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

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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

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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

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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.

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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

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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.

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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.

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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.

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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

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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”.

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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.

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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

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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