :
Compared to the surface transport, air transport is slightly more developed in
North-East India. Because the region is isolated and marginally located, surround by as
many as four foreign countries, a strong air-link is necessary.
A few aerodromes were built up in this region during World War II when the
37
eastern war front reached the Indo-Myanmar border. The Allied Forces built up small
aerodomes at Kahikuchi (near Guwahati), Mohanbari (Dibrugarh), Salanibari (Tezpur),
Rawraiya (Jorhat), Lilabari (North Lakhimpur), Dimapur and Imphal. After
independence, some of these air-fields were used by private companies like Bharat
Airways and Indian Airways for commercial services. After the nationalisation of
commercial air transport in India, Indian Airlines Corporation took over the services and
new air-ports were opened at Dimapur, Kumbhigram (near Silchar) and Agartala. The
air-port near Guwahati was also shifted to Borjhar. Besides, smaller airports were
constructed at Ziro and Tezu in Arunachal, at Umroi (near Shillong) Tuirival (Aizawl)
and at Kailasahar and Kamalpur in Tripura. However, regular air transport still remains
confined only to Guwahati, Dimapur, Tezpur, Jorhat, Dibrugarh, Kumbhirgram, Imphal
and Agartala. The services to these airports are to and from Calcutta and Delhi. The
smaller airports are rarely used by smaller air transport companies. The Borjhar
(Lokapriya Gopinath Bordoloi) airport is the only large one in this region and it is going
to be upgraded to an international airport. Some of these airports (e.g. Borjhar, Salanibari
and Rawraiya) are also shared by Indian air force. A large size Air Port has been
inaugurated at Lengpui, 40 km away from Izol. It is the second largest Air Port in North-
Eastern region next to Borjhar Air Port.
The Airport Authority of India has decided to construct an airport at Itanagar in
Arunachal Pradesh.
Pipeline and Ropeway:
The pipeline provides a new means of transportation, especially of industrial raw
materials like crude oil and natural gas. This means of transport has become popular in
because although the initial cost of its laying is a bit high, the transport cost,
subsequently, turns out to be very cheap.
rauni(in Bihar) refineries.
The length of this pipeline is 400 km upto Guwahati and another 752 km up to Barauni. It
recent years
The first pipeline in north-east India was laid in 1964 to carry crude oil from the
Naharkatiya and Moran fields to Noonmati (Guwahati)and Ba
38
used to carry 2.7 million tonnes of crude annually, of which 0.75 million tonnes were
conveyed to Noonmati Refinery and the remaining 2m. tonnes to Barauni Refinery.
Subsequently, this capacity was increased to feed the Bongaigaon Refinery and
Petrochemicals Ltd. Apart from this, there are six other major pipelines in Assam. The
second pipelines connect Naharkatiya oilfields with the Digboi Refinery. It is about 40
km long. The third conveys crude from Lakwa to Moran terminal. It is 70 km long . The
fourth line is laid between Digboi and Tinsukia to send petroleum products from the
Digboi Refinery. Its length is 30 km. The fifth pipeline runs from Guwahati to Siliguri
(420 km) carrying finished products like petrol, refined Kerosene, diesel, etc. The sixth
line conveys Natural Gas from the Naharkatiya fields to Namrup (16 km ) for Assam
Gas Company. Similar pipelines will also laid to transport crude to Numaligarh refinery
from the fields. Besides, the projected Gas Cracker Plant near Tengakhat and thermal
power plant at Amguri will have to be linked by pipelines with the fields of natural gas
in Upper Assam. Similar pipelines need to be laid also in the Barak Valley and Tripura to
tan the natural gas present there.
The ropeway is a cheap mode of transportation especially in the hilly terrain for
industrial raw materials like limestone, bauxite, iron-ore, coal, etc. from the mines to the
road or railway heads and industrial sites. North East India, being largely hilly, needs
e Sylhet plain. After partition the line was abandoned. At present
there is only one major ropeway between Dilai Hill and Bokajan cement factory (35 km
for transporting limestone. A new project has been undertaken
ropeways. The first ropeway in the region was set-up in the Shella region of Meghalaya
to carry limestone to th
long ) in Karbi Anglong
to construct a ropeway from Siju to Patharigithim in Western Garo Hills for conveying
limestone. Similar projects are under consideration for Byrnihat (Meghalaya) and
Tawang (Arunachal Pradesh) areas.
History of IWT in the NE Region
From very early times Assam’s trade with the neighboring provinces was mainly
carried by river transport, the main route to Bengal, Bihar and Orissa being the
Brahmaputra and the Ganges.This was mainly because the entire In 1834 when the
39
steamer service was introduced on the Ganges, transport and communication to and from
Assam were underdeveloped. The journey downstream from Goalpara to Kolkata took
twenty five to thirty days and in the upward direction about eight days more, making it
more tedious. The rates were high and a ticket from Kolkata to Guwahati would cost not
less than Rs.150. Freight on ordinary stores was charged at the rate of Re.1 per cubic foot
between Kolkata and Guwahati. The tea planters could not dispatch tea by steamer and
were compelled to keep their country boats. As early as in 1839 when the Assam
Company was formed, the Company started its own fleet of country boats: and although a
steamer was purchased at the cost of ₤13,000 it was successfully tried on the
Brahmaputra in 1842. The steamer service in the Brahmaputra between Kolkata and
Guwahati (960 kilometers) was established by the Government in 1847. Yet as it was
irregular tea chests had to wait a long time at Guwahati for export. However, the main
problem was shortage of steamer which prevented the Government of Bengal from
maintaining the services with due regularity and in emergency these were even suspended
or withdrawn altogether. In 1856 the Government steamer service was extended from
Guwahati to Dibrugarh. Four years later the Indian General Steam Navigation Company
ntered
ers and three flats. By 1863 the I.G.S.N. Company
as compared to the Ganges trade. This Company
began to expand and by 1869 it had 16 steamers, 32 flats and 5 barges. In 1864 when the
e into a contract to run a pair of vessels every six weeks from Kolkata jto
Dibrugarh. So the emergence of organized enterprise in river transport to and from
Assam was in a way the result of railway extension to Patna and competition between
steamer companies in the Ganges route.
In 1860 Assam was the most backward area having no direct route to any place
of importance; its density of population was low and had no towns of any size. In 1861
the I.G.S.N. Company started regular traffic on the Bramhaputra with arrangements for
the carriage of labour into Assam. In 1862 seven trips were made from Assam and back
and in 1863 there was one trip per month. In 1862 the River Steam Navigation Company
also started operation with three steam
was more attracted to Cachar areas
Eastern Bengal Railway was extended to Khustia (160 kilometres north of Kolkata) the
R.S.N. Company entered into an agreement with the railway for traffic to Assam being
transported by rail to Khustia and then by steamer to Assam and vice-versa. In 1869 the
40
I.G.S.N. Company and the railways entered into a similar agreement which was supposed
to be an advantage to avoid the dangerous navigation of the Sunderbans. It was in 1869
that the R.S.N. Company made a two-year agreement with the Jorhat Tea Company for
carriage of its tea and stores at reduced rates in consideration of the whole of its goods
being reserved for this Company.
In 1878 the R.S.N. Company was running a regular service in competition with
the I.G.S.N. Company. It was natural that the I.G.S.N. and R.S.N. Companies thought it
better to enter into agreement with the tea industry so that the exporters could send their
goods by the steamers of any company at a considerable reduction over ordinary rates. In
1879 when the Eastern Bengal Railway introduced their services, both of passenger and
goods traffic, between Serajganj, Narayanganj, Dacca and Cachar stations on through
railway tickets and documents, the I.G.S.N. and R.S.N. Companies faced rail
competition. The I.G.S.N. Company, therefore, negotiated with the Eastern Bengal
Railway for carriage of goods between certain river-cum-railway junctions by the vessels
of the I.G.S.N. Company under ‘through railway documents’. And by 1882 the R.S.N.
Company entered into an agreement with the Assam Government for running a daily
service (called the Assam Mail Service) between Dhubri and Dibrugarh. In the same year
the ‘combined cargo service’ was introduced by the I.G.S.N. Company for carrying
goods between Serajganj and Goalundo and then shipment by rail to Kolkata. This
arrangement was extended to Narayanganj and Dacca in 1883. With the steam flotilla of
the Eastern Bengal Railway a lower freight rate would have benefited the tea industry.
But as these two Companies opposed, the Government decided that railways subsidised
by the State should not compete with private enterprise and the I.G.S.N. Company
chartered the railway flotilla. The Assam Administrative Report of 1880-81 shows that
there were various government ships and vessels (such as Koladyne, Jabona, Sunamukhi,
Condor, Konai, Gogra, Hawk) which were employed in Assam. At this time there were as
many as 275 ferries (in the six districts of the Assam Valley) worked by private or Public
Works Department for intrastate traffic movement. Around this time, a reduction of fares
by the steamer companies plying on the Brahmaputra resulted in more and more people
moving to tea districts by steamer with lesser transit time and as such the boat traffic
declined in both directions. The Report on the river- borne trade of Assam during the
41
same year states that on an average eight steamers, loaded with goods of every
description, left Kolkata for Dibrugarh every month.
It is interesting to note that around 1882 river transport helped the railway
construction in Assam in a big way. The steamers of the Assam Railways and Trading
Company carried almost all materials and stores required for the construction of railway
line from Dibrugarh to Makum and Sadiya. In 1883 the two Companies (I.G.S.N. and
R.S.N.), aided by a Government subsidy, established a daily service steamer on the
Brahmaputra which could reach Dibrugarh from Goalundo within a week. This was a
speedier and regular service of small passenger steamer which carried mails also. In 1887
such service was introduced in the Surma River, between Goalundo and Silchar during
rainy season and between Goalundo and Fenchuganj in the cold weather. So far as the
steamer traffic on the Meghna was concerned, a this time it was entirely carried by the
I.G.S.N. Company. Thus, when the railways had just touched the soil of Assam, steamers
played a crucial role in facilitating trade with Kolkata. If we remember that the first
survey in connection with the Assam Bengal Railway took place in 1890’s it was but
natural that in 1895-96 apart from necessary consumer goods important capital goods like
locomotive engines, steel rails, fish plates, sleepers and keys of steel and cast iron and
other sorts of materials for construction were imported to both the Brahmaputra Valley as
well as the Surma Valley from Kolkata alone. Despite extension of the A.B. Railway
from Lumding to Guwahati in 1901, in the Assam Valley 98 percent of the weight of the
trade was carried by river during 1901-02.
After the partition of 1947 the R.S.N. and I.G.S.N. Companies obtained virtual
monopoly of traffic (especially of tea and jute) between Kolkata and Assam as they could
offer direct transport between these places which the railways could not. But river
transport had occasional and unforeseen troubles as in December 1949 when barges, laid
with Assam jute, on their way to Kolkata were held up in Pakistan territory. The
earthquake of 1950, which changed the regime of the rivers, was the biggest blow to the
river services of Assam. As a result of navigational difficulties the main line service was
terminated 70 kilometers downstream of Dibrugarh. In December 1961 the main line
service was further restricted only up to Neamati. Between 1953 and 1956 the following
services of the J.S. Companies were closed one by one : Amingaon – Guwahati, Tezpur –
42
Neamati, Dhubri – Goalpara, Desangmukh – Dibrugarh, Badati Feeder Service, Badarpur
– Looba Feeder Service (in Cachar). Apart from external aggression of 1965, the most
portaim nt single factor affecting the river transport was opening of the Bramhaputra
Bridge in 1962 which led to improvement of road and rail transport in the State.
43
CHAPTER-4
NATIONAL WATERWAY-2- PROBLEMS AND PROSPECTS
River Morphology and General Characteristics
The Brahmaputra river known as the Tsangpo or Yarlong Zangbo in Tibet, the Siang
or Dihang in Arunachal Pradesh and the Jammuna in Bangladesh is one of the largest
rivers of the world. Yarlong Tsangpo river originating from a glacier on the north
Himalayas, is the highest river on the earth with an average altitude of more than 4000
metres( 13,120 feet). The 2880 km long Brahmaputra traverses its first, 1625 km in
Tibet, the next 918 km in India and the remaining 337 km in Bangladesh. The average
width of the Brahmaputra valley is about 86 km of which the river itself occupies 15-19
km.
The river drains a catchment area of 5,80,000 sq.km above its confluence with the
Ganga near Goalundo in Bangladesh. Out of this 2,93,000 sq.km in Tiber, 195,000
sq.km lies in India and 45000 sq.km in Bhutan and 47,000 sq.km in Bangladesh.
Average gradient of the rech within Tibet is 1 in 385 and that of the reach between Indo-
China border and Kobo in India is 1 in 515. The river makes a very sharp turn when it
meets snow capped Mt.Namcha Barwa. The turn is so sharp that a great canyon larger
and more spectacular than the Grand Canyon of Colorado river forms. The Great Canyon
of Yarlong Tsangpo river’s depth reaches 5382 m and it has a total length of 496.3 km.
The river is navigable in Tibet where locals firmly cross it in coracles (boat made
of yak hide and bamboo). The river is also navigable along its route through Assam and
the Bengal plains. On the subcontinent roads and railroads run beside the river but traffic
between the riverbanks depends on ferries for crossing.
The earthquake of 1950 caused considerable changes in the region of the
Brahmaputra resulting in the deterioration of navigable channels particularly in the upper
reaches. As a result the main line service was terminated at Disangmukh, 70 km d/s of
Dibrugarh. Due to change in the regime of the river existing services were closed in
1954 and resumed only in 1960.
44
The characteristics of the north and south bank tributaries of the Brahmaputra are
conspicuously different. The north bank tributaries have bigger catchments, very stee
p
slop s,
Bhareli, Puthimari, Pagladiya,
Bek
e carry heavy sediment load and have sandy beds. In contrast, the south bank
tributaries have flatter slopes, deep meandering channels almost from the foot hills, beds
and banks of fine alluvial soil and a comparatively low silt charge. The principal north
bank tributaries are Lohit, Subansiri, Burai, Bargang,
i, Manas, Aie, Champamati and the Gangadhar. The principal south bank tributaries
are Noa Dihing, Burhi Dihing, Disang, Dikhu, Jhanji, Dhansiri, Kopili, Kulsi, Krishnai
and Jinary.
Hydrological Characteristics
The average annual flow of Brahmaputra at the point where it enters Bangladesh is of
the order of 510,450 million cub. m. The rain fall in the Brahmaputra valley ranges from
175 cm in Kamrup to about 640 cm in North Lakhimpur. Rain fall in the valley is
45
negligible from November to March, the average being less than 10 cm. The rainfall
commences from March and is in full swing towards end of May with the onset of
monsoon.
has been observed that the river slope is steeper in upper stretches like in Sadiya –
Dibrugarh – Neamati (20 -18 cm/km) compared to Neamati – Guwahati (12 cm/km) and
Guwahati – Dhubri (9.50 cm/km).
Analysis on water availability for Navigation
It
The river Brahmaputra is braided. Formation of braiding pattern is popularly
attributed to heavy sediment load in a river having a wide and shallow cross section
leading to sediment deposition during falling flood when transporting capacity is reduced
quickly and appreciably. Implication of the channel cross-section being wide and
shallow is that non-uniformity in flow distribution; sediment size and sediment transport
across the section then usually occur. These conditions favour formation of islands and
braiding pattern emerges. Rise in river bed levels, rise in flood levels, accumulation of
silt rendering channels shallow, bank erosion as a result of development of multiple
channels and sudden change in flow direction are the other conditions that are generally
asso
o increase. As per record the variation in the water levels are indicated
below:
ciated with braided rivers.
The water level in River Brahmaputra fluctuates widely with the season. While
flood season in the rivers like Ganga and Yamuna commences from June 15th and
continues till September every year, the flood season of Brahmaputra commences from
1st week of March and reaches the peak during the months of May and June. Practically
speaking every year Assam goes through 1 – 2 attacks from flood. Though the navigable
depth in river automatically improves with the increase in river discharges, the velocity of
the rivers als
46
Water level recorded at different gauge stations
(in m) (in m)
Location Chainage
(in km) Month
Lowest
Water level Month
Highest
Water level
Dhubri 32 10th March 23.04 15th July 29.69
Goalpara 110 9th March 28.62 13th July 36.84
Pandu 255 11th March 41.71 13th July 48.78
Tezpur 423 25th Feb 59.27 11th July 66.30
Vishwanath 470 25th Feb 65.52 11th July 77.98
Dibrugarh 768 22nd Jan 102.22 5th July 105.52
Source: Central Water Commission, (2003)
The maximum and minimum water level observed at various locations
Sl #
Site Maximum Date Minimu Date Variation water level ( m)
m water level ( m)
(m)
1 Dhubri 29.97 1974 28.06 20-1-1982 1.91
2 Jogighopa 36.62 1957
3 Pandu 49.66 27-7-1970 40.20 25-2-1978 9.46
4 Tezpur 68.33 20-7-1970 57.02 13-2-1959 11.31
5 Burbhandha 66.46 5-7-1981 59.01 19-2-1979 7.45
6 Bechamara 87.28 24-6-1978 80.02 26-2-1981 7.26
7 Dibrugarh 105.95 16-8-1977 97.27 26-1-1944 8.71
Source: Central Water Commission (2003)
47
Based on the gauge stations, it
can be noted that the water level in Brahmaputra starts falling gradually in the months of
October & November, falls quicker in the moths of December & January and comes to
almo ttom onth Febr wee rch tly
in an average the river again starts getting addi ischarge affected by n the
hills chal Pra h & H ich r . The velocity of
river tra re so h n big vesse s sto ment
for 15 ays of floo th the flood comes considerable quantity of
sedim . River hmaputra is braided ri d the n of iding
pat ver i ularly to heavy sediment load of the river which is
having a wide and shallow cross section leading to sediment deposition during the falling
trend of the river when the sediment transportation capacity of the river is reduced
conside t the sediment that is carried by the
river usually flows down the river during peak flood but as and when the flood starts
falling , ie in the months of October, November and December, the sediment being
is lower .
hus shoals /island formation starts, the river goes more and more braided and finally the
navigable channels in between e island o becom
sediment in the chann vessels moving in the river therefore have to be
shown the defined navigable channel and where ever ed river training works are to
be carried out for developing and maintaining the river depth. The velocity of the river
observed at Pandu is indicated below:
daily water depth data as collected by different
st rock bo in the m of mid- uary to first
tional d
k of Ma . Subsequen
rains i
of Aruna des imalayas wh eaches the peak in July
Brahmapu aches igh that eve cargo ls and tug p move
– 20 d peak d. Along wi
ent load Bra vers an formatio the bra
tern of this ri s pop attributed
rably. It has been studied and observed tha
carried by the river starts settling down at wider stretches where the velocity
T
th
els. The cargo
s als e shallow due to depositio
requir
n of
48
Maximum & Minimum mean velocity observations at Pandu
Month Maximum
(m/sec)
Minimum
(m/sec)
January 0.83 0.73
February 0.86 0.75
March 0.93 0.72
April 1.28 0.86
May 1.76 1.12
June 3.63 1.29
July 2.57 1.70
August 2.58 1.63
September 1.63 1.60
October 2.16 1.20
November 1.84 0.97
December 1.33 0.78
Source: Brahmaputra Board (2005)
River Brahmaputra which is bringing about 800 million tones of sediment from
the hills and the different catchments areas have the strength to carry away the sediment
in upper stretches but as soon as the gradient falls, the velocity falls and more and more
braided channels surface after peak flood. The maximum observed discharge was 78,450
cumec at Jogighopa ( 31-7-1972) and the minimum was as low as 1001 cumec at
Bechamara ( 3-1-1981). Though the navigable depth increase during the flood season, the
current velocity of the river also undergoes a rapid change and increases considerably
making it difficult for the ships to navigate during peak flood even though there is ample
depth for them to move. However river Brahmaputra has as many as 57 major tributaries
adding to its discharge and thus even the river is very wide in lower stretches, there is still
good scope of IWT with minimum river training works.
49
A detailed LAD) is
shown below:
Analysis of water level
analysis of the past 5 years data on the least available depth (
(No of days when LAD is han 2 m)
Stretch e 2000-2001
2002-2003
2004-2005
less t
Chainag 2001-2002
2003-2004
B’Border- Pandu 35 30 60 75 45 0-255Pandu- Tezpur 23 0 105 15 255-4 30 45 Tezpur- Neamati 29 15 30 90 105 90 423-6Neamati- Dibrugarh
225 165 210 240 135 629-768
Dibrugarh- Sadiya 1 315 315 320 285 315 768-89
Source: INLAND ERWAYS Y OF INDIA(2005)
Table 4.1 shows the detailed LAD details for the last five years. Table 4.2 shows
the details of shoal locations where recurring problems have been observed in NW-2.
n works.
WAT AUTHORIT
As per the analysis, 2 m LAD is available for 330 days in a year for Bangladesh
Border- Pandu stretch, about 300 days in Pandu- Neamati stretch, about 200 days in
Neamati- Dibrugarh stretch and 60 days in Dibrugarh- Sadiya stretch for river
Brahmaputra. The LAD will be 1.8 m for the remaining 30 days in B’ Border- Pandu
stretch, 1.8 m for 60 days in Pandu- Neamati stretch, 1.5 m for about 150 days in
Neamati- Dibrugarh stretch and only 1 m for about 300 days in Dibrugarh- Sadiya
stretch. This indicates that the waterway is navigable for vessels of 1.8 m draft (approx
600 tons vessel) up to Pandu throughout the year and for about 300 days up to Neamati.
Vessels of 1.2 m draft (approx 300 ton vessel) can be navigable up to Dibrugarh for
about 9 months period. Navigation by cargo vessels upstream of Dibrugarh will be
possible only after undertaking proper channel stabilizatio
50
From the shoal analysis it may be seen that navigation is possible in B’ Border-
eama
s. In Neamati- Dibrugarh stretch 7 zones consisting of approx 40 shoals
(approx 43 km) occurs repeatedly ndering/ braiding nature of river
Brahmaputra, in particular at the upper rea AI is undertaking River
onser ncy w rk lik dredg g and aintaining
the required navigational channel e sh n b ed o un ing a
combination of dredging and ban g ac . Ho , suf ha e like
dredgers is not available at present with IWAI or in the market. The river conservancy
m temp tur hich is carried out on year to r basis.
P in ur or stab tion a ectification of navigational
channel like construction of spurs, groyons, pan etc ne o be rtaken
for evolving a perm
N ti stretch by undertaking minimum maintenance work at a few locations during the
lean most month
. This is due to the mea
ches. At present IW
C va o e in bandalling at these shoal locations for m
. Thes
dallin
oals ca
tivities
e tackl
wever
nly by
ficient
dertak
rdwar
easures are of orary na e w to be yea
ermanent river tra ing meas es f iliza nd r
bottom eling eds t unde
anent solution to this problem.
PROSPECTS OF IWT IN NW-2
Various developmental activities are being undertaken by IWAI with a view to
make the entire stretch of NW-2 fully operational with adequate infrastructure facilities.
have been undertaken by IWAI.
At present the following works
1. Fairway of 2 m depth for the stretch between Bangladesh Border and
Dibrugarh ( 768 km)
2. Floating terminals available at Dhubri, Jogighopa, Pandu, Tezpur, and
Neamati.
3. Night navigational facilities available at Bangladesh Border- Pandu stretch
(260 km)
4. Day navigational facilities available for Pandu- Dibrugarh stretch
5. Pilotage for vessels
6. Fixed Schedule Sailing of cargo vessels between Dhubri and Silghat.
7. Own two dredgers and four survey vessels.
51
A r thrust has been given for the development of NW-2 to its full potential. Some of
the programmes and schemes that have been taken up are:-
1. Provide assured navigational channel of 2 m depth and 45 m width for the
entire waterway
2. Setting up of permanent inter-model terminal with mechanical handling
facilities, storage etc at Pandu
3. Setting up of permanent terminals at Dhubri, Jogighopa, Tezpur, Neamati,
Dibrugarh and Sadiya with mechanical handling facilities, storage etc.
4. Providing 24 hrs navigational facilities for the entire waterway
5. Provide floating terminals at intermediate points like Silghat,
Dhansirimukh, Dibrugharh, Sadiya , Saikhowa etc on need basis.
6. Develop feeder routes of Brahmaputra
7. Create own hardware for maintenan
majo
ce of waterway viz. dredgers, survey
vessels, buoy laying vessels etc.
r cargo transportation
I. ft in cargo transportation to IWT in the region. It is
NW-2 by 2020 AD.
II.
l employment is estimated as Rs 33.32/ man-day.
III. 020 AD
o Rs 0.9 million/ day.
IV. ment
d smooth operation of cargo
movement.
V. Moving freight through barges helps in reducing the level of congestion
8. Develop own fleet fo
It is expected that with the implementation of these programmes and schemes an
appreciable impact will be made in the IWT sector in this region. Some of the expected
outcomes that may be achieved are as follows:-
A visible modal shi
expected that the projected cargo of 6 million ton-km will be moved
through
Increased economic activity through IWT- the average earning due to
additiona
Additional employment generation of 27,047 is expected by 2
which corresponds t
IWT will develop as an alternative mode of transport- the develop
will make the river way worthy for safe an
52
on road and rail tracks.
VI. As it is environment friendly, it creates less noise pollution and reduces
VII. development of the hinterland-
VIII. minimum human loss as against frequent
IX. and
iodiversity
X. Tezpur,
t(Neamati)-Sibsagar
XI.
XII. increased communications and new
pollutants levels in the air thereby reducing expenditure on medical aid.
The development also boost up the social
the expected economic yield of investment is about 15%
IWT advantage will ensure
accident on rail and roads.
Proper bandalling and channel maintenance will prevent soil erosion
siltation of rivers, provide better quality of water and ensure b
in the area.
Development of tourism circuits - Guwahati- Kaziranga via
Tezpur-Singri-Viswanath, Kaziranga- Jorha
Increase in trade and commerce
Upliftment of people due to
opportunities
53
CHAPTER-5
RVIEW OF OTHER POTENTIAL WATERWAYS IN THEOVE NORTH EAST REGION
BARAK RIVER
Inland W
vessels were int
limited to move ur and materials from/ to Kolkata to the newly set up tea
gardens in th
navigable stretc This
stretch is esh Protocol route from Kolkata to
Karimganj (i.e. Kolkata – Haldia – S
There w ices from Kolkata to Silchar till 1965 operated by River
Steam Navigation Company. River communication was virtually the lifeline of the tea
industry in the Barak valley. During the Indo-Pak war in 1965, IWT services between
Kolkata and Silchar were suspended. After the establishment of CIWTC in 1967, the
IWT services were reintroduced in 1975. But it was suspended for a short period in 1976
and resumed in 1978. Subsequently it was observed that IWT services were successful in
serving the Barak valley, Tripura, Mizoram and Manipur States. Due to the success of
IWT services Ministry of Surface Transport has established an IWT terminal at
Karimganj in 1982 and another at Badarpur in 1984.
IWT operation in Barak river are seasonal. Even prior to 1965, these services
were suspended for 2 to 3 months every year due to non-availability of the required
depth. In general vessel having a draft of 1.85 m could ply between May and October
from Kolkata to Silchar. During lean period the cargo movement was carried out
involving transshipment to smaller boats which were able to ply with draft of even less
than 1 m. Normally these services were operated between Markuli and Silchar from
November to February. Presently CIWTC is operating its services during May to
November from Kolkata to Karimganj and up to Badarpur.
ater Transport services on river Barak has a long history. Mechanised
roduced in the river as early as in 1863. Initially these services were
ment of labo
e Barak valley. This is the second largest river in the North-East region. The
h of Barak exists between Karimganj and Lakhipur (140 Km).
in continuation to the Indo-Banglad
underbans – Meghna – Kushiyara river system).
ere regular serv
54
From the discharge data analyze , it has been observed that the
minimum w levels
varying between 16.09 m to 17.9 es that the stage variation of
the river is about 11.75 m. The minimum discharge varying between 33.57 cumec to
the maximum discharge between 2488 cumec to 6912 cumec. The
aximum observed current velocity is 2.279 m/ sec and minimum is 0.136 m/sec. The
radien
lop
2 m
tern Electric Power Corporation
d for 25 years
ater levels varying between 6.21 m to 7.27 m and the maximum water
6 m over the years. It indicat
135.73 cumec and
m
g t of the river varies between 13.86 cm/km in the upper reaches near Lakhipur to
4.15 cm/km near Karimganj.
The width of the existing waterway varies from 50 m to 350 m and depth from 0.5
m to 18m. It is proposed to develop a navigational channel of 40 m width and 1.6 depth
in the first phase between Karimganj and Lakhipur. This can be achieved by undertaking
river conservancy works like dredging, bandalling etc. The waterway would be deve
to depth at a later stage vis- a – vis development of Bangladesh Waterways. IWT
terminals already exist at Karimganj and Badarpur. Improvements of these two terminals
and setting upon new terminals at Silchar and Lakhipur are proposed. The total estimated
cost of development of this waterway is Rs. 46 crore.
A proposal for construction of a high rock fill dam at Tipaimukh at the tri-
junction of Manipur, Mizoram and Assam, about 90 km u/s of Lakhipur is under
consideration. It provides a live storage capacity of 8325 million cubic.m. The
implementation of the project is entrusted to North Eas
(NEEPCO). Another proposal for constructing a barrage about 100 km d/s of the dam
site in Stage-II is also there as the part of the Tipaimukh project. The regulation of tail
water release from the dam as well as the backwater effect of the barrage will improve
the navigability in the river in the upper reaches.
55
56
57
SUBANSIRI
The Subansiri, one of the major north bank tributaries of Brahmaputra originates
in the Great Himalayan range in Tibet at an altitude of about 5000 m above mean sea
level. The total length of the river is 468 km and having a catchment area of 37,000
sq.km. Near the source, several mountain torrents, rather a big “Chu” family of streams
drain into the main valley of Subansiri.
The principal stream is known as Nye Chu which travels a distance of about 170
km towards East and receives an important right bank tributary Loro Chu. The combined
flow then travels further 208 km eastwards where it receives another left bank tributary
Yume Chu. Before the confluence point with Yume Chu the river is known as Chayal
Chu. The Chayal Chu near Karutra crosses the international boundary and known as
Subansiri. A small left bank tributary known as Sang Chu joins the river Subansiri 23 km
eastward of the confluence point of Chayal Chu with Yume Chu. The river then flows
eastward upto a distance of 38 km where it meets with an important left bank tributary
Tsari Chu. From this point the river travels a distance of about 27 km upto the boundary
of hill catchment near Gerukamukh. Here this river again receives left bank tributaries
like Sichi river, Situ river and Sigen river at a distance of 27 km, 93 km and 111 km
respectively from the confluence point of Tsari Chu. Right bank tributaries like Singen,
Kamala and Sipu river joins the river Subansiri at a distance 71.5 km , 101 km and 129
km from the aforesaid confluence point.
After Geurkamukh the river enters in the plains of Assam and receives important
right bank tributaries like Boginadi at a distance of about 449 km from the hill catchment
boundary. A few left bank tributaries like Dirpai, New Chaulkhowa, Old Chauldhowa
meets the river Subansiri just after Gerukamukh. The river traverses 468 km from the hill
catchment boundary line to its outfall at Subansiri mukh with Brahmaputra.
This river is having tremendous potential of inland navigation if properly planned.
This river is fed with both snow-melt and rain water which brings about an advantageous
position for exploration of perennial inland navigation system throughout the sub-basin.
Presently the waterway is used for communication by the village people of Arunachal
Pradesh by plying country boats for marketing in the plains of Assam. The waterway is
used by the businessmen for carriage of timber, logs, fire woods and bamboo stacks from
the Arunachal Pradesh to the plains of Assam for the period July to September. It is also
used by fishing boats for occasional fishing. During summer when the river is in full
spate, country men carry stacks of bamboo and fire wood timber from the upper reach to
the plains through the river water for business purpose. Lower and middle reach can
easily be developed as waterways for plying even mechanised boats/ barges.
As per available data the maximum and minimum observed discharge at
Gerukamukh is 9919 cumec and 134 cumec. A study was carried out to explore the
possibility of developing an IWT route between the Brahmaputra confluence
(Subansirimukh) to Gerukamukh ( 111 km) through River Subansiri. The study indicates
that major portion of the river appears to be navigable except at few locations (approx 5
km length) where observed depth is less than 2 m. The depth can be improved by
appropriate river conservancy measures like dredging. The depth may also be improved
in the post dam construction stage by water regulation.
On Subansiri River a major dam is being constructed. For this, huge quantities of
construction materials are required to be transported from various parts of the country.
Since entire NW-2 and a substantial part of Subansiri river is navigable, possibility to
explore movement of such cargo by IWT to and from Kolkata and other originating place
to the proposed dam site is under consideration by the National Hydro Power Corporation
Ltd (NHPC).
DHANSIRI
The Dhansiri river system is one major sub-river systems of the river Brahmaputra
and spreads over the States of Assam, Nagaland and an insignificant portion in Manipur.
The river drains on an average of 6748.71 million cub.m of water annually to the
rahmB aputra river from a catchment area of 10,305 sq.km.
The source of the Dhansiri river lies in the Laishang Peak on the south-west
corner of Nagaland. It flows in a north-westerly direction for about 37 km and then takes
turn to the north-east and flows through the hilly terrains for about 75 km in the Nagaland
upto Dimapur. Beyond Dimapur also the course of the river remains generally in the
north-easterly direction upto Golaghat town. Near Golaghat it takes an abrupt turn to the
58
north west and meets Brahmaputra river at Dhansirimukh after flowing through another
77 km in the plains of the Goalghat district. The principal tributaries of Dhansiri are
Diyung, Diphu and Gelabil on the right bank and Deopani, Nambor, Doigurung and
Kaliyani on the left bank. The maximum discharge of the river observed at Numaligarh is
2092 cumec and minimum is 4 cumec.
Only lower reaches of the Dhansiri is appears to be navigable. The existing
width varies from 90 m to 200 m and depth varies from 0.8 m to 4.2 m. The stretch
between Brahmaputra confluence ( Dhansirimukh) to Numaligarh ( 26 km) of River
Dhansiri can be made navigable after undertaking certain river conservancy measures at
few locations and construction of barrages in its u/s reaches.
A proposal for movement of Numaligarh refinery products through IWT to
Kolkata and Haldia is under consideration.
KOLODYNE RIVER IN MIZORAM
The river Kaladan is known as river Kolodyne/ Chimtuipui in India, originates in the
Lushai hils of Myanmar and flows into Mizoram state along Indo-myanmar border. The
river then traverses towards west and then south in Mizoram state. The river again enters
into Myanmar along southern border and traverses in Chin and Rakhine states and finally
confluences with the Bay of Bengal at Sittwe Port. The total length of the river is about
50 km of which 275 km flows from India-Myanmar Border to Sittwe Port in Myanmar.
mented by the inflows of the
rive N
6
The Kolodyne River runs through dense forest in hilly terrain. On its way the
river menders at many places and flows regime encounters several rapids. The river
flows through Lunglei and Chimtuipui districts in Mizoram. The riverbed is rocky with
steep slopes at rapids. The flow in river Chimtuipui is aug
r engpui and other tributaries namely (a) Lobolui, (b). Isalui. (c) Nagauva Lui, (d)
Saopahra Lui, (e.) Serva Lui etc. The river reach of 42 kms from Nengpui river
confluence to Indo-Myanmar is navigable by country crafts during rainy season when
adequate depths are available for navigation.
59
The Kaladan river downstream of Indo-Myanmar border almost continues with
the similar river regime of rocky terrain, rapids and boulders up to Kaletwa and the river
is navigable by country crafts of 50 tons capacity during 8 to 9 months in a year. From
down stream of Kaletwa upto Paletwa (68 km) the river encounters rapids and rock out-
crops at 8 to 10 locations and also obstructions of land slide boulders at Taung seik. The
s of Kaladan River are also
ssengers. The waterway has direct access to
the Sittwe Port. Temporary IWT terminal facilities exist at Sittwe and Kyauk Taw for
The river reach between Sittwe and Paletwa (158.5 kms) is under the influence of
the
upon the seasonal variation of the water levels. As there is no historical long period
wat
t on river Kolodyne in Mizoram, about 67
km ar border, the implementation of which would ensure
river in this stretch requires certain river conservancy measures to make it navigable
round the year. The river reach of about 158 km from Paletwa to Sittwe Port is well
defined without any serious navigational impediments along its course.
The delta area of the Kaladan River is a maze of waterways and basic mode of
travel is by boat. Down stream of Kyauk Taw, the tributarie
navigable.There are a number of Inland water transport services under operation in these
waterways for transportation of cargo and pa
handling cargo.
sea. The seawater enters freely through the river confluence at Sittwe. The tidal
range at Sittwe is 2.6m, whereas the tidal range at Paletwa is 0.9 m. The tidal range
progressively decreases upstream of the river and becomes 0.4 at Numbu (186.5 km from
Sittwe) and further upstream the sea influence ceases. The river flow upstream of
Numbu upto Sitpitpyin (Kaletwa) and beyond depends upon the fresh water discharges.
The availability of depths for navigation in this fresh water reach of the river depends
er level data available on this river, to assess the feasibility of round the year
navigation. From November to December the water levels in the river recede and
navigation is possible by implementing river conservancy works. The period from
January to April is considered as lean period and water levels reduce drastically. During
these months (January to April), the navigation in the upstream reaches is difficult due to
non- availability of adequate discharges in the river. It is reported that the lean period
discharges of the river in the upstream reaches are of the order of 20 cusecs. There is a
proposal to construct a Hydro Electric Projec
upstream of the India-Myanm
60
lean pe
1.0m below low
wat l
riod discharges to the down stream of the river of the order of 80 cumecs. This
will improve the down stream navigation on river Kaladan particularly during lean period
The Hydrographic surveys show that the river is wide between Sittwe and
Paletwa and the width varies from 8,800 m to 175 m and the least available depths are
around 2.2 to 2.5 m below chart datum except at Langaddoo shoal where the depths are
around 1.5m. Between Paletwa and Sitpitpuyin (Kaletwa), the widths are reduced and
range from 250m to 75m and the predominant depths are around 1.5 to
er evel. Between the Indo-Myanmar border and Nengpui confluence the width varies
between 100 m to 25 m and depth is below 1.0 m.
A study was carried out by M/s RITES for considering transportation
between Sittwe Port and Mizoram. The various options considered are indicated below:
Option-1:Transportation of cargo from Sittwe Port to Nengpui in Mizoram,
involving a distance of 316 kms., is by IWT on river Kaladan in Myanmar and
himtuC ipui in India. A highway link of about 20 kms is required to connect Nengpui to
National highway No. 54 for further transportation of cargo to other regions. The total
cost of the project for this option is Indian Rupees 2112 million. Though the capital
investment is minimum for this option, the disadvantages are:
i.) The Kaladan waterway for a length of about 94 kms near the India
Myanmar border is navigable only for 9 months (from June to
February) for 50T vessels.
ii.) 500T vessel can ply from Sittwe to Kaletwa (222 km) only and
only 50T vessel can ply beyond Kaletwa upto Nengpui due to
constraints in waterway.
Option-2:This involves transportation of cargo by highway from Sittwe to the
existing National Highway No. 54 to other regions. Though this option is most attractive,
the capital cost for development of the highway is Indian Rupees 7411 millions
(including cost for Sittwe Port Development) which is very high.
Option-3:This involves transportation of cargo by IWT from Sittwe to Kaletwa
(222 km) with 500T vessel and then switchover to highway upto Saikah in Mizoram and
61
beyond. The capital cost involved under this option is Indian Rupees 3526 millions.
Option-4:This is the same as option-3 described above except that the IWT mode
term
e prospects of Indo-Myanmar border
ade.
GU
inates at Paletwa (159 Kms from Sittwe) with 750T vessel and then switch over to
highway mode up to Saikah in Mizoram. The capital cost for this option is Indian
Rupees 5765 millions
After the studies it was decided to consider Option-3 for implementation.
However on completion of the Hydel project in Mizoram through navigation may be
possible for the entire reach of the waterway from Nengpui to Sittwe port. The
development of this IWT route will improve th
tr
MTI AND HAORA RIVERS IN TRIPURA
Gumti
The catchment area of Gumti within Indian Union is 2492 sq.km. and it is the largest
sub-basin among the rivers in Tripura. It is surrounded by Bangladesh on its east and
west. It originates from the hill ranges connecting Atharamura and Langtarai on the
north-east boundary of South Tripura district and flows down across the Bangladesh
border to out f n to
At source, two
southward and meet a thereafter it flows down by the name
Raima Chhara it
altitude of 86.87 m. A
through deep gorges u Gumti takes a westerly turn at this point
in to Indo-Bangladesh
order is 167 km. The river then flows through the plains of Bangladesh and meets the
all i the river Meghna.
chharas (rivulets) known as Kalyansing and Malyansing flows
t a place Kouticharanpara
till meets its major tributary Sarma Chhara near Ducharibari at an
fter this point the river assumes the name of Gumti and flows down
pto Dumbur Falls. The
and flows for about 10 km , where it turns northward upto Amarpur and again flows
westward and enters into the plains near Maharani. After entering into the plains the
river generally flows in west and south-west direction and it enters in the Bangladesh
territory at Sonamura. The Total length of the river from orig
b
Meghna river system near Doudkandi. The length in this reach is about 77 km.
The maximum discharge observed at Sonamura was 992 cumec whereas the
62
minimum was 2 cumec. The width of the river varies from 70 m to 100 m and depth
vailable is more than 2 m except at few places. At present the river is navigable for 6-7
f Maharani reveals that there is no significant change in the water
a
months in a year only at the lower reaches by country boats. A barrage for Gumti
medium irrigation project was constructed across river Gumti at Maharani in 1987. A
study of the water level for the lean period conducted by the Brahmaputra Board for a
distance of 10 km d/s o
level from pre-barrage to post-barrage condition.
Haora
Haora is a small river having a length of 46 km within the State of Tripura from its
source at Baramura hill range to Indo-Bangladesh border. Its catchment area is only 488
sq.km. in the Indian territory. After flowing through the Indian territory it enters into
Bangladesh near Agartala town and falls in to river Titash. The river is over flooded
depth is very less. Occasional country
re being plyed in this river for fishing activity and for carrying wood products,
bam
3.5 cumec and 0.435 cumec respectively. The
dep in
during high spate period while during winter the
boats a
boo etc.
The lower stretch of the Haora river between Bangladesh border near Agartala to
Zirania (28 km) appears to be made navigable by undertaking certain river conservancy
measures like dredging at least for 6-7 months in a year. The maximum and minimum
discharge observed at Bardowali was 23
th this river varies between 0.3 m to 1.5 m.
LOHIT
The Lohit is a river of international nature having its origin in the snow clad
region of Eastern Tibet with a catchment area of 29,487 sq.km of which 14,453 sq.km is
in India. It is the eastern most river basin in India. In India the river spread across the
States of Arunachal Pradesh and Assam and contributes an average of 44,243 million
cub.m water annually to the Brahmaputra river system.
The Lohit rises from the peaks of Nimbout Chcumbouri Nechi Gongra Tirap
Phasi ranges in the Eastern Tibet at an elevation of about 6190 m. The upper reaches of
the river flows west is known as Krawnaon, the middle portion along with river Chalum
Susning is called Tellu . After that the river moves southwards from the confluence with
63
Delai river and Lang river, it turns westwards and emerges out of the Gorge at
Brahmakunda. Then it again flows west and enters into the Lohit district of Arunachal
Pradesh and thereafter the fertile plains of Sadiya in Assam in the name of Lohit. The
Lohit river, after crossing the Sadiya town is joined by the Dibang river and the combined
flow meets the Dehang river at Kobo where after the combined system flows by the name
Brahmaputra. Thus the westernmost extent of Lohit basin is considered upto Sadiya
town. The total length of the river is 413 km, out of which 243 km is in India. The 132
km be navigable with country boats at present
that
of the river in the plains only appears to
too during winter season as swirling mass of brown water heavily charged with silt
occurs during monsoon.
TIZU RIVER IN NAGALAND
The catchment area of Tizu river falls within Tuensang, Phek and Zunheboto districts
of Nagaland and Ukrul district of Manipur. It is the second largest and longest river in
Nagaland, roughly covers one third area of the State and is located within the inner most
igh m
lagers from both sides of the countries.
arter trade system was and is still in existence, though in a limited way. Besides, all
ining NE States like Arunachal Pradesh, Manipur,, Mizoram and Meghalaya
hav ro
osit at Pokphur, huge high grade
lim to
h ountain range bordering Myanmar. Tizu river is the only river of Nagaland
flowing into Myanmar. It joins Chindwin river near Thamanthi town which in turn is a
tributary of the great Irrawady river of Myanmar that discharges into the Indian ocean.
For time immemorial the Tizu river passage route have been used for trade and
commerce, cultural exchange etc. by the local vil
B
the adjo
e ad connection with Myanmar through pass except for Nagaland, for which the
Tizu river route is the only connection due to the difficult terrain of the region. Opening
inland waterway will boost the already existing trade in a big way
The vast natural resources of Nagaland is located on the catchment area of the Tizu
river viz. mini cement factory at Wazeho, Magnetite dep
es ne deposit at Nimi, vast dimensional and decorative stones on this “green stone
belt”, coal deposit at Konya, chromite deposit at Wui etc. Development of this IWT
route will boost up trade and commerce in the international market.
64
No navigational study has been taken up for this river so far. However IWAI is
planning to undertake detailed hydrographic survey and techno-economic feasibility
study for this river shortly for exploring the possibility of promotion of Indo-Myanmar
Border trade through IWT. The proposed length of waterway to be studied is about 42
Kms between Logmatar and International Border with Myanmar.
65
CHAPTER-6 ORGANISED AND UN-ORGANISED MOVEMENTS
Organized sector Movements
Large scale movement of passengers us ode in the organized and un
organized sectors. It is estimated that about 30 million people are using the organized
sector and about 20 million use unorganized sector, every year in NW-2. Similarly it is
estimated that about 170 million ton-km of cargo is being moved by the organized sector
and 51 million ton-km by unorganized sector in NW-2. The projected cargo movement of
NW-2 and that of Barak is given at Table 6.1 & 6.2
The NE region has a considerable demand for essential commodities, which have to move in from the rest of the country, while local products have to move to outside areas. This has necessitated IWT system in the NE region and finally this has helped in the establishment of Inland Water Transport Directorate (IWTD), Assam in 1959 as per the recommendations of the Gokhale Committee. It operates from Guwahati having shifted from Shillong in 1963. Presently it is a full fledged Directorate under the Transport Department, Assam. As a first step towards its expansion activity, six major ferry services operating in the Brahmaputra were taken over from the State Public Works Department (PWD) in 1968. Since then, the IWTD, Assam has never looked back. Over a period of time, the IWTD, Assam has been operating 42 ferry services on Brahmaputra and 24 ferry services in Barak river in the State of Assam. Recently it added six more terminals. All the terminals are equipped with floating pontoons. The IWTD, Assam presently ferries nearly 60,000 passengers and 2000 tonnes of cargo everyday. The present functioning of IWTD, Assam consist of the activities namely ferry services, commercial services, river conservation, crew training centre, central workshop and rescue services. The commercial service of IWTD, Assam is concerned with the movement of cargo and operates within Assam and other NE States of India and in Bangladesh. The IWTD, Assam commercial vessels also carry over-dimensional cargo (ODC). The routes that the neighboring states are linked with are given below:
ing IWT m
66
IWT Routes in NE wher is operating Ferriese Assam IWTD
Sadiya- Saikhowa Connected with Arunachal Pradesh directly
Saikhiya- Punglum Neamati- Kamalabari Connected with Nagaland by shortest
Dhansiri- Gamiri route
Jaleswar- Dhubri
Dhubri- Fakirganj
Connected with Meghalaya by shortest route.
The IWTD, Assam operates commercial cargo service on the river Brahmaputra from Guwahati to Kolkata via Bangladesh and vice-versa. The types of cargo handled by
els has been undertaken in a phased manner at various shipyards in and round Guwahati. This has helped to generate employment for about 1500 local people.
the commercial services are mainly jute, coal, fertilizer, forest products, agricultural products, cement, machinery etc. The present cargo handling capacity of the commercial fleet is nearly 10,000 tonnes and commercial operation in this IWT sector earns revenue of Rs 150 lakhs per annum. There has been an increasing effort to pay more attention to facilitate for passenger movement in the Brahmaputra river by IWTD, Assam. The details It has established one IWT commercial office at Assam house in Kolkata. In order to increase revenue of IWT operation, IWTD, Assam has introduced 32 commercial cargo cum passenger ferry services on the river Brahmaputra and its tributaries where on other modes of transportation is available. Presently, the project of opening of 88 cargo-cum-ferries on the river Brahmaputra and its tributaries is under implementation. Besides these, the activities under North Eastern Council (NEC) schemes like construction of a river terminal at Badarpur and Silchar and improvement of the Dhansiri river channel for carrying of cargo by waterways are being envisaged. With a view to make IWT the most viable mode of transport, the construction of modern steel vessaA slipway project with modern facilities is being set up for repairing of the vessels throughout the year. Recently, a quay project at Pandu is being set up by the IWTD, Assam with all modern facilities of embarking and disembarking to and from IWT vessels.
67
Existing cargo movements Central Inland Water Transport Corporation Ltd (CIWTC), a Govt of India undertaking is the prime operator of cargo sector. Besides, private operators like Vivada Inland ys and certain Bangladesh private oper een Kolkata and ently IWAI also started cargo movements by using its own vessels under the fixed schedule saili ector. As explained abo cargo services within Assam. During the year 2004-05, 818683 tons of cargo was mov rough NW-2. The corresponding figure for 2005-06 was 381300
n ( till Sept, 2005). The details of total cargo moved through IWT in NW-2 are given
vessels in the Kolkata- Guwahati Waterwa
ators move cargo betw various destinations of Assam.. Rec
ng scheme in this s ve IWT Directorate, Assam also operates
ed by IWT mode thtoat Table 6.3 and that moved by CIWTC, IWAI and private operators is given at Table 6.4 Table 6.5 shows the details of cargo moved by IWT Assam. The various commodities identified and its route is given below:-
Major Identified Cargo for NW-2
Sl #
Identified Route Nature of cargo
1 Kolkata- Pandu Coal, Bitumen, Iron and steel 2 Pandu- Kolkata Gypsum, Tea, Coal 3 Jogighopa- Kolkata Coal (Meghalaya) 4 Tezpur- Kolkata Tea 5 Dibrugarh- Kolkata Tea 6 Silghat- Budge Budge POL 7 Namrup Urea 8 Bongaigaon refinery RP coke
S : Study for collection of Cargo and passenger movement Statistics in National Waterways by Prof. Manas Das, IIM, Kolkata
Passenger movements
ource
There are innumerable numbers of ferries operating in Brahmaputra and Barak valley connecting island to mainland, island to island and so on. It is undoubtedly true
at ferries are very successful for river crossing at important junctions where the traffic th
68
from both the side has no other means for river crossing. Considering the enormous width nd length of River Brahmaputra, bridges so far have been erected only in 3 places –
in NW-2
aJogighopa, Pandu & Tezpur. The locations of these bridges were based on favorable geographical condition, i,e where the width of the river is considerably small due to existence of rock strata & hills on both sides/one side and due to the location of important city necessitating permanent of river crossing to eliminate any waiting time for ferry. At all other locations the local people have to depend upon ferry services either operated by the IWTD, Assam or the country boats for day to day commutation. Passenger movement in the organized sector is being done only by IWT Directorate, Assam. It is in the form of mainly cross ferry services. 240 lakhs passengers were carried by IWTD, Assam during 2003-04. Details of passenger carried by IWTD, Assam is given at Table 6.6. Apart from that longitudinal ferry services are also under operation is certain stretches. The details of such ferry routes are given below:
Details of Ferry Services
S o
service
Distance covered l N
Name of ferry
1 olbari 17 Dhubri – Pho2 nari 65 Dhubri – Chu3 para 16 Goalpara – Rama4 ahati- Sialmari 211 Bagbore – Guw5 agar – Guwah 96 Sialmari – Vijayn ati 6 82 Bohori – Guwahati 7 hati – N.Guwahati 4 Guwa8 ar 4 Guwahati – Rajadu9 Guwahati – Karua 10 10 Kacheri – Umananda 4 11 Guwahat 80 i – Kanchanmari 12 Nemati – Kamalabari 12 13 Bogibil – Kerangabil 30 14 Dibrugarh – Kachari – Oriumghat 100 15 Sadiya - Saikhowa 12
Source: Inland Water Transport Directorate, Govt of Assam
69
Unorganized sector Movements
The mean of unorganized operation is country boats- for both cargo and passenger
movements. The country boats mostly operate with an agricultural pump engine which
is attached to a direct shaft and propeller while the launches are of wooden hull fitted
with truck engines and a gear box. The mechanized country boats are having a very high
density in lower Assam in particular in Dhubri, Goalpara, Guwahati, Jorhat, Tezpur
where all the crops /vegetables/diary products/livestock reach the city from the riverine
islands by means of these boats. All the islands in Dhubri – Goalpara – Guwahati -
Tezpur are very thickly populated with abundance of agriculture in each island and in
both the banks. They are mostly inhabited by Bangladeshi migrants who are well
accustomed to IWT and agriculture. Similar operations also exist at Dibrugarh- Sadiya-
g point of various tributaries of the
Brahmaputra.
It is interesting to know that with the change of stretch the size shape as well the
ma se . Non-mechanized country boa od
(including m itional methods and practices without using any
mode ship any of the traditional non-mechanized country boats have
been nve oats by using the 5-10 H.P engines for propulsion,
which e c me mover for agricultural pum he power
is transmitte made cast iron propeller through a shaft
arrang en al joint to accommodate local misalignmen
The w Tezpur in a stretch of 420 km is having a flat
wood bot frame. The lower 6” and the top 6” portion of the side
plank of the boat are m n plank while the balance mid portion is made of 22
gauge thick G.I plane sheet. This is done to reduce the self weight of the boat and a boat
with 15 – 20 MT capacity operates only with a 15 BHP agricultural pump motor.
Similarly a boat with 30 – 40 MT capacity operates with 2nos 15 BHP agric ral pump.
It is h m tch is favorable to such weak construction
with sa nt water depth and abundance material and passengers to
carr
Saikhowa triangle sectors which are the meetin
terial u d for the boat changes ts are built of wo
etal sheathing) using trad
rn design methods. M
co rted into mechanized b
ar ommercially available as the pri ps. T
d through a direct drive to a locally
em t fitted with a univers ts.
boats operating in belo
en tom with side wooden
ade of woode
ultu
wort entioning that the river in this stre
only ndy bottom, sufficie
y from the islands to the mainland.
70
The need for mechanization of the traditional country boats has arisen because of
increasing competition, necessitating higher operational speeds. This type of
echanm ization process taking place on a casual and random basis, in the river transport
sector, without any consciousness effort on the part of the boat builders/ operators/
government agencies to adopt a more scientific approach to transportation problems, is an
important cause for the country boats to become more accident prone.
As the name indicates, no specific data is available for movements of
cargo and passenger in the unorganized sectors through country boats. A survey on
operation of country boats at various important locations of Brahmaputra was carried out
which shows the following details (ghat-wise):-
Shukleshwar Ghat (near fancy bazar)- Located on the south bank. This ghat is
being used for operating ferries for carrying passengers, cargo, vehicles ( cycles, scooters
and motor cycles) for river crossing between north and south banks as well as to
destinations on riverine islands on a regular basis. This site is also used to operate tourist
oats. b
Saraighat- This site is being used to operate country boats for carrying passengers
and cargo for river crossing as well as longitudinal navigation to sites located at different
locations on the river banks.
Mathura Mohan Barua ghat- This site is being used by various type of country
boats for transportation of cargo and passengers engaged in river crossing as well as
plying along the river to various riverine destinations.
New Ghat at Dhubri-This north bank site has traditionally been a big commercial
centre for locally available products and natural resources. Therefore there is very high
river boat/ country boat traffic density at this site. Cargo such as agricultural produce ie
vegetables, food grains, sugarcane, jute etc, forest produce such as firewood, bamboo etc
are transported in large quantities. Country boats are also used for fishing purpose.
Panchu ghat- This site is situated on the northern bank. Country boats operates
on regular basis carrying cargo and passengers. Cargo includes forest produce, wood,
bamboo, animal fodder, agricultural produce ie vegetables, food grains, sugarcane, jute
etc. commercial products like tea, furniture, fuels, coal etc are transported to various
commercial centres on the mainland. Country boats are also used for fishing activities.
71
Kachari ghat- Country boats are operating from this site on a regular basis
transporting cargo and passengers between locations on the Meghalaya/ Bangladesh side
and the mainland of Assam.
Tetul ghat- Country boats are operating from this site on a regular basis
transporting cargo and passengers between Dhubri and the remotely located rural areas.
Jogighopa ghat- This site is being used to operate country boats for transportation
of cargo such as coal, clay, tiles and such other materials between locations situated on
the opposite sides of the river banks. Passenger traffic has been reduced after
commissioning of the Jogighopa bridge.
Kasara ghat near Goalpara- This site is being used to operate country boats for
transportation of cargo and between locations situated on the opposite sides of the river
banks.
Silghat- After commissioning of the Bhomoraguri bridge, country boats are
operating from here only for tourist purpose as it is a picnic spot.
Dhansirimukh- The country boats are used here for river crossing as well as
transit between far flung riverine island destinations.
Neamati ghat- This site is being used by country boat and other vessels for the
transportation of passengers and cargo such as food grains, ration items, agricultural
s is a major transit point.
produce, cattle, oils, firewood, building materials, vehicles ( cycles and scooters) etc. The
transporation is done between locations situated on the opposite banks of the river, also
also locations on riverine islands such as Majouli. Thi
Puja ghat- This site is being used regularly by country boats and other vessels for
transporation of passengers and cargo such as agricultural produce, commercial articles,
household items, building materials, cattle etc. to locations on the opposite banks of the
river such as Sonari ghat and also on riverine islands. The site is also used for repair/
renovation of country boats.
Saikhowa/ Sadiya- This site is being used on a continuous basis for the
operation of river boats. The southern bank is called Saikhowa and the northern bank is
Sadiya. The country boat transports passengers as well as materials like general goods,
bulk cargo like food grain, building materials, firewood, milk cans, fuel oil drums, LPG
cylinders etc.
72
Case Study
A case study has been carried out during February, 2006 in and around the
Neamatighat for assessing the problems and prospects of the country boat/ ferry
operators/ clerk (lessee) , the details of the same is given below:-
Ferry services routes i. Kamalabari ii. Phulori NEAMATI to MAJULI iii Salmara
iv. Dakhin Ghat v. Sumalmari
Det
ails of trips (A)
Ferry services/ cargo vessel between Neamati & Kamalabari.
Ferry services: Wooden vessel (Private) – 3 nos.
Sailing Time Sailing Time Distance DNeamati to kamalabari (Dep.) (Arr.)
Kamalabari to Neamati Dep Arr.
(in km) uration
(One Complete round trip)
a. 10.30 hrs. 12.00 hrs. b. 14.45 hrs. 16.15 hrs. c. 16.00 hrs. 17.30 hrs.
a. 07.30 hrs. 09.00 hrs. b. 08.30 hrs. 10.00 hrs. c. 14.00 hrs. 15.30 hrs.
18
About ½ hrs. during lean period. About > 2 hrs during flood season.
Name of wooden vessel owner
i.) Sh. Pulin Bora ii) Sh. Prabin Sharma
iii) Sh. Debojit Kalita Dep- Departure, Arr- Arrival Ferry services: IWT vessel (Govt. of Assam) – 1 nos.
Sailing Time Neamati to Kamalabari
SaKam
(Dep.) (Arr.) Dep Arr. (One Complete round trip)
iling Time alabari to Neamati
Distance (in km)
Duration
a. 09.00 hrs. 12.00 hrs.
a. 13.00 hrs. 16.30 hrs.
18
About 3 hrs. for one complete round trip during lean period. .
73
Cargo vessel: (No fixed sailing schedule)
Neamati to Kamalabari (D/s) – 3 nos. of cargo vessels per day
Kamalabari to Neamati (U/s) – 3 nos. of cargo vessels per day.
Average earnings per trip.
i) Passenger Vessels: Rs. 1500 to Rs. 2000 per trip per vessel
ii) Cargo vessels: Rs. 1300 to Rs. 1400 per trip per vessel
(Average Rs. 6 per quintal).
Manpower & Salary Priv no.
ate vessel (Wooden) 3 nos. IWT vessel – 1
Sl. No. Post Salary per month Private vessel crew IWTD(Govt. vessel )crew i) Master onth Rs. 10,00Rs. 3,000/- per m 0/- per month
ii) Driver Rs. 2,500/- per month 2 n20,0
os. x00/-p
Rs. 10,000/- = Rs. er month
iii) Greaser Rs.1,500/-per month Rs. 5,000/-per month
ualification of theQ vessel crew
Matriculate/ High s essing certificate issued by State IWT
irecto Master, Driver and Greaser in the vessel. These
eople s are usually carried
out by mechanics from yards.
r at n bari Ghat
chool pass people poss
D rate of Assam are employed as
p are able to attend minor repairs for the vessel. Major repair
Improvement of te minal facilities required Neamati a d Kamala
illing for ank protection durin
e
iii) Dredging/ Ban lling required during l ason
cargo/ passenger vessels between Neamati and Kama
iv) Mooring pins, ramp temporary jetty, open storages and temporary shed
i) Earth f highland/ bank, b g flood season.
ii) River side prot ction by suitable method.
da ean se for safe movement of
ari. lab
74
required at both terminal sites.
. pucca roads connecting to river side required in both terminal
vi) h terminal site.
Engine Details
v) About 2 km
sites.
Urinal/ latrine and temporary rest rooms also required at eac
i) Average speed of existing boat (about 2 to 3 years old) : 8 kms. per hour.
ii) Life eng
iii) Ho ow
iv) Coa t of En
for the vessel
of ine: Approx. 10 years.
rse P er: 35 H.P
s gine : Rs 85,000/-
Up-gradation required
( e buoys
( ent engi ow
(d) Urinal facility
Fina stance r
(a) Sitting arrangement
b) Lif
c) Effici ne (having more horse p er)
ncial assi equired
The cost of one wooden vessel is about Rs 8 to Rs 9 lakhs. Presently no loan
in a span of 8 years.
mployment Generation
facility is available either from the government or financial institution like banks. The
money is being arranged by the boat owner locally. Boat owners are interested to get
loan/ assistance from the government and willing to pay interest ranging from 1% to 2%
and are ready to repay the loan
E
A s essels in the NE region has not been
done. However, the total national requirem
cargo mov region. With the
eparate study on the requirement of IWT v
ent has been assessed vis-à-vis the expected
ement in all the potential waterways, including that of the NE
75
IWT attain ion ton-km of cargo transportation is expected
to m
of 10000 to red. Presently only about 400 IWT vessels
are availab 8-
0 years. @ Rs 5 cr per vessel. Thus a fund of Rs 8000 cr is required for this purpose.
is proposed to be provided by the Central Govt under the inland
essel building subsidy scheme (IVBSS) already in vogue. It is also proposed that a
cor fun blic
IW era / financial institutions. Balance fund of Rs
500 wo tor that would be mainly responsible for ownership and
ope n o
l for development of IWT to cater the above
requirement in the organized sector has been assessed and given in Table 6.7. This
includes both direct and indirect requirements. As per this 636,123 man days are
estimated tor within the next 8-10 years, of which 80000 man days
correspond r waterway development. At
an average n days may be considered as the employment potential for
IWT in the NE region.
potential in the unorganized sector has not been
quantified so far as it is difficult to do such an exercise. However, undoubtedly one can
s momentum, a target of 20 bill
ove by this mode for which it is estimated that 2000 inland vessels ( at productivity
n-km/ ton of vessel) will be requi
le. So, 1600 vessels of 1000 ton capacity each will have to be added in next
1
Out of this Rs 2400 cr
v
pus d of Rs 500 cr would be provided by Central Govt to facilitate private/pu
T op tors for obtaining loan from banks
0 cr uld be from private sec
ratio f IWT vessels.
The employment generation potentia
in the IWT sec
s to 2000 vessels and the remaining 556123 is fo
approx 15% of ma
The employment generation
say that with the development of IWT as envisaged above, the employment generation of
this sector will also increase considerably.
76
CHAPTER-7
INTER-COUNTRY TRADE THROUGH IWT
IWT trade between India and Bangladesh is presently passing through very
important phase when the prospect looks brighter and positive than they had ever been in
last few decades.
Looking back into the history of pre-independence days, when the road
connections were poor, railway system was not well developed, most of cargo destined
for places like Khulna, Chalna, Narayangunj, Barisal and Dhaka were carried by river
steamers. During those days the river route was predominant for bulk and break bulk
movement and even most of the passenger movement to these locations used to take
72 which also led to signing of “Inland Water Transit and Trade
taking place, which today has reached to a
considerable volume. We are now definitely moving in forward direction, and moving
fast but the olden glory of inter country river trade is far away.
Under IWT Transit and Trade Protocol specific routes for passage of inland
vessels and ports of call for inter country trade have been clearly defined. The details of
Protocol route and its provisions have been mentioned at Annex-2.
palace through IWT. In Bengali literature including that of Rabindra Nath Tagore, we
find mention about the nostalgic memories of Chicken and the Hilsa curries available on
steamers to Goaland and Chandpur. The domination of IWT trade continued even after
formation of East Pakistan. But the riverine movement had its first blow during Indo-
Pakistan war of 1965 when many vessels of both countries were seized/ destroyed.
After formation of Bangladesh a Trade agreement was however signed between
the two countries in 19
Protocol” meant specifically to commence IWT trade. This was a big step in revival of
IWT in eastern and north eastern India. From 1995 onwards, cement movement between
India and Bangladesh under this protocol gained momentum. From 2001 onwards,
movement of flyash to Bangladesh started
77
IND TO-BANGLADESH PROTOCOL ROUTE FOR IW
Present Inter-Country Cargo
Cargoes those are transported/ exported to Bangladesh include fly ash, granulated
slag, gypsum, clinker, cement, manganese ore, food grains, wheat, rice, sugar, project
cargo and dry fish. The imported cargo from Bangladesh are crushed bone, hide and
return project cargo. The cargo moved during the year 2004-05 along the Protocol route
en designated as the
ompetent authority from the Indian side for operation of the provisions of the Protocol.
rior to that CIWTC was holding this responsibility. The details of protocol charges
ollected are given below:-
was of the order of 3.8 lakh tons. The details of cargo moved through the Protocol route
from 1995 to 2005 (March) is given at Table 7.1. The type and quantum of cargo moved
in 2005 is given at Table 7.2. Since April, 2005 IWAI has be
c
P
c
78
(A) PROTOCOL CHARGES COLLECTED FOR INWARD & OUTWARD
PERMISSIONS FROM IWT OPERATOR FROM SEPT, 03 TO JUNE, 04
Sl. No. Permission type Fees(in rupees No. of
permission
Total amount(in
rupees)
1. Outward 300/- 295 88,500/-
2. Inward 300/- 242 72,600/-
3. Extension/
Amend.
100/- 79 7,900/-
1,69,000/-
(B ) WHARFAGE CHARGES COLLECTED FOR LOADING
HALDIA TERMINAL Rs. 11,32,428/-
Rs. 13,01,428/-
uture cargo Potential
KOLKATA
F
owing strong appetite for consumption of products kike fly
sh, gypsum, clinker and other similar materials which are produced/ available at
Kolaghat Plant, which is expected to move thrug IWAI jetty
t Haldia dnd the proposed jetty near Phulewar in Howarh District. WBPDCL is also
Bangladesh today is sh
a
locations on/near to National Waterways/ Protocol route and the IWT cargo movement
has come up to a healthy figure of more than 8 lakh metric tones a year and is likely to
make a quantum jump in near future with assistance in the form of infrastructural
facilities to provide faster cargo handling and faster sailing time, modernized loading and
unloading mechanized facilities, adequate navigational depth and proper vessel fleet.
Cargo-wise details of the cargo projection is given below:
Fly ash is presently moving mainly from Budge Budge Thermal Plant of CESC.
West Bengal Power Development Corporation Ltd. Is now making arrangements for
delivery of dry fly ash from
a
79
going to have through private sector a new jetty with mechanized loading facility for their
Bandel Thermal Plant which will increase fly ash export considerably. The present
vol
ing the o ag
Metallic of Kharagpur and other Steel Industries of t ossibility of
mo ent of 10,0 00 MT p th of this c
Gypsum is Tata Chemicals Ltd. At Haldia and the monthly
movement to Bangladesh may be around 10,000 MT per month.
Holcim Cements of Bangladesh has a tie up with Ambuja Cement and ACC of
of Jhurkhand to
Bangladesh via Protocol route. There is a potential of movement of up to 30,000 MT of
h.
Dresses in Bangladesh for
superior quality. There are tow wholesale Readymade Garments
a leather complex has
lready been developed in Kolkata.
ume of around 30,000 MT per month is expected to be doubled with implementation.
Tak total availability f granulated sl s from Steel P
Jharkhand,
lants of Orissa, Tata
here is p
vem 00 to 20,0 er mon ommodity to Bangladesh.
available from
India and the former factory has plan to move clinker from Chaibasa
clinkers per month to Banglades
There is already a demand for Indian Readymade
competitive prices and
Auction Marts which are very close to Kolkata Docks.
Finished coir and jute products namely, fashion namely, fashion Dresses, Wall
hanging, Carpets, false ceiling etc. from the India has a great market in Bangladesh not
only for their domestic consumption, but also for re-export to gulf countries and Europe
under favorable trade terms of these countries with Bangladesh.
Furnished leather goods is also a potentials export and
a
Speed Boat/ Motor Boat engine, Inland Water Transport Vessels, Hulls, barges,
Boats and flats manufactured in various public sectors and private ship yards in and
around Kolkata have a great demand.
80
There is demand in Bangladesh for steel sheet coil, billets, pig iron, pipes
manufacture in India.
There is a good prospect of container traffic to Bangladesh by river. Now the
container traffic to Bangladesh is moving by feeder vessel from Singapore to Chitagong
Port. Most of these containers are consumed in Dhala area which is around 250 km away
om Chitagong. Besides, the feeder vessel calling at Chitagong usually do not get any
S/ HDC may work as a
eder/ barge transshipment hub for attending to a major portion of Bangladesh
inal box-rate of Rs. 1,000/- per TEU for promotion of
is traffic.
fr
return traffic. On the other hand, Narayangunj IWT Terminal is within a short distance
from Dhaka. To make the feeder traffic voyage economical, KD
fe
International Trade, which may be around 2.5 lac TEU per annum i.e, roughly 50% of
container traffic passing through Chittagong. CONCOR has already made a beginning in
this respect by sending a barge loaded with containers containing wheat for Bangladesh.
KoPT has already introduced a nom
th
Inland terminals
IWT terminals are presently available at Budge-Budge, Shri Ram Jetty, Botanical
t dedicated mechanized
stem for loading of fly ash and every month high volume of fly ash loading is being
s mechanized cargo handling facility along with 3
oating pontoon jetties. Balance three locations namely BISN, Botanical garden and
toon jetties and here cargo handling can be done
garden, TT Sheds, Haldia and BISN in and around Kolkata in the Indian side which are
being presently used actively for loading and unloading of barges engaged in Indo-
Bangladesh riverine trade. Out of these, Budge-Budge and Shri Ram terminals have been
set up by private companies. Budge-Budge terminal has go
sy
done at the terminal. Cargo is being loaded manually at Shri Ram terminal. TT Shed
terminal belongs to CIWTC and ha
fl
Haldia belong to IWAI and have been recently developed. Haldia jetty has a small gantry
crane with limited mechanized loading facility while BISN and Botanical garden
terminals presently have floating pon
81
manually. Within few months of establishing of these three terminals, movement has
and Haldia terminal are being developed with reinforced cement
oncrete (RCC) jetties and mechanized handling facilities.
picked up by leaps and bounds. Looking at the present output and future prospects of
these terminals, BISN
c
With the enhanced movement of IWT through riverine routes many operators are
trying to set up private loading facilities at Bhadreshwar, Sankrail and Andul, which shall
assist the river trade immensely. In addition, dedicated fly ash terminals also come up at
Bandel. CIWTC terminal at Jagannathghat can also be reivived for movement of specific
items. Some exporters and shippers are already being pursuing IWAI as well as KoPT
for setting up terminals/ granting permission for loading rom Sankrail, Andul, Kolaghat,
Bhadreshwar and Bandel.
Availability of Fleet
So far one fact has not been mentioned which need to be noted and thought about.
Almost all th me ovement takes place (other that POL movement from Assam) through
angladeshi barges. However there are two Indian vessels also in operation namely
.V.Garai. Indian operators say that Bangladeshi barges are in high
emand due to the following reasons;
B
M.V.Moni and M
d
i) all have high draft (3.5 m to 4.0 m) but are extremely fuel efficient ( due to
their design)
ii) cost of manning is low compared to their Indian counterparts
iii) cost of fuel in Bangladesh is cheaper by approximately Rs 10/- per litre
iv) cost of construction is lower than that in India
IWAI provides 30% vessel building subsidy for acquisition of inland vessels
plying on protocol routes. This can be of help to Indian barge owners in reducing capital
cost of vessels. The barge owners have to be innovative for being competitive to
Bangladeshi barges if they want to take major share of this growing trade.
82
Problems
1. Infrastructural facilities at Kolkata/ Haldia/ adjoining areas for supporting areas
for supporting the movements arte not adequate. No mechanized loading
of vessel had to be suspended for 15 days for delay in
renewal of protocol.
file of vessels is dominated by Bangladeshi Vessels due to
economies of scale. Bangladesh registered vessels are not only facing a less
l of services for any dispute or problems or
5. The ri with Bangladesh is now suffering from export-import
o realize the
w
pel
6.
s resulting in
lower productivity and idling of Sagar Anchorage/ Virtual Jetty, particularly
during rough whether season.
8. To facilitate movement of larger barges with full load, availability of draft at the
facilities are available and therefore, the productivity is very low.
2. Sufficient navigational depth throughout NW-1 along with night navigation
facilities need to be ensured.
3. During last few years the protocol agreement with Bangladesh is being extended
for short periods of 3 to 6 months only and some times it so happens that no valid
protocol agreement exists for a small duration during intervening periods.
Recently movement
4. The fleet pro
stringent licensing regulation, but are also drawing diesel at a much subsidized
rate for Bangladesh Ports. Manning cost is also less compared to that of an Indian
Vessel. This has enabled Bangladeshi operators to quote a competitive freight
which is apparently highly welcome by the Indian Shippers. But there is always
danger of sudden withdrawa
International issues.
verine trade
imbalance. The vessels, whether Bangladeshi or Indian, in order t
proportion of inward maiden voyage cost of vessels calling in ballast, are no
com led to quote higher freight rate.
Complex and repetitive dealing of documents by Central Excise, Port Customs
and Land Customs officials delay the process of Port clearance.
7. Absence of participation of right kind of barges (IRS class; 2,500 DWT and
above) from the barge operators/ owners in the KoPT’s anchorage
83
existing terminal particularly during ebb tide needs examination. Buoys need to
be installed at strategic locations in the river for mooring facilities of Inland
9.
d Customs office in Kolkata for processing the same
ating Trouble for them and is expensive also.
Wa
Vessels/ Barges.
Non availability of time bound regular service to Bangladesh from Kolkata and
Haldia.
10. Presently, after customs inspection and examination, the consignments are sealed
and documents are sent to lan
for submission to Namkhana Land Customs Station by the exporters/ agents for
obtaining final Let Export Order, instead of issuing the same from the loading
point subject to inspection of the barge in respect of seal, etc. at Namkhana before
sailing to Bangladesh. Visit of exporters/ agents officials to Namkhana just for
Let Export Order is cre
ys Forward
1. New Ports of Call ( POC) are to be included under the purview of the
Protocol so as to expand the coverage of operation
2. Waterway route of Dhulian-Rajsahi-Aricha- Narayanganj shall be made
operational by repairing the Jangipur lock which will considerably reduce
the distance and operating time between Kolkata and Guwahati.
3. Interactive sessions with users/ operators, govt agencies like IWAI,
with Bangladesh Inland Water Transport
at all Ports of Call for efficient cargo transfer.
Kolkata Port Trust, CIWTC etc was held at Kolkata. Similar interactive
sessions will be arranged on a regular basis to discuss and resolve
problems faced by the IWT entrepreneurs
4. Bilateral matter will be taken up
Authority (BIWTA), the competent authority from Bangladesh side as per
the Protocol.
5. Specialized barges will be designed and constructed to suit the Protocol
waterway conditions and nature/ type of cargo.
6. Necessary infrastructural facilities including mechanical cargo handling
system will be provided
7. Night navigational facilities to be provided for the entire Protocol route
84
within the Indian territory. Matter will be taken up with Bangladesh
authorities for providing similar facilities for their waterways.
8. At present most of the time, barges are moving in loaded condition in one
conomics of barge operation will reduce considerably.
side. Possibilities for organizing return cargo will be explored so that the
e
9. Formalities related to custom clearance at Namkhana will be simplified
and made faster so as to reduce waiting time for barges.
85
CHAPTER-8
FUTURE ROLE OF IWT IN THE NE REGION Waterway development Witprogramme and projectsall the necessary inf s. With this the IWT can compete with other modes namely rail and road in terms of cargo transportation to/from the Kolkata/ Haldia ports through the Indo-Bangladesh Protocol route and NW-2. The development of river routes like Subansiri, Dhansiri and Lohit will accelerate the development of the hinterland as well as the opening up of new business opportunities along these rivers. This will also reduce the flooding pattern in these rivers during the monsoon season. The development of waterways will directly give employment opportunities to many people. As regards, the indirect benefits accrued due to this development, they are expected to many times the direct employment generated primarily on account of the services which are bound to come up as a resultant thereof. Cargo movement
h the renewed focus on IWT development and the completion of the ongoing it is expected that NW-2 would be a full fledged waterway with
rastructure facilities within a time frame of 8-10 year
The future prospects of IWT along the Indo-Bangladesh Protocol route have
already been discussed in Chapter 7.
The largest expected cargo movements in the NE region is for the National
Hydroelectric Power Corporation Ltd (NHPC) for their ambitious power projects being
set up in various tributaries of the Brahmaputra. It is expected to generate cargo
movements of the order of 50 million tons over a period of 20 years. It means that an
annual cargo will be about 2.5 million tons. A case study has been conducted for this
cargo movement. The identified infrastructure requirements are projected as:
Annual cargo = 2.5 million ton Average lead distance = 1500 km Cargo in ton-km = 3.75 billion ton-km Capacity of vessel = 1000 tons Annual productivity/ vessel = 10,000 tons Number of vessels required = 3.75 billion tons
86
1000 x 10000 = 375 vessels
Cost of vessels sel = 375 x 6
= Rs 2250 Cr @ Rs6 Cr per ves Considering terminal capacity = 2.0 lakh tons Number of terminals required = 2.5 million tons 2.0lakh tons = 13 nos Cost of terminal construction @ Rs 30 Cr per terminal = Rs 30 X 13 = Rs 390 Cr Fairway development (including providing 24 hrs navigational facilities) @ Rs1 million/ km, the cost of development = 1500 X Rs 1 million = Rs 150 Cr If IWT can capture the above project cargo, the future investment scenario will be
I
of the order of:
tems Number Cost (Rs in Cr) Vessels 375 nos 2250 Terminals 10 nos 390 Fairway development 1500 km 150
The other identified cargo movements include coal from Meghalaya, fly ash
movement from Farakka to various destinations in the NE, lime stone movement for
cement plants, movement of petroleum products from Numaligarh Refinery, bitumen
movement from Haldia, food grains movement for FCI to various destinations in the NE
from Kolkata.
Opening of new Inter-country IWT routes
Besides the existing Indo-Bangladesh protocol route, opening and development of
87
the following IWT routes will accelerate trade and commerce between India and its
River Tizu- Chindwin- Irrawady route- this will make
rconn ctivity agaland and Myanmar to the port
pui- Chimtupui- Kolody is will make
yanmar to the port
make interconnectivity
and Bangladesh to Dacca and other
neighboring countries.
i)
inte e between N
of Yangoon (Rangoon)
ii) River Neng ne route- th
interconnectivity between Mizoram and M
of Sittwe.
iii) River Gumti- Meghna route- this will
between Tripura
locations.
Advantages of IWT
The advantages of IWT routes that can be effectively and profitably utilized can
resu
Cargo transportation to the north east through Sunderbans-
Bangladesh- NW-2 waterway system and Sunderbans- Bangladesh-
Meghna- Barak w sy rtest as compared to rail
and road network
od se n odes of transport are not in
operation, only IWT mode is the linking route for the NE region to the
destinations in the NE after its import at Kolkata/ Haldia ports.
xix) A visible modal shift in cargo transportation to IWT in the region. It is
ted cargo of 6 million ton-km will be moved
through NW-2 by 2020 AD.
lt in the following benefits.
xvi)
aterway stem are the sho
s.
xvii) During flo ason, whe other m
rest of the country. Food grains and other basic commodities are being
taken to the NE region only through IWT mode during flood season.
xviii) Bulk commodities and over dimensional cargo (for erection of plants,
projects etc) can be easily taken through IWT mode to various
expected that the projec
xx) Increased economic activity through IWT- the average earning due to
88
additional employment is estimated as Rs 33.32/ man-day.
xxi) Additional employment generation of 27,047 is expected by 2020 AD
w h co
xxii) IWT will
will mak r safe and smooth operation of cargo
movemen
xxiii) Moving
congestion on road and rail tracks.
xxiv) A is
reduces p
medical a
xxv) The development also boost up the social development of the
- the expected economic yield of investment is about 15%
xxvi) IWT advantage will ensure minimum human loss as against frequent
and channel maintenance will prevent soil erosion
xxviii) nath, Kaziranga- Jorhat(Neamati)-Sibsagar.
xxx)
hic rresponds to Rs 0.9 million/ day.
develop as an alternative mode of transport- the development
e the river way worthy fo
t.
freight through barges helps in reducing the level of
s it environment friendly, it creates less noise pollution and
ollutants levels in the air thereby reducing expenditure on
id.
hinterland
accident on rail and roads.
xxvii) Proper bandalling
and siltation of rivers, provide better quality of water and ensure
biodiversity in the area.
Development of tourism circuits - Guwahati- Kaziranga via Tezpur,
Tezpur-Singri-Viswa
xxix) Increase in trade and commerce
Upliftment of people due to increased communications and new
opportunities
89
CHAPTER-9
EMENTATION & INSTITUTIONAL AIMPL RRANGEMENT
National Waterway-2
ll the develo At present a pmental works in river Brahmaputra between Bangladesh
Border and Sadiya (NW-2) are being undertak
(IWAI). IWAI is the im all activities like development,
maintenance, regulation etc for NW
pertaining to jurisd
flexibility for operation of vessels belongs to public/ private sector operators on NW-2
have been given to the respective agencies.
The conceptual setup of t
Annex-3. As per this, a Director level officer
Separate wings for carrying out works relate
works (Mech-Marine wing) and hydrographic
functioning under him
after the administration related to office. The Engineering Wing is
functioning under an Assistant Di
river conservancy for fairway m l facilities in the
form of channel m inals and construction of
permanent term
level officer looking after the operation and maintenance of survey vessels, dredgers,
workboats etc. The Hydrographic Wing under an Assistant Hydrographic Surveyor
looking after all survey works like thalweg surveys, detailed surveys at shoal locations,
terminal surveys, collection of hydrological data and dissemination of navigational
information in the form of river notices.
In general the regional directorate will be responsible for undertaking the following
activities:-
i) Developing and maintaining a fairway between Bangladesh Border and
Sadiya (891 km)
en by Inland Waterways Authority of India
plementing agency of
-2. The administrative authority also rest with IWAI
iction and control of all activities related to NW-2. However
organization of IWAI for NW-2 is given in a chart form a
is heading the regional office at Guwahati.
d to civil works (Engineering wing), marine
survey works (Hydrography wing) will be
. Besides there will be Finance and Administration wing looking
and accounts matters
rector level officer looking after the works related to
aintenance, day and night navigationa
arking, maintenance of floating term
inals. The Mech-marine wing is functioning under an Assistant Director
90
ii) rovision of channel marking ( both day and night channel marks)
iii) Channel patrol
iv) H in the
form of river notices
er conservancy and river training works for providing a safe
WAI.
P
ydrographic surveys and dissemination of navigational information
v) Undertaking riv
navigational channel for the entire waterway
vi) Enforcement of Rules and Regulations formulated and notified under IWAI
Act
vii) Providing Pilotage to vessels
viii) Operation and maintenance of terminals ( both permanent and floating
terminals)
ix) Operation and maintenance of various vessels owned by I
x) Procurement of required hardware like dredgers, vessels, cranes etc.
xi) Liaison with State Govt departments/ organizations/ agencies
xii) Liaison with public and private sector users/ operators.
xiii) Cargo promotion activities
xiv) Levy and collection of charges for waterway usage, terminal usage, Pilotage
etc.
Other waterways
The Inland Water Transport Directorate (IWTD), under the Transport Department, Govt of Assam is looking after the maintenance and management of other waterways in Assam. They own and operate vessels for carrying cargo as well as passengers in river Brahmaputra, its tributaries and other rivers in the Barak valley. They also undertake ferry services- both longitudinal ferry and cross ferry services- at many locations of the rivers.
The organizational chart of IWTD Assam is given at Annex-4. The IWT Directorate is headed by Director. One Additional Director is assisting him for discharge of his function. Under him three Joint Directors looking after three wings namely general, technical and survey are there. Besidecommercial aspects of vessel operation are th
ibrugarh and Silcher under an Executive Engineer level officer is functioning primassisting th o available.
s two Deputy Directors looking after the ere. Three operating divisions one each at
Guwahati, Darily looking after the vessel operation and maintenance. Other supporting staffs for
ese officers are als
91
Such a setup is only available for the State of Assam at present as number of nav le r n Assam compared to other States in the NE region. Rivers in oth tateand Mizoram are being looked after by the Irrigation or Transport Department of the resp ive systematic implem
Setting up of North East W WRA)
igab ivers are more ier S s like Tripura, Nagaland, Manipur, Sikkim, Meghalaya, Arunachal Pradesh
ect State Govt. These Govts needs to set up similar set up at that of Assam for entation of IWT projects.
ater Resources Authority ( NE
Government of India has a plan to establish a cohesive, autonomous, self
con d ources Authority (NEWRA) to provide
effe f
drainage im , navigation and develop other related infrastructure in the North
Eas ion nessee Valley
Aut ity. ient and
sus ble ough effective
plan , r
Th t e following necessity:
derdeveloped and suffers from natural disasters year after year
nmental conditions are deteriorating due to severe erosion and
taine entity called North East Water Res
ctive lood and erosion control, generate hydropower, provide irrigation facilities,
provement
t reg . It is proposed to establish the Authority in the form of the Ten
hor The mission of the new organization is to ensure equitable, effic
taina development of the water resources of the NE region thr
ning egulation, coordination and implementation.
e Gov has taken this decision due th
i) Although rice in natural resources, the NE region is largely rural an
un
ii) Enviro
deforestation
iii) The development of water resources sector including navigation potential
has been low as compared to that at the national level. It is 31% against
67%in the irrigation sector and 1.9% against 18.4% in the hydropower
sector.
iv) The per capital income in the region is only Rs6625/- against the national
per capital income of Rs 10254/- and about 34.28% of the people are
living below poverty line.
v) The existing organization (Brahmaputra Board) has not been able to
deliver due to various reasons such as lock of authority, autonomy and
budgetary support as well as regulatory power. Moreover the Board has
lost the goodwill of the people of the region.
92
The assets, liabilities and staff of the Brahmaputra Board will be
ance & Administration. Besides
ntatives of MoDONER,
MoWR
would be dec ster and
consist f M
The Authority will have Advisory bodies consisting of senior officers of the State Govt
dealing h w
State Ministrie
sectors, who w
After setting up of the new Authority all the rivers in the Brahmaputra and Barak
valley will be under the jurisdiction of NEWRA. Similarly rivers in Mizoram, Manipur,
Tripura and Nagaland will also be under this authority. As such the development of
navigation in NW-2, Barak and other NE rivers will be handed over to the NEWRA in a
phased manner.
transferred to the newly formed Authority. Organizations like Central Water Commission
(CWC), Central Ground Water Board (CGWB) and National Institute of Hydraulics
(NIH) shall continue their operation in coordination with the Authority. Public sector
undertakings like NHPC and NEEPCO will continue to function in association with the
Authority. The State Govt organizations will continue to function and execute various
works on those rivers which are not included in the domain of the NEWRA.
The Authority will be headed by a Chairman and consisting of five members- one
each for Water, Power, Navigation, Environment and Fin
part-time members representing the seven States, represe
, Planning Commission and NEC etc will be there. The overall policy matters
ided by a high power committee headed by the Prime Mini
ing o inisters of various Central Ministries and Chief Ministers of all NE states.
wit ater/ power resources sector, representatives of the concerned Central /
s/ Organizations, stake holders and eminent professionals in specified
ill advise on matters associated with the implementation of the mission.
93
CHAPTER-10 CONCLUSION / RECOMMENDATIONS
Conclusion There has been a renewed interest in the efficacy of the inland waterways as a cost effective, fuel efficient and safe apassengers. A num
consi
Strengths
nd secure mode of transportation of goods and ber of countries have taken up initiatives for developing these
waterways and investing in the related IWT infrastructure. Although river navigation usage is recording a declining trend, many countries still witness large scale movement of cargo by inland waterways. Thailand, Vietnam, Indonesia and China are ready examples of impressive cargo movements. In 2000-2001 Thailand recorded 25.2 million tonnes, Vietnam 20 million tonnes, Indonesia 14.5 million tonnes while in China the movement was of the order of almost 750 million tonnes. While the current levels of cargo movement inland waterways in India is
derably low at 45 million tonnes, with stepped up investment in dredging, bandalling and night navigation facilities long distance cargo movements are possible on our rivers. Up gradation of terminals, establishment of inter-modal linkages and training and up gradation of IWT personnel can lead to enhanced efficiency. A number of other indirect and intangible benefits may also flow form the increase in economic activity, development of tourism circuits, water sports, conservation of biodiversity and sectoral development. If these initiatives are harnessed together they can also lead to the development of eco-towns flourishing with growth of related services. From an analysis of the overall Strengths, Weakness, Opportunities and Threats of the inland waterways in the North East, the following scenario emerges:
• Large perennial rivers, cheapest mode, fuel efficient, least polluting • Floating terminals available at Dhubri, Jogighopa, Pandu, Tezpur and Neamati in NW-2 • Inter-modal terminal under construction at Pandu. • Additional permanent terminals with mechanical handling facilities proposed at Dhubri, Jogighopa, Neamti, Tezur and Dibrugarh • Two permanent terminals available at Karimganj and Badarpur in Barak. Proposal for constructing permanent terminals at Silchar and Lakhipur.
94
• Vessels of IWTD, Assam already operates in various rivers in the NE region • Existing through IWT
Weakness
Indo-Bangladesh treaty for Transit and Trade
• Non-availability of a reliable fairway • Non- availability of night navigation facility • Non-availability of mechanical handling facilities at terminals • Non-availability of sufficient hardware like dredgers for maintaining the
fairway • Non-availability of sufficient cargo vessels. • Non-availability of return cargo Opportunities • Improved connectivity and employment opportunities. • Tourism related activities • Opening of inter-country routes for trade and commerce Threats • High investment cost- can not be recovered from beneficiaries • Low or negative financial rate of return- need subsidy or support from government • Simultaneous shoal formations in the upper reaches of Brahmaputra
and waterways have to emerge as vibrant and flourishing centres for
fostering ge to be taken. S e facilities, etres, development of berthing facilities with mechaniz ho e cost and inter-modal linkages proprovision f st ommercial value of terterminals n em
• Non-availability of water in the tributaries of Brahmaputra during lean season period (November to March)
If the inl lar scale cargo movements and commercial use a number of steps needom of these are providing periodic dredging, river training, night navigation a minimum LAD of 2 med rizontal and vertical cargo handling at reasonablto vide rapid access and egress to touch traffic at terminals. Further more, o orage, bunkering and repair facilities will not only enhance the cthe minals but will provide sufficient value addition in order to make the IWT a inently economically viable option.
95
The study has considered a number of specific measures and steps that need to be taken
up. Acco ing
1. River Brahmaputra (NW-2) should be developed for a fairway of 2.5 m LAD up to a stretch with necessary infrastructure fa i hrs navigation, throughout the year.
2. A rlean season. It should be developed for at least 2.5 m LAD so that 2.0 m draft 1 problem. It will only give ec o tion. Aricha-Dhulian-Rajsahi- Dacca route should be developed for navigation purpose which in turn reduce the distance and ti of IWT vessels between Kolkata and NE region.
3. R r B lared as a national w rw e taken on priority basis. The Protocol transit ro e icial to adjoining States like Manipur, Mizoram and Tripura.
4. Develop the river route through Gumti- Meghna system and include the same un r t open trade an com
5. Develop the river route through Tizu-Chindwin- Irrawady system and enter into a w e and co meh terla Yangoon port.
6. Develop the river route through Nengpui-Chimtupui-Kolodyne river system and en
maligarh refinery, Coal transporters from Meghalaya, Tea companies of Assam, Cement companies etc. for
rd ly, the following recommendations have also been proposed:
P ndu and 2.0 m LAD for the remainingcil ties like terminals and made operational for 24
t p esent the Bangladesh waterways is being developed for 1.6 m LAD for the
000 tons vessel could be played without anyon mical advantage for vessel opera
me of operationive arak between Karimganj and Lakhipur should be decate ay and its development but to be extended upto Lakhipur so that it would be benef
de he purview of the Protocol treaty with Bangladesh. This willd merce opportunity between Tripura and Bangladesh.
ne transit and trade Protocol with Myanmar. This will open tradm rce opportunity between Nagaland and Myanmar. It also facilitate port-
in nd connectivity with its connection to
ter into a new transit and trade Protocol with Myanmar. This will open trade and commerce opportunity between Mizoram and Myanmar. As this route is connected to the Sittwe port in Myanmar it would facilitate integration of Coastal shipping- IWT- Road connectivity for movement of men and materials.
7. Develop tributaries of Brahmaputra like Dhansiri, Subansiri and Lohit as its development will accelerate the development of the hinterland.
8. Public-private participation to be explored for investment in fairway development and providing infrastructure facilities like terminals. JVs be made with prospective waterway users like NHPC, Nu
96
development of fairway on cost sharing basis.
nsidered for promotion of IWT mode.
9. Fiscal incentive measures/ viability gap funding be introduced for attracting cargo movement through IWT. Tax concessional measures may also be co
97
Tables
98
Annexure
99
References
1 Detailed Project Report for development of National Waterway-2 (1990)
by WAPCOS (India) Lt
2 Techno-economic feasibility study for development of navigation in river
Barak (1998) by RITES
3 Inland Waterway Development Programme (phase-I report- 2004) for
Asian Development Bank by CPCS Transcom
4 Techno-economic feasibility study in river Brahmaputra for development
of inland water transport for tourism traffic (1999) by M/s CP Consultants
(P) Ltd.
5 Detailed Project Report for th
by RITES
6 Development of Na T-Selected bulk commodities
– identification of bankable projects (2002) by NCAER
7 Master Plan Studies of Gumti Basin (1996) by Brahmaputra Board
8 Master Plan Studies of Lohit Basin (2000) by Brahmaputra Board
9 Master Plan Studies of Dhansiri Basin (1996) by Brahmaputra Board
10 Master Plan Studies of Subansiri Basin (2002) by Brahmaputra Board
11 Master Plan Studies of Haora Basin (2003) by Brahmaputra Board
12 Hydrographic survey charts of Gumti river by Minor Ports Survey
Organistion ( 2005)
13 Hydrographic survey charts of Haora river by Minor Ports Survey
Organistion ( 2005)
14 Study on Economic Gains of Cargo movement through IWT mode in
National Waterways-1 and 2 by NCAER (2005)
15 Study for Collection of cargo and passenger movements in National
Waterway (2005) by Prof. Manas Das, IIM,Kolkata
16 Brochure of “An interactive session on Problems and prospects of Indo-
Bangladesh riverine trade”- Nov 2005 by Kolkata Port Trust
17 S.P.Shukla Commission Report on Transforming the North East (1997)
d
e Kolodyne-Myanmar Project ( 2004)
tional Waterways for IW
100
9
1 ontier Railway- Railways in the NE region
t of
18 India-2005
1 Census Data, 2001
20 Website of North Eastern Council- for general details
2 Website of North East Fr
22 Website of Department of Road Transport and Highways- Developmen
National Highways in the NE region.
23 Assam Mirror
101