A STUDY ON PRESENT SCENARIO, FACILITIES AND

ISSUES OF THE NATIONAL WATERWAY PROJECT 1

Submitted for the partial fulfillment of the requirement for the degree of

Master of Business Administration in Port and Shipping Management

Submitted by

RAHUL SINGH
Reg. No. 1803304017

Under the supervision of

DR. EMIL MATHEW

Assistant Professor

SCHOOL OF MARITIME MANAGEMENT

INDIAN MARITIME UNIVERSITY CHENNAI
CAMPUS-600119

JULY 2020
 CONTENTS
List of Figure… .................................................................................................................... iii
List of Graph ........................................................................................................................ iii
List of Table… ...................................................................................................................... iii
Certificate ............................................................................................................................ iv
Declaration ........................................................................................................................... v
Acknowledgments… ............................................................................................................ vi
Abstract… ........................................................................................................................... vii

I. INTRODUCTION
1.1 Background of the study .............................................................................................. 1
1.2 Types of Inland Waterways……………………………………………………………...2
1.3 Inland Waterways of India ........................................................................................... 3
1.4 Research Problem…………………………………………………………..……………3
1.5 Objectives of the Study……………………………………………………………….....4
1.6 Research Methodology…………………………………………………………………..4
1.7 Imperative things for National Waterway………………………………………………5
1.8 Conclusion…………………………………………………………………………….…5
1.9 Limitations of the study………………………………………………………………….6
II. REVIEW OF LITERATURE
2.1 Introduction……………………………………………………………………………...7
Literature Review………………………………………………………………………..7-10
2.2 Conclusion……………………………………………………………………………..10

III. OVERVIEW OF NATIONAL WATERWAY 1

3.1 National Waterway 1………………………………………………………………….11
3.2 Project Description……….…………………………………………………………....11
3.3 Fairway Development…… ………………………………………………………… 13
3.4 Cargo Movement………………..……………………………………………………..14
3.5 Passenger Movement………………….………………………………………………18
3.6 Conclusion…………………………………….……………………………………….19

i
IV. DEVELOPMENT AND FACILITIES IN NW-1
4.1 Planned/Proposed Infrastructure………………………………………………………20
4.1.1 Planned Infrastructure……………………………………………………...........20
4.1.1.1Description of Planned Infrastructure……………............. ………….20
4.2 Upcoming Projects……………………………………………………………………..31
4.3 Recent Developments…………………………………………………………………..31
4.4 Conclusion……………………………………………………………………………...32

V. ISSUES, CAHLLENGES AND OPPORTUNITIES OF NW-1

5.1 Challenges for National Waterways-1………………………………………………...33
5.1.1 Technical Issues……………………………………………………………35-37
5.1.2 Regulatory Issues……………………………………………………………..37
5.1.3 Geo political Issues……………………………………………………….37-38
5.1.4 Financial Issues………………………………………………………………38
5.1.5 Challenges in Integrated Project Development……………………………....39
5.1.6 Environmental Issues………………………………………………………...40
5.2 Key Issues………………………………………………………………………..40-41
5.3 Role of Central and State Government………………………………………………41
5.4 Opportunity Areas………………………………………………………………...41-42
5.5 Emerging Trends……………………………………………………………………..43
5.6 Conclusion…………………………………………………………………………....43

VI. CONCLUSION AND SUGGESTION

6.1 Stakeholders View……………………………………………………………………44

6.2 Suggestions/Policy Implementations…………………………………………….. 44-46
6.3 Initiatives taken by IWAI…………………………………………………………46-47
6.4 Conclusion………………………………………………………………………...47-48
BIBLIOGRAPHY…………………………………………………………………...49

ii
 LIST OF FIGURE

3.1 Map of NW-1…………………………………………………………………………..12

3.2 Map of IBP route……………………………………………………………………….18
5.1 Key issues/challenges…………………………………………………………………..35

LIST OF TABLE
3.1 LAD in NW-1 ............................................................................................................. 13

3.2 Total traffic movement in National Waterways………………………………………..14

3.3 Section wise traffic on NW-1…………………………………………………………..16

LIST OF GRAPH
3.1 Cargo movement in Five years………………………………………………………….15

4.1 Jetty wise cargo loaded and unloaded…………………………………………………...24

4.2 Monthly wise Ro-Ro traffic in FY19 and 20……………………………………………26

4.3 Monthly lock gate crossing in FY19 and 20…………………………………………….29

LIST OF PIECHART

3.1 Share of traffic on NWs………………………………………………………………...14

3.2 Commodity Profile of traffic…………………………………………………………....15

3.3 Section wise traffic on NW-1 in FY19 and 20………………………………………….16

4.1 Vessel category wise crossing lock gate in FY 19 and 20………………………………28

iii
 CERTIFICATE

This is to certify that this report titled, A STUDY ON PRESENT SCENARIO,

FACILITIES AND ISSUES OF THE NATIONAL WATERWAY PROJECT 1
submitted to the School of Maritime Management, Indian Maritime University, Chennai
Campus, by RAHUL SINGH (1803304017) in partial fulfillment of the requirements for the
award of the degree of MASTER OF BUSINESS ADMINISTRATION in PORT AND
SHIPPING MANAGEMENT is a record of the project work done under my supervision.

Date:
Place: PROJECT SUPERVISOR

iv
 DECLARATION

I Rahul Singh, Registration No. 1803304017 student of School of Maritime Management,

Indian Maritime University, Chennai Campus pursuing Master of Business
Administration (Port and Shipping Management), hereby declare that this report titled “A
STUDY ON PRESENT SCENARIO, FACILITIES AND ISSUES OF THE NATIONAL
WATERWAY PROJECT 1” has been prepared by me towards the partial fulfillment of the
requirement for the award of degree of “Master of Business Administration in Port and
Shipping Management ” under the guidance of Dr. Emil Mathew, Assistant Professor,
School of Maritime Management, Indian Maritime University, Chennai Campus.

I also declare that this project report is my original work and has not been copied from any other
report previously submitted for the award of any Degree, Fellowship, or other in similar titles.

Place: Chennai

Date: July 31, 2020 Rahul Singh

Reg. No.- 1803304017

Forwarded by:-

Dr. Emil Mathew

Assistant Professor & Project Guide,

School of Maritime Management

Indian Maritime University

Chennai Campus

v
 ACKNOWLEDGEMENTS

I would like to express my sincere thanks to Dr. A. Mourougane, Head of Department and
Associate Professor, School Maritime Management, Indian Maritime University, Chennai
campus for the guidelines and encouragement in carrying out this research work. I also extend
my gratitude to my guide whose immense support was always with me Dr. Emil Mathew,
Assistant Professor, SMM. I also extend my gratitude to other faculty Dr. M Sekar and
Prof. Lekha Ravi and also to the visiting Professors of the campus.

I would also like to thank everyone who took their time and contributed to this study by
sharing their knowledge during this work. Finally, yet importantly, I would like to express
my heartfelt, thanks to my beloved parents for their blessing, my friends and classmates for
their help and wishes for the successful completion of this project.

DATE: JULY 31, 2020

PLACE: CHENNAI RAHUL SINGH

vi
 ABSTRACT

The Indian National Waterway Project 1 which is also known as the Ganga-Bhagirathi-
Hooghly river system stretch from Allahabad to Haldia covering 1620 km. National
Waterway 1 is India’s first ever inland waterway transportation route which comes under
Inland Waterway Authority of India. IWAI along with World Bank is backing this project
financially. The main motive of introduction of Inland Transportation system in India is to
bring down the logistics cost which is around 14%-15% of GDP currently in comparison to
countries like China, USA, and countries in European Union whose logistics cost is only 6%-
8%. The another main reason behind this project is to harness the potential of the Indian River,
countries like India have numerous amount of river which are only being used for irrigation,
fisheries and power production but we can use this River network for the sake of
transportation of the cargo from one place to another place.

This report is prepared to study the various prominent dimensions of this National Waterway
1 for instance what is the objective, needs, cargo potential, issues challenges, opportunity,
viability, cost effectiveness etc. The focus of this project is to know about viability of this
project and to know what shippers feels about this project. This massive project requires huge
amount of money that is why Government of India and World Bank is funding in 50:50 ratio.
If we talk about the types of cargo which can be transported from this stretch are like stone
chips, coal, fertilizer, food items, cement, fly ash etc.

There are various infrastructure activity is going on under which construction of Multimodal
terminal, RO-RO jetty, barge repair and maintenance facility, differential global positioning
system, draft maintenance, navigational facility and many more are there.

vii
 CHAPTER I
INTRODUCTION
1.1 Background of the Study

Inland waterways of India have about 14,500 km of navigable and capable navigable waterways
but the thing is that around 5,200 km of the river and 4,000 km of canals can be used by
mechanized crafts. India’s Inland waterways are not properly utilised as compared to other
countries in the world. The total cargo moved (in ton-kilometres) by the inland waterway was
just 0.5% of the total inland traffic in India. The Inland Waterways Authority of India (IWAI)
came into actuality on 27th October 1986 for development and regulation of inland waterways for
shipping and navigation. Its headquarters is located in Noida, Uttar Pradesh. The IWAI
announced five National conduits in India and furthermore proposed the 6th one. India has
around 14,500 km of traversable conduits containing streams, trenches, backwater, rivers. This is
notwithstanding the coastline of 7,517 km covering the terrain, Lakshadweep Islands, and the
Andaman and Nicobar Islands. By and by, Inland Waterways activity is confined to a couple of
stretches in the Ganga-Bhagirathi-Hoogly Rivers, the Brahmaputra, the Barak River, the streams
in Goa, the backwaters in Kerala, inland waters in Mumbai and the deltaic areas of the Godavari-
Krishna River.

The conduit's stretch among Kolkata and Delhi goes through one of India's most thickly
populated territories. According to a World Bank study, a sizeable 40 percent of all India's traded
goods either originates from this resource-rich region or are destined for its teeming markets.
While the region is estimated to generate about 370 million tons of freight annually, only a tiny
fraction of this approximately 8 million tonnes currently travel by water.

These long waterways in India provide a good mode of transport athwart the cities as well as
towns, like backwaters of Kerala, Canals in Gujarat and few waterways in Goa, West Bengal,
and Assam. Freight transportation by waterways is not adequately utilized in India. The total
amount of cargo being moved (in ton-kilometres) by the inland waterway was very less of the
total inland traffic in India, compared to the 21% figure for the United States. Indian water
transportation is receiving significant enthrallment in recent times since logistics cost in India is

1
one of the highest among major countries –as per one important reports it is 18% in India versus
8-10% in China and 10-12% in European Union.

The responsibility of development of these waterways rests with the Inland Waterways Authority
of India (IWAI). This power, alongside Central Inland Water Transport Corporation (CIWTC) as
the main administrator, is the two Central offices occupied with the nation. The endeavors of
these associations are enhanced and bolstered by inland water associations of different States and
private administrator. In mainland Europe, out of 26,000 km of traversable conduits, 17,000 km
length is having profundity more than 2.75 m. The European Union (EU) has propelled a
particular modular move program called "Marco Polo" in 2003. In China, out of 119,000 km of
safe conduits, 5000 km length is having profundity more than 2.75 m. Moreover, 2000 inland
ports exist in China. In the USA, out of 41,000 km of traversable conduits, 24,000 km length is
having profundity more than 2.75 m. The IWT modular offer in the Netherlands is 42%, France
15%, Hungary 15%, Germany 14%, Belgium 13% and in the US 15%.

1.2 Types of Inland Waterways

Inland navigation channels for the commercial traffic are generally three types: open river
waterways, canalized waterways, and canals.

 Open river navigation: There are few rivers where the discharge is adequate throughout the
river to provide suitable channel dimensions for year-round commercial navigations of
modern vessels and barges. The natural factor which restricts open river navigation
particularly, in the freshet reaches include very high-velocity currents, decreased depth in
low water period, sediment deposition in the channel and natural hazards I the form of
rapids/outcrops. Under such circumstances, engineering measures (river training or
rectification and stabilization) include the construction of spurs, dukes, and longitudinal
dykes, revetments and so on for the channel regulation to provide and maintain adequate
channel dimensions for navigation. The National Waterway 1 (Ganga-Bhagirathi-Hooghly
river system) and National Waterway 2 (the river Brahmaputra) come under open river
navigation.

2
 Canalized waterways: A canalized river is one that has been transformed from a free-
flowing stream to a series of slack-water pools by the construction of a number of locks and
dams. The flow in the canalized waterway is to a greater or smaller degree controlled by
engineering works. In India, no such waterways have been exclusively developed for
navigation.
 Canals: Canals are developed for connecting two or more water bodies. Navigation canals
are thus entirely artificial waterways whose water is obtained by diversion from
rives/reservoirs. The National Waterways 3 (WCC), National Waterway 4 and National
Waterway 5 come under this classification.

1.3 Inland Waterways of India

National Waterway 1: Varanasi- Haldia stretch of the Ganges–Bhagirathi– Hooghly river system
having a length of 1620km with expected cargo movement of 4 million tons.

National Waterway 2: Sadiya-Dhubri stretch of Brahmaputra river system having a length of

891km with expected cargo movement of 2 million tonnes.

National Waterway 3: Kozhikode-Kollam stretch of the West Coast Canal, Champakara Canal,
and Udyogmandal Canal having a length of 205 km with expected cargo movement of 1 million
tons.

National Waterway 4: Kakinada-Puducherry stretch of canals and the Kaluvelly Tank,

Bhadrachalam – Rajahmundry stretch of River Godavari and Wazirabad – Vijayawada stretch of
River Krishna having a length of 1095km.

National Waterway 5: Talcher-Dhamra stretch of the Brahmani River, the Geonkhali –

Charbatia stretch of the East Coast Canal, the Charbatia–Dhamra stretch of Matai River and the
Mangalgadi – Paradip stretch of the Mahanadi River Delta having a length of 623km.

National Waterway 6: In Assam, Lakhimpur to Bhanga of river Barak having the length of 121
Km.

3
1.4 Research Problem

The Indian National Waterway Project 1 which is also known as the Ganga-Bhagirathi-Hooghly
river system stretch from Allahabad to Haldia covering 1620 km. National Waterway 1 is India’s
first ever inland waterway transportation route which comes under Inland Waterway Authority of
India. IWAI along with World Bank is backing this project financially. The main motive of
introduction of Inland Transportation system in India is to bring down the logistics cost which is
around 14%-15% of GDP currently in comparison to countries like China, USA, and countries in
European Union whose logistics cost is only 6%-8%. The another main reason behind this
project is to harness the potential of the Indian River, countries like India have numerous amount
of river which are only being used for irrigation, fisheries and power production but we can use
this River network for the sake of transportation of the cargo from one place to another place.

This report is prepared to study the various prominent dimensions of this National Waterway 1
for instance what is the objective, needs, cargo potential, issues challenges, opportunity,
viability, cost effectiveness etc. The focus of this project is to know about viability of this project
and to know what shippers feels about this project. This massive project requires huge amount of
money that is why Government of India and World Bank is funding in 50:50 ratio. If we talk
about the types of cargo which can be transported from this stretch are like stone chips, coal,
fertilizer, food items, cement, fly ash etc.

There are various infrastructure activity is going on under which construction of Multimodal
terminal, RO-RO jetty, barge repair and maintenance facility, differential global positioning
system, draft maintenance, navigational facility and many more are there.

1.5 Objectives of the Study

 To study the overview of National Waterway-1 project.

 To study about the development and facilities of National Waterway-1.
 To study and analyse the issues, challenges and opportunities of the National Waterway-
1.
 To analyse problem of traders and provide suggestions.

4
1.6 Research Methodology

The objective of the present study can be accomplished by conducting a systematic survey but in
this pandemic situation it is not possible to do so. So, this study will depend upon the secondary
data collected from various sources. The first objective will be carried out by going through the
websites of Jal Marg Vikas Project and Inland Waterway Authority of India. These websites will
provide a lot of information regarding each and every aspect of the project and the status of it.
The information related to the movement of cargo, passengers and fairway development are
included in this objective of the study.

In the second objective, the development related to infrastructure and services are included in
this objective. The planned and proposed infrastructure facilities and the developments which
have taken place in the recent years will also be included. And also the upcoming projects will
also be able to justify the objective. The sources like website of Jal marg Vikas Project and the
reports like Ports of India 2020, Strategic status report on Inland Waterway etc. will provide a lot
of information regarding this objective.

In third objective, the issues and the challenges of the National Waterway will be clearly defined
in this objective and what are the opportunities that will come up in upcoming future will also be
included. The emerging trends that are coming in the National Waterway will be the part of this
objective. The sources like reports on Environmental assessment of Varanasi terminal and
Detailed Project Report of National Waterway 1 will provide sufficient information regarding
this objective.

1.7 Imperative things for National Waterway

The National Transport Policy Committee (1980) recommended the following principles for
declaration of a national waterway.

 It should possess the capability of navigation by mechanically propelled vessels of a

reasonable size.
 It should have about 45 m wide channel and minimum 1.5m depth.

5
  It should be a continuous stretch of 50 km. The only exception to be made to waterway
length is for urban conglomerations and intra-port traffic.
 It should pass through and serve the interest of more than one State (or).
 It should connect a vast and prosperous hinterland and Major Ports (or).
 It should pass through a strategic region where development of navigation is considered
necessary to provide logistic support for national security (or).
 It should connect places not served by any other modes of transport.

1.8 CONCLUSION

NW-1 is a waterway of truly national significance passing through four states and potentially
serving the major cities of Haldia, Howrah, Kolkata, Bhagalpur, Patna, Ghazipur, Varanasi and
Allahabad, their industrial hinterlands, and several industries located along the Ganga basin. The
rail and road corridors of this region are already saturated. Hence, the development of NW-1
would result in a viable supplementary mode of transport and huge quantities of bulk cargo can
be transported thereby helping in economic development of this region.

1.9 LIMITATIONS OF THE STUDY

 The study is based on the secondary data published in newspapers, books and journals of
the researchers. Sometimes data which is published by the researchers cannot analyse the
fresh data and publish the old data which is not valid.
 The information collected from various sources may differ in such case there will be error
in actual interpretation.
 Since the project is still in progress so the complete information of some of the things
will not be available in the project.

6
 CHAPTER II

REVIEW LITERATURE

2.1 INTRODUCTION

An efficient transport sector is vital for development of the economy of any country. In a
large country like India, efficient transportation becomes pivotal to stimulate a competitive
business environment. The Indian transport system comprises various types, viz. Railways,
Roadways, Inland Waterways, Coastal Shipping and Airways.

Inland Water Transport (IWT) offers a cost effective, environment friendly and fuel efficient
mode, especially for bulk cargo, hazardous goods and over dimensional cargo – so vital for
industrial development. Also as per report issued by European Conference of ministry of
transport (ECMT), social cost of air pollution, noise pollution, land coverage,
construction/maintenance and accidents for water transport is least when compared to road
and rail transport. Water transport has no or least impact in noise pollution, accidents and
land coverage.

 Review on Inland waterways for transportation of agricultural, industrial and energy

products

Asit K. Biswas, President of the International Society for Ecological Modelling, gives his
views on the utilisation of inland waterways throughout the globe, particularly for the
transportation of agricultural, industrial and energy products. He found that there are great
variations in their importance from one country to a different. This discrepancy are often
explained to a particular extent by geographical conditions, but lack of realization of the
potential benefits to the national economies also plays a crucial role. Some countries -
especially the oil-importing developing countries - are now making determined efforts to
expand and modernize their waterways transportation systems, but generally there’s a
scarcity of national master plans for transportation, including inland waterways, so their
development remain happening on a piecemeal basis.

7
 He analysed the worldwide situation with reference to inland waterways transportation which
clearly indicates the good variations in their importance and use from one country to a
different. While geographical conditions can explain this anomaly to a particular extent, lack
of realization of the potential impact of IWT on national economies continues to be a crucial
factor. While some countries like China are specifically expanding IWT activities because no
use of farm land, the value of investment in channel construction and maintenance is smaller
than that for railways and roadways; energy is saved; industries found out along the rivers are
helped by providing a convenient means of transport, water system and drainage; inland
water transport features a greater carrying capacity and may transport overweight and
oversize cargoes; and it’s almost pollution-free other nations have made very little or no
progress so far. On a worldwide basis, expansion of IWT in developing countries has more
potential than in developed countries, where this mode of transportation is more mature.
Fortunately some developing countries have now began to recognize the potential of IWT,
and are getting to integrate it properly in their national transportation frameworks. Still, the
development of national master plans for transportation, including IWT, is lacking in most
countries. Without a national transportation policy, development of IWT can proceed only on
a billboard.

 Review on Key Issues & Challenges for Inland Water Transportation Network in India

Praveen S (Department of Civil Engineering) James College of Engineering &

Technology and Jegan J (Department of Civil Engineering) University College of
Engineering- The authors explore transport and trade as two broad service sectors of inland
water resources. They have made an effort to find out the key issues and challenges from this
sector with the evolving understanding of Indian inland water transportation system. They
have clarified the foundation of inland water transport division in India alongside the
conversation of issues and difficulties looked by the equivalent. The creators express that co-
activity and co-appointment between state governments is a vital component to grow the
system of inland water transport framework in India past state limits. They found that the
possibility of inland route looks encouraging, wherein issues on infrastructural holes and
institutional help are tended to appropriately.

8
In the investigation they have tended to the key issues or difficulties and points of interest of
Inland conduits over different modes and the emergency that it is looking in India. An
investigation of the worldwide circumstance regarding Inland Waterways Transport
framework in India unmistakably demonstrates the extraordinary varieties in their
significance and use from others. While topographical conditions can disclose this peculiarity
to a limited degree, absence of acknowledgment of the possible effect of Inland water
Transport System on national economies keeps on being a significant factor. On a worldwide
premise, extension of conduits in creating nations has more potential than in created nations,
where this method of transportation is increasingly experienced. The Inland Waterways
likewise demonstrated ideal points of interest over street or rail transport existing in the
nation. The examination of beach front freight developments in India shows that the usage of
Inland conduits in India is microscopic contrasted with European Union or neighboring
nations like China.It gives an away from of wasteful treatment of Indian ports which
disheartens the Inland Water Transport as well as the entire sea exchange. Adapting up to
these variables will require a humungous measure of exertion from both the administration
and the private segment. Private speculation is important in this segment to guarantee more
assets and more investment by taking advantage of the Inland Waterways. This division will
best capacity and create whenever kept open for hidden venture. Because of the opening up
of the Indian economy and its quick development GDP, there has been a pressing
requirement for effective vehicle framework in a huge scope for development of mass
products for giving the foundation to the force segment, conveyance of food grain, manures,
development material, Petroleum, oil and Lubricants, Over-Dimensional Consignments, and
so on. Rail and Road, modes are as of now over troubled, and clogged. Their development
requires gigantic capital speculation, time, a great deal of land securing making it all the time
a troublesome relational word. Thus, a need has emerged for the advancement just as
combination of both waterfront transportation and inland water transport. There is potential
for coordination of beach front delivery with Inland water Transport and consequently to
upgrade its offer in the absolute vehicle arrangement of the nation. The consistent
reconciliation of the seaside transportation and inland water transport can be compelling just
when the vessels can work in both the areas financially. The accessibility of lacking water
profundity in the inland conduits may have certain detriments for structure and development

9
 for an ideal planned vessel. Without a National Water Transportation Policy, Development of
Inland Waterways can proceed only on an ad hoc, piecemeal basis.

 Review on Strategic Status Report on National Inland Waterways in India

Shripad Dharmadhikary and Jinda Sandbhor, has given the review that on 9th March 2016
Parliament enacted The National Waterways Act, 2016, which received the assent of the
President on 25th March 2017, and came into force from 12 April 2017 as per the
notification of the Government of India. This act has declared 111 rivers or river stretches,
creeks, estuaries National (inland) Waterways. The passage of this legislation enables the
Central Government to regulate these waterways for development with regard to shipping,
navigation and transport through mechanically propelled vessels. Prior to this Act there were
five national waterways, each declared as such by their own separate legislation.

While navigation in rivers, lakes and other water bodies has been around since centuries, this
has been more in the form of smaller vessels, connecting places not too far from each other.
In some cases, especially near ports and coastal areas, this has evolved to more large-scale,
commercial shipping. The national waterways project now intends to create such large scale,
commercial shipping and navigation systems in these 111 waterways. These are intended to
realise the potential of cargo and passenger traffic, including tourism and cruise. In spite of
five waterways being declared as national waterways many years back (NW 1 was declared
in 1982), the development of inland water transport has been slow in the country. Inland
water transportation India has only 0.5% modal share; China 8.7%; USA 8.3% and Europe
7%. The new plans hope to change this.

2.2 CONCLUSION

Inland Water Transport (IWT) on NW-1 has the potential to form the most economic,
reliable, safe and environmentally friendly form of transport. Where developed for use by
modern inland water-way vessels operating on dependable rights of way, it can reduce
investment needs in rail and road infrastructure, promote greater complementarities in the
economic strategies the riparian states, enhance intra-regional trade and, through increased
economies of scale, significantly reduce transport costs for the benefit of the entire economy
and India’s global trade competitiveness.

10
 CHAPTER III

OVERVIEW OF NATIONAL WATERWAYS 1

3.1 National Waterway 1

NW1 began operations in 1986 after the formation of IWAI. It is the longest waterway (1,620
km), stretching from Allahabad in Uttar Pradesh to Haldia in West Bengal. The river has two
barrages at Farakka and Jangipur to control water discharge, which enables maintenance of a
navigable depth of two metres throughout the year. The Feeder Canal and navigation lock at
Farakka connect rivers Hooghly and Ganga.

Further development of the NW1 has been covered under the Jal Marg Vikas project, which
includes development of a fairway; construction of new multi-modal terminals at Varanasi,
Haldia, and Sahibganj; modern river information system (RIS), digital global positioning system
(DGPS), night navigation facilities and construction of a state-of-the-art navigational lock at
Farakka.

The Ministry of Shipping plans to start Roll-on Roll-off (Ro-Ro) service on this waterway for
which a Memorandum of Understanding (MoU) has been signed between the IWAI and M/s
Maruti Suzuki India Ltd., for transportation of cars between Kolkata and Varanasi. The first trial
run was carried out in August 2016, wherein 200 newly assembled Maruti cars and 1,000 tonnes
building material were transported from Varanasi to Kolkata. During the monsoon season the
water level in the river is usually between 7 metres and 15 metres. However, once the monsoon
recedes, water levels drop below two metres in certain areas, making navigation difficult for the
vessels.

3.2 Project Description

The total estimated cost of the project is Rs. 5,369.18 crores, which will be equally shared
between the Government of India and the World bank. IBRD provides Rs. 2,512 crore (US $ 375
million) funds whereas the Government of India will contribute equally i.e. Rs. 2,556 crore (US
$ 380 million), to be sourced from budgetary allocation and proceeds from bond issue. Proposed
Project-Jal Marg Vikas aims at the improvement of navigation in the entire stretch of 1620 km.

11
of NW1 (Haldia to Allahabad). NW-1 is the Ganga - Bhagirathi - Hooghly river system. NW1 is
being fed by various tributaries at different locations. Major tributaries of river Ganga in NW-1
between Haldia to Allahabad are Tons, Gomti, Ghagra, Son, Gandak, Punpun, and Kosi. This
project crosses through 4 States name Uttar Pradesh, Bihar, Jharkhand, and West Bengal. The
major districts which are covered in the project are Varanasi, Ghazipur, Ballia, Buxar, Chhapra,
Vaishali, Patna, Begusarai, Khagaria, Munger, Bhagalpur, Sahibganj, Musrhidabad, Pakur,
Hoogly, and Kolkata.

Fig. 3.1-Map of National Waterways 1

Source- Inland Waterway Authority of India

The major components of the project which are proposed and planned under the Jal Marg Vikas
Project are:

 Fairway Development
 Maintenance dredging in order to provide required LAD (Least Assured Depth).
 Construction of the multi-modal terminals at Varanasi, Sahibganj, and Haldia.
 Construction of the inter- modal terminals at Kalughat and Ghazipur.
 Construction of a new navigation lock at Farakka.
 Provision of navigational aids.
 Construction of five pairs of Roll on-Roll off (Ro-Ro) terminals.

12
 Construction of Integrated Ship Repair and Maintenance Complexes.
 Provision of River Information System (RIS) and Vessel Traffic Management System
(VTMS).
 Bank Protection works

3.3 Fairway Development

Fairway development works to ensure Least Available Depth (LAD) of 3.0 meter in Haldia-
Barh, 2.5 meter in Barh-Ghazipur and 2.2 meter in Ghazipur-Varanasi stretches on NW-1 are in
progress under the Jal Marg Vikas Project (JMVP) which has been undertaken by IWAI with
technical and financial assistance from World Bank. Similarly, to improve the connectivity
between NW-1 and NW-2/ NW-16 via the Indo Bangladesh protocol route, the critical and
shallow stretches between Sirajganj and Daikhowa on protocol route No1 & 2 and Ashuganj and
Zakiganj on protocol rote no 3 &4in Bangladesh are being jointly developed by India and
Bangladesh for round the year navigability (with targeted LAD of 2.5 mtrs). Similarly, fairway
development works are being carried out on NW-97 in Sunderbans to allow smooth navigation
of vessels on the Indo-Bangladesh Protocol Route.

The Least Available Depth (LAD) maintained in National Waterway-1 that to be maintained by
IWAI is given below in a tabular form:

Table 3.1 – LAD in NW-1

Stretch Distace(in km) Maintained depth

Haldia- Farakka 560 2.8-3.0 (9.8ft)

Farakka- Barh 400 2.1-2.5 (8.2ft)

Barh – Ghazipur 290 1.6-2.0 (6.6 ft)

Ghazipur- Chunar/Allahabad 370* 1.2-1.5 (3.9-4.9 ft)

Source- IWAI Website

*Out of total 370 km stretch between Ghazipur and Allahabad, the River Conservancy work
(bandalling/dredging) has been considered only upto Chunar. In the stretch of Chunar-Allahabad

13
(198 km) River Conservancy work not considered since 2010-11 as bandalling is not enough
without dredging. However, dredging is not considered due to shortage of dredging units.

3.4 Cargo Movement

National Waterway is being used by various cargo vessels, ODC carriers, tourist vessels and
IWAI vessels etc. The total traffic movement on NWs in the FY-20 was recorded as 73.64
million tonne against 72.3 million tonne in FY-19 thereby recording a YoY growth of approx.
2%. The following table presents the details of traffic movement on different NW:

Table 3.2- Total Traffic Movement in NWs

S. No. National Waterway Quantity in tonne % Change

FY-19 FY-20
1. NW-1(Ganga-Bhagirathi-Hooghly 6,793,981 9,114,957 34%
river system)
2. NW-2 (River Brahmaputra) 502,003 392,767 -22%
3. NW-3 408,790 546,051 34%
4. NW-4 (River Krishna) 452,066 82,226 -82%

Source- Annual Traffic Report, IWAI

There are other waterways are also there like Maharashtra Waterways (4 nos.), Gujarat
waterways (2nos.) and Goa Waterways. The traffic of all these waterways is also included in the
total traffic. Gujarat Waterways (2 nos.) and Maharashtra Waterways (4 nos.) constituted more
than 75% of the overall IWT traffic in FY-20.

Piechart 3.1- Share of traffic on NWs

14
Piechart 3.2- Commodity Profile of traffic

Source- Annual Traffic Report, IWAI

Predominantly bulk commodities viz. coal & coke, iron ore, fly ash, limestone etc. are using the
IWT mode in India and constitute more than 90% of the overall traffic.

Graph 3.1- Cargo movement in Five years

Source- Inland Waterways Authority of India

The traffic on NW-1 can be categorized in 4 different sections i.e. the traffic movement on the
Indo-Bangladesh Protocol (IBP) route, which is primarily the movement of traffic from

15
Kolkata/Haldia to different parts of Bangladesh, the transshipment/ lighterage traffic at
Kolkata/Haldia Port, the Ro-Ro traffic on NW-1 and the longitudinal traffic between Haldia and
Varanasi. The graphs and table given below show the split of traffic among these 4 sections in
FY-19 and FY-20.

Table 3.3- Section wise traffic on NW-1

S. NW- 1 Section Quantity in million tonne

No. FY 19 FY 20
1. Indo Bangladesh Protocol (IBP) route 3.22 3.46

2. KoPT (Transhipment/ lighterage) 2.54 1.95*

3. Ro-Ro 1.03 2.88

4. Longitudinal(between Haldia & 0.004 0.82

Varanasi)
TOTAL 6.79 9.11
*March 2020 data is not included

Source- Annual Traffic Report, IWAI

Piechart 3.3- Section wise traffic on NW-1 in FY19 and 20

Source- Annual Traffic Report, IWAI

16
The Indo-Bangladesh Protocol route

India and Bangladesh have signed the Protocol on Inland Water Transit and Trade (PIWT&T)
under which inland vessels of one country can transit through the specified protocol routes of the
other country. Six Ports of call have been declared in each country under the PIWT&T. The
Ports of call in India are Haldia (West Bengal), Kolkata (West Bengal), Dhubri (Assam), Pandu
(Assam), Karimganj (Assam) and Silghat (Assam). The Ports of call in Bangladesh are
Narayanganj, Khulna, Mongla, Sirajganj, Ashuganj and Pangaon. With collaborative efforts of
IWAI and BIWTA the traffic has been continuously increasing on the IBP route and both the
countries have agreed to add 7 new ports of call on along with addition/ extension of waterway
routes under PIWT&T. Approx. 3.5 million tonne of traffic moved on the IBP route in FY-20
and displayed a growth of approx. 7% over FY-19.

Graph 3.2- Cargo Traffic on IBP route since 2015-16

Source- Annual Traffic Report, IWAI

17
Fig.3.2- Map of IBP route

Source – IWAI Website

3.5 Passenger Movement

Inland tourist vessels – RV Bengal Ganga, Ganga Voyager-I and Ganga Voyager-II of M/s
Heritage River Cruise Pvt. Ltd., ABN Rajmahal & ABN Sukapha of M/s Assam Bengal
Navigation Co. Pvt. Ltd. are plying on NW-1 in the State of West Bengal, Jharkhand, Bihar, and
Uttar Pradesh since many years on an increasing trend. The movements of these tourist's vessels
with foreign tourists were continued during 2017-18 and completed their commercial trips
successfully as per schedule. One hundred seven (107) no. to & fro voyages between Kolkata to
Hazardwari/ Farakka & six (06) no. to & fro voyages between Kolkata to Bateshwarsthan/
Munger/ Patna has been performed by these tourist's vessels. UP Chief Minister Yogi Adityanath
has inaugurated a five-star luxury cruise ship on Ganga. Being operated by Nordic Cruise line,
the double-decker 2,000 sq. feet luxury boat has a seating capacity of 125 tourists. The name of
the cruise vessel is Alaknanda Kashi.

18
3.6 Conclusion

This chapter talks about the details of the National Waterways-1. The NW-1 project is still in
progress which is clearly mentioned but rather than that it is growing in terms of traffic handled
and the passenger movement year by year which is shown in the pie chart. The Indo-Bangladesh
Protocol route accounts for most of the cargo transported through NW-1. Therefore, it is not only
important for economy but it is also important in maintaining trade relations with other countries.

19
 CHAPTER IV

DEVELOPMENTS AND FACILITIES IN NW 1

4.1 Planned/Proposed Infrastructure on NW-1

Jal Marg Vikas project involves the development of various components for capacity
augmentation of NW-1. Some of these components are already planned and being implemented,
some are at the initial stage of planning and some are yet to be planned. Details of all such
components are given below

4.1.1 Planned Infrastructure

 Multi Modal Terminal sites at Haldia, Sahibganj & Varanasi.

 New Lock at Farakka.
 Bank Protection works at existing and planned civil interventions.
 Maintenance dredging for maintenance of waterways.

4.1.1.1 Description of Planned Infrastructure

1. Brief on Varanasi (Ramnagar) Multimodal Terminal

A multimodal terminal is being developed at Ramnagar, on river Ganga in Varanasi district in

Uttar Pradesh. Area of 5.586 ha has been acquired for the development of the terminal by IWAI
and is in possession of IWAI. Identified site is open agricultural land. However, no agriculture
activity is being carried out at the site at present. This Varanasi Multimodal terminal is going to
be constructed in three phases, the deadline for phase I was 2018 and it got finished within the
stipulated time frame. Phase II and phase III are projected to be finished by 2023. Under phase II
and III, IWAI has planned to establish freight village near terminal which will have warehousing
facility, consolidation/deconsolidation facility, packing facility and also railway connectivity
from terminal to Jeonathpur Railway station which comes under Pt. Deen Dayal Upadhyay
Railway mandal. The proposed terminal project site falls in Ramnagar Municipal Board of
Varanasi district.

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 For road connectivity from the terminal to NH-7, 1.45 hectares of land is required
additionally. These lands are located in the Districts of Varanasi and Chandauli. Out of
this, 0.823 hectares (0.053 ha Government land and 0.770 ha. private land) is located in
Varanasi and 0.592 (Trust land) is in Chandauli.
Status- Securing process in regard of the whole land has been finished. The status of
installment and move process are demonstrated here. Rs. 5.61 crore has been paid so far
towards remuneration for 0.786 ha of land in Varanasi. Out of this, 0.436 hectares of
private land has been enrolled for the sake of IWAI, 0.297 hectares of private land and
0.053 hectares of government land are still to be moved to IWAI, in spite of the fact that
installments have been made. For 0.037 hectares of private land installment of Rs. 0.84
crore is still to be made because of conditions laid by the proprietor. What's more, for the
0.592 hectares of trust land in the Chandauli District Rs. 4.23 crores has been discharged
to Director, Patna for installment to the trust.
Facilities Proposed
 2 berths (100 m length & 36 m width each) so that 2 vessels of 80 m each can be berthed
at one time.
 2 mobile cranes for unloading &loading
 The open area at the site for storage of transportation material (Edible oil tank storage
area)
 Passenger jetty (floating pontoons-20 m X 10 m) & gangway (1.2 m wide)
 Stone pitching upstream & downstream river bank (35 m length downstream & 117 m
length upstream)
 Area for DGPS(Differential Global Positioning System)
 12 m wide internal roads-365 m & 22 m wide internal road-650 m
 The approach road to NH-7 and NH-2
 ESS(Electrical Substations) 400 SQM building & power back-up
 Septic tanks and Soak pit-wastewater management system
 Workers amenity building (30 sq. m.)
 Water supply system
 Storm water drainage system
 Lighting and Earthing protection system for all conducting materials

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2. Brief on Haldia Terminal

The project involves the development of an inland water terminal at River Hooghly (NW-1)
proposed to be located at Haldia industrial area, near Durgachawk, Hada, District Purba
Medinipur, West Bengal. Geographical coordinates of the center of site are 22°03'38.34"N &
88°0829.49"E. River Hooghly flows in South direction of the terminal site. Terminal site is well
connected by the roads. Site is connected to NH-41 through 7 m paved road in North direction.
Durgachak Railway Station is around 06 km away from the site towards North heading and
Haldia railroad station is around 12 km away towards west course. Closest Airport is at Kolkata
which is around 135 km away from the site in the north bearing. Waterway Hooghly in this
stretch is safe and neighborhood ships are at present working in the stream for transportation of
men and material. Inner streets of width 17 m and 10 m will be created at the venture site.

The total area of the terminal site is 61.0 acres. This 61 acres of land in the Haldia Dock
Complex have been taken on 30-year lease from the Kolkata Port Trust. Registration of land has
been completed on 23 April 2018. Cost of the land is ₹40.22 cr. including one time premium.
Presently, they have released ₹3.25 crore for registration of land Clearances. The terminal
facility is designed to handle 3.18 MTPA of cargo. Cargo comprises of fly ash, fertilizer, stone
aggregate, coal, edible oil & POL.These materials will be put away, stacked, emptied and
shipped from the terminal site. Offices to be created at the terminal site incorporate both inland
and seaward offices. Coastal offices incorporate 16 nos. of storehouses for fly debris stockpiling,
stockyards for stone totals, composts and consumable oil/POL, inside streets, organization
building, laborers convenience building, lighting tower, power flexibly framework, putting out
fires framework, sewerage framework, storm water the executives framework, squander the
executives framework and green belt (3 sections of land). Seaward offices incorporate
compartments and approach trestles and water approach channel. The proposed terminal venture
planned to be created in stages, for example stage 1A and 1 B. Phase 1 A will consists of all the
proposed developments except 8 nos. of fly ash storage silos and its conveyors out of proposed
16 nos. of silos, stockyard development area (future storage) and railway siding.

 Facilities Proposed
 Storage sheds (future storage area will be developed in phase 1B)

22
  8 Nos. of Silos in phase 1A & 8 nos. of silos in phase 1B for flash storage and pipeline
conveyor system
 Unloading & Loading Areas
 Internal Roads
 Berths (4 Nos.)
 Water area & approach channel
 Administration Building
 Workers Amenity Building
 Fuel bunker
 Security office
 Weighbridge building
 Lighting Towers
 Railway siding (future development)
 Other associated facilities like sewerage system, STP(Sewage Treatment Plant), dump
pond, drainage system, RWH(Rain Water Harvesting) pond, fire-fighting facilities,
communication system, water supply, ESS(Electrical Substations) & power supply.

Longitudinal Movement between Haldia and Varanasi

In FY-20, 816,502 tonne traffic moved longitudinally between Haldia and Varanasi on NW-1
and comprised of pilot as well as commercial movements.

Of the total traffic moved, approx. 800,000 tonne of sand movements originated from Koelwar
on the confluence of River Sone and River Ganga and travelled to different parts of the NW-1.
These movements are active for 8 months (non-monsoon season) in and ferry approx. 100,000
tonne per month.

The remaining traffic (16,502 tonne) was moved via 20 longitudinal movements between Haldia
and Varanasi. Of these 20 movements, 2 were pilot movements and 18 were commercial
movements. With the operationalization of the MMT at Sahibganj, regular shipments of stone
chips have started taking place and multiple shipments were sent Karagola on NW-1 in FY-20.

Graph 4.1- Jetty wise cargo loaded and unloaded

23
Source- IWAI Website

It can be observed that majority of the longitudinal cargo is loaded at Sahibganj MMT, followed
by Gaighat. Sahibganj MMT began its operations from August 2019 onwards and currently
regular movement is taking place to Karagola. Most of the other jetties handled ODC cargo.

3. Brief on Sahibganj Terminal

The Sahibganj terminal is will be developed as a multimodal terminal facility. The terminal site
is agricultural land and presently land is covered comprising of crops, mango orchards, and few
settlements. Site is highly undulating with ground level difference ranging from 30-56 m. a large
quantity of cut & fill is required to achieve a flat surface. Approximately 14.25 lacs Cu.m of soil
will be excavated, out of which 2.1 lath CUM will be re-used for filing. 12.1 lacs Cu.m of
remaining earth will be re-used for road and railway construction. Finished level of site achieved
after cut & fill will be 37.0 m AMSL (above Mean Sea Level) which is more than the highest
flood level, i.e. 30.91 m AMSL

As per planning, this terminal will be connected to rest of the city vide roads and railways both.
At present site is not connected to any public road. A frontage road of 1 km will be created by

24
PWD to associate the terminal with national parkway 80. Railroad network will be created by
rail lines to associate the terminal site to Sakrigali railroad station (Eastern rail route hall).
Interior street of 12 m width and the all out length of 3.6 km will be created inside the terminal to
encourage smooth development. In stage 1, the terminal will deal with about 2.24 Million Metric
Tons for each annum or 6788 Tons for every day. Material to be dealt with will be coal, stone
chips, food grains, concrete, manures, and sugar. Facilities to be developed at the terminal site
include both onshore and offshore facilities. Inland offices for stage 1 incorporate stockyards for
coal (6 reserves), stone chips (8 stores) and 1 secured shed; Unloading and Loading Areas;
Internal Roads (12 m wide and 3.6 km length); Administration Building; Workers Amenity
Building; Lighting Towers; Other related offices like sewerage framework( Sewerage Treatment
Plant), waste framework, putting out fires offices, correspondence framework, water gracefully
and power flexibly (ESS); Boundary mass of 2.4 m, Green belt-15-20 m (2.9 ha), Approach
Road (1 km associating with NH-80 intersection LC-54) and Railway Connectivity (through
Sagrakali Railway Station) with arrangement of ROB over LC-54 for approach street to be
created. Seaward offices for stage 1 incorporates Jetty (1 No.) and Berth (2 Nos.), Water territory
and approach channel, Turning Circle (2 Nos. at beginning and end of the channel) and Shore
assurance (1.5 km. along River Bank).

During stage 1, 2 nos. compartments, one for coal and one for stone chips/other payload, are
proposed to be given in a length of 270 m. Compartments are associated with shoreline/bank line
by approach trestle (wharf) of 50 m length at its billet closes. Compartment reaches out to
another 25 m past the pier into the stream. After 50 m, accessible profundity in the stream for
payload fluctuates from 7-11 m which is adequate for load development and won't require
digging. It is evaluated application. 0.1 m CUM of support digging will be required every year
during the activity and upkeep phase of the venture.

Ro- Ro traffic at Sahibganj

In FY-20, approx. 2.9 million tonne of traffic moved via Ro-Ro operations on NW-1. 2.2 million
tonne of Ro-Ro traffic moved between various points located on the stretch between Kolkata and
Rajmahal (Jharkhand). Additionally, 0.7 million tonne of Ro-Ro traffic moved from Sahibganj
(Jharkhand) to Manihari (Bihar) wherein trucks loaded with stone chips get on board the Ro-Ro
vessels on the Sahibganj side of NW-1 (South bank) and get off board the vessel on Manihari

25
side (North bank). The graph below presents the month wise Ro-Ro traffic movement between
Sahibganj and Manihari.

Graph 4.2- Monthly wise Ro-Ro traffic in FY19 and 20

Source-IWAI website

It can be observed that the traffic in FY-20 was lower than the traffic in the corresponding period
of FY19. The overall traffic decreased 28% YoY from 1.03 million tonne in FY-19 to 0.74
million tonne in FY20.

4. Lock at Farakka

A navigational lock is a device used for raising and lowering ships/vessels between stretches of
water of different levels on river and canal waterways. The existing lock gate at Farakka which
has been operational since 1978, is old and inefficient. Since the modernization of the existing
lock will entail closing down the lock gate for to 8-10 months, a new lock is proposed to be
developed in Farakka on the Feeder Canal of Farakka Barrage adjacent to the existing lock at
Farakka in Murshidabad district of West Bengal. A new lock will be further West to the existing
lock and will share its right bank with the left bank of the existing lock. Site is located in village
Goraipada, Grampanchayat Bewa, Farakka in Murshidabad district of West Bengal. The Ganga
River is flowing about 1.2 km east of the proposed lock gate site. With the existing lock, it takes
about 2 hours or more for a vessel to pass upstream or downstream of Farakka. With the new

26
lock, it will take only 38 minutes for a vessel to pass through. If the movement of a vessel is
followed by a movement of another vessel in the reverse direction, the operating time will be 23
minutes only. The proposed project would be set up in the 14.86 ha transferred the land of
Farakka Barrage Project (FBP) and the land revenue area demarked by Bela Mouza`s, JL No. 31,
Sheet No.3. The lock gate site is well connected with road & rail. This road at presently passes
through the site and thus will be realigned to Western boundary of the proposed lock gate site.
This road connects the NH-80 is located about 1.6 km West of the proposed Lock gate site and is
connected.

The new lock like the existing lock will facilitate the movement of vessels/barges from main
River Ganga upstream to River Bhagirathi-Hooghly downstream through feeder canal
negotiating the significant difference in water level existing in main River Ganga and feeder
canal. The water level in the River Ganga and feeder canal varies according to the flow in River
Ganga & the feeder canal. The new lock is required as the existing lock is not functioning
adequately and obstructs the movement of the vessels. The length and width (size) of the
proposed lock is similar to the existing lock. Length & width of the new lock will be 179.0 m &
25.148 m respectively. A lock is designed to handle four vessels of size 85 m (length) X 12 m,
(width) so as two vessels are moored lengthwise and two sidewise like an existing lock.

Traffic at Lock gate

A total of 238 vessels crossed the Farakka lock gate in 2018-2019. Of these vessels, 128 vessels
travelled upstream, and 110 vessels travelled downstream. In the current financial year 2019-
2020, 168 vessels have crossed the lock gate from April’19 to December’19, depicting a 30%
increase over the same period last year. Both the upstream traffic of 90 vessels and the
downstream traffic of 78 vessels has indicated a 30% expansion contrasted with a similar period
a year ago.

Regarding the payload vessel development, 65 freight vessels crossed the lock entryway in 2018-
2019, of which there was a practically equivalent dissemination of upstream and downstream
traffic of 33 and 32 vessels individually. In April-December period in FY 2019-2020, 33 payload
vessels crossed the lock entryway, of which 18 vessels voyaged upstream and 15 vessels
voyaged downstream. This traffic was practically consistent when contrasted with the traffic in

27
2018-2019 for a similar period. As far as the stream voyage vessels, 11 journey vessels crossed
the lock entryway in 2018-2019, of which 6 vessels voyaged upstream and 5 vessels voyaged
downstream. In April-December period in FY 2019-2020, 7 stream journey vessels crossed the
lock door, a reduction of 2 vessels when contrasted with the traffic in the previous year for a
similar period.

Piechart 4.1- Vessel category wise crossing Lock Gate in FY19 and 20

Source- IWAI Website

28
Graph 4.3- Monthly Lock Gate crossing in FY19 and 20

FY-19

FY-20

Source- IWAI Website

5. Bank Protection Works

Erosion of banks is a natural phenomenon in the alluvial rivers. However, erosion is aggravated
due to the construction of any structure like bridge, terminal, and jetty on the river. It is proposed
to carry out bank protection works of total 48.168 km. in the areas where erosion is observed and
where civil interventions are planned to be carried out.

29
5.1 Bank Protection Works as per current planning

 Farakka Feeder Canal:

 Locations identified: Farakka Feeder Canal (9.438km), Farakka to Haldia reaches
(33.095 km) and River bend at Farakka (3.20 km).
 Status: The tender documents shared with the World Bank on February 21, 2019.
Detailed Project Report (DPR) shared with the World Bank and Central Water
Commission (CWC) on March 7, 2019 and the comments received from CWC forwarded
to HOWE.
 A revised DPR, in compliance with the comments of CWC, was forwarded to CWC on
June 11, 2019. CWC has technically accepted the DPR with certain conditions. HOWE,
the consultant has submitted the revised DPR, which will be shared with Farakka Barrage
Project (FBP).
 A Joint Committee consisting of Additional Chief Secretary (I & WD, Government of
West Bengal) KoPT and IWAI formed on March 17, 2018 and the meeting was held on
June19, 2018.
 KoPT has shared the layout in the desired scale with IIT, Madras. The second meeting of
the Joint Committee held on January18, 2019.
 Report has been finalized and forwarded to the technical wing.

6. Dredging Maintenance

 A revised dredging strategy has been approved on the advice of NTCPWC of IIT,
Chennai for providing an LAD of 2.5m and bottom channel width of 30m on the Barh-
Majhaua stretch through departmental dredgers on O&M contracts, and on Majhaua-
Ghazipur stretch and Ghazipur-Varanasi stretch through quantity- based maintenance
dredging contract. The tender documents for all these three stretches are under approval.
 The DMP has been revisited and the following approved:1. Barh-Majhaua stretch on
LAD and 2. Majhaua-Varanasi stretch on quantity-based maintenance contract. New
tender documents are being prepared accordingly.
 Presently, no dredging is planned on the Kahalgaon- Sultanganj stretch (50km) due to the
presence of Dolphin Sanctuary.

30
4.2 Upcoming Projects

 Integrated Vessel Repair and Maintenance Complexes

It is planned to develop an Integrated Vessel Repair and Maintenance Complexes at
Sahibganj. About 56.22 acres of land adjoining the site of the multi modal terminal and
ro-ro terminal at Sahibganj were identified for the vessel repair and maintenance
complex. Requisition was filed by IWAI on November 21, 2017. Requisition for
acquisition of land for the complex and the proposed industrial-cum-logistic park ( total
337.395 acres) was resubmitted to the District Administration, Sahibganj on November 5,
2018. Presently, acquisition process is pending with the district Administration.

 Sahibganj
o Draft feasibility report received from HOWE in November 2017.
o DPR and tender document still awaited from the consultant.
o New location is being identified for vessel repair at Sahibganj.
o Land estimated is 19.35 hectares and the estimated cost is Rs. 1,300
million.
 Gaighat (Patna)
o DPR for the Gaighat Complex submitted by the Consultant in September
2018.
o The observations of IWAI sent to the consultant in November 2018.
o The estimated project cost is Rs.56 million.
o Revised DPR and tender documents is still awaited from the consultant.

4.3 Recent Developments

 Launch of LADIS: In February 2019, IWAI launched a new portal, Least Available
Depth Information System (LADIS) for providing real time information on the least
available depths (LADs) of the waterways.
In the initial phase, LAD information on NW-1, 2, 3 and Indo- Bangladesh protocol route
will be available on the portal. Information on other NWs will also be added on the portal
in subsequent phases.

31
  At Sahibganj and Haldia terminals, conveyer belts are deployed to facilitate cargo
movement. These are the fixed hopper conveyer system to collect coal and stone chips
from stock pile through a system of reclaim hopper and further load it to the barges
through conveyer system.
 Implementation of River Information Services (RIS) is also leading towards
transformation of the IWT sector. It is comprised of Modern Communication facilities for
overall increased competitiveness, optimal use of infrastructure, improved safety, reduced
carbon emissions, and increased energy efficiency.

4.4 CONCLUSION

This chapter covers the planned/proposed infrastructure, upcoming projects and the recent
developments that have taken place or coming in National Waterways. The major projects like
the development of terminals at Varanasi, Haldia and Sahibganj are in progress and on the same
time they are planning to implement latest technologies like RIS and VTMS which will help in
getting real time information on depth of the river and the vessel position. Bank Protection
Works shoes that they are also concerned about the environmental aspect also which is a
important point in every project.

32
 CHAPTER V

ISSUES, CHALLENGES & OPPORTUNITIES OF NW1

5.1 Challenges for National Waterways 1

One of the major challenges faced by the authority is to maintain the minimum depth and
permanent channel for navigation in both Ganga and Brahmaputra rivers. Heavy siltation in
rivers necessitates river training measures like dredging and bandalling but do not offer a
permanent solution despite adding costs. The current discourse does not lay stress on storage
structures without which it is difficult to maintain LAD during lean season.

Water transport system faces competition from other modes of transport especially by road and
rail transport systems. Enhancing competitiveness of water transport sector through
infrastructure development and night navigation aids would make this sector more attractive. In
Brahmaputra, strong current of the river makes installation of the night navigation system a
difficult task. Right now, night navigation facilities are there up to Silghat. On an average the
boat sails for 14-15 hours per day. Considering the fact that the speed of vessels is not more than
30km/hour, night navigation is crucial to save time for transportation and make it economically
viable. Apart from this, there are issues of multiple bridges on the river with low vertical
clearance and thus creates obstruction in inland water navigation of large vessels.

Lack of research data on sedimentation and discharge (hydrological data), waste generation due
to movement of vessels and its management, cost benefit analysis of inland navigation on
specified routes are all challenges that restrict the development of a comprehensive plan for
sustainable inland navigation.

Bulk movement of cargo in large scale would also raise security and safety concerns. IWAI has
initiated tracking of vessels using Differential Global Positioning System (DGPS). The River
Information System which is a kind of modern tracking equipment to optimize traffic and
transport processes in inland navigation has been installed in Haldia-Farakka stretch. RIS aims to
streamline the exchange of information between waterway operators and users. The Phase II and
III will cover the stretch Farakka to Patna and Patna to Varanasi, respectively. All information
regarding the vessel and the is fed into RIS.

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Low of volume of trade is a major challenge which also questions the scale the investments for
infrastructure developments. Lukewarm interest of private sector shows that inland water
transport is yet to entice the sector in terms of its potential to enhance competitiveness of trade at
reduced costs.

A further constraint involves the regulatory gap between the central government’s national
inland waterway acts and the administrative responsibilities of state governments and their varied
governing structures. In this context, uniform or model rules for inland waterways navigation
administration is the need of the hour.

Issues related to governance are other hurdles in realising the prospect of inland navigation.
Though Ministry of Shipping is the apex ministry for inland navigation, Ministry of Water
Resources and Ganga Rejuvenation, Ministry of Environment Forests and Climate Change,
Ministry of External Affairs, Central Board of Excise and Customs and Ministry of Tourism are
involved in the whole developmental paradigm of inland waterways in the context of meeting
sectoral demands of water, environmental clearance, cross border vessel movement and river
tourism respectively. However, there is a need for better coordination between these ministries at
the Central and state level.

Despite the potential of local transit and trade at various locations in the states of Bihar and Uttar
Pradesh there is no dedicated inland water transport department in these states. Separate
departments would have led to proper enforcement of various functions like registration of boats,
ferry services and tax collection adding revenue to the state and benefit local people.

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  Major Challenges for navigation in NW-1 are listed below:

Fig.5.1- Key Issues/Challenges

Source- IWAI website

5.1.1 Technical Issues

Navigation infrastructure is the key to prosper National Waterways in India but our country lacks
in such infrastructure and it is one of biggest drawback/ challenge for NW1.

 Heavy Sediment Load

The rivers bring a lot of alluvial soil with them that decreases the draft of the river Ganga.
Due to this the rivers require dredging at the regular intervals to maintain the draft of the
river which adds extra cost for the authorities.
 Seasonal Water Level Fluctuations
Large parts of Indian waterways have inadequate depth for commercial movement of
cargo. Sufficient depth or least available depth is required to enable navigability of larger
vessels, essentials to make inland water transport system as commercial viable through
economies of scale. Moreover Indian rivers (especially in the northern plains) face

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 severe problems of siltation round the year. The river bed rises, impeding movement of
cargo during non-monsoon months.
 Inadequate air draft
Various extensions with low vertical leeway hinder the entry of greater inland water
transport vessels on conduits, for example, National conduits No.3. There a few
traversable trenches in the conditions of Uttar Pradesh, Bihar, West Bengal, Tamil Nadu
and Andhra Pradesh: Sarada channel, Ganga Canal, Yamuna Canal, the delta waterway
frameworks of the Krishna, Godavari, Mahanadi and Brahamani. Be that as it may, these
can't be used for freight development because of air draft limitation.
 Absence of automated information systems
There is an absence of various information systems like River Information System (RIS)
and Vessel Traffic Management System (VTMS) in National Waterways which
facilitates in a getting the real time data of the depth and the vessels.
 Shortage of IWT Vessels
Vessel structures is exceptionally capital concentrated and faces troubles in acquiring
venture account from banks and monetary establishments. The private part is hesitant to
put resources into freight boats except if long haul load responsibilities for forward/return
trips are produced using client businesses.
 Lack of Terminals
Counting those with between modular availability on inland conduits repress entryway to
entryway network to end client.
 Lack of night navigation infrastructures
Lack of night navigation facilities such as DGPS and RIS. Non availability of waterway
channel round the year coupled with rudimentary infrastructure with night navigational
facilities and markings are also one of the major impediments in the successful operations
in waterways.
 Shortage of MRO Facilities
There is a severe shortage of MRO (Maintenance, Repair and overhaul) facilities for
inland water transport vessels.

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  Integration
Integration of river basins to ensure year round navigability: strategy to mitigate
seasonality of water availability & siltation.

5.1.2 Regulatory Challenges

 Operation and Maintenance of fairways and related infrastructure for private

participation to achieve accelerated development. Needs to implement the river
information systems on waterways.
 Policy parity
The administration needs to build up a level playing field between the different vehicle
modes. While inland water transport is cost serious when all is said in done with other
vehicle modes, for example, rail and street, the circumstance is now and then, contorted
by particular treatment offered to different modes. A model is cargo transportation for
manure being reached out to rail and street yet not to inland water transport. This falsely
makes rail and street progressively serious on the cost bend and drives traffic away from
inland water transport street and rail additionally appreciate particular duty treatment.
 Legal and Administrative issues
Since the navigable inland waterways invariably run through more than one state, it is
important to have uniformity in the realm of various operational aspects of inland water
transport throughout the country. The model inland vessels rules also needs to have the
uniformity for followed up by adoption of various states.
 Restructuring of inland waterways authority for further efficient operations of
development maintenance and regulation of fairways and navigational infrastructure,
effective utilization of fairways.

5.1.3 Geo Political Challenges

 Cross Structures
Construction of dams/barrages to increase depth of navigational channel faces challenges
of economic viability. The multipurpose hydro projects planned for the long term
perspectives are needs to ensure the interest of navigation.

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  Inter Linking of Rivers
The stream between connecting ventures are guaranteeing to use as conduits for route.
The Inland water transport has a vital significance for availability of north eastern areas
which don't have extremely productive network because of its geological position and
rail/street transport going through the 'chicken neck.'
 International Protocols
A universal conventions course are giving the immediate linkage of Haldia and Kolkata
ports with landlocked northeastern states and can possibly be used as principle mode for
transportation of load from north eastern district to Kolkata and Haldia other than
upgrading exchange with Bangladesh. Vitality productivity of conduit gets invalidated by
the higher turnaround time of the freight ships because of the authoritative and
operational postponements along convention course.

5.1.4 Financial Challenges

 Investments by Private
As a policy measure the possibility of private sector participation for the development,
maintenance and regulation of some stretches of the inland waterways can be explored
similar to other transport sector like road and metro rail.
 Capacity building
There is tremendous interest for prepared labor for vessel tasks just as for improvement
and the executives of inland water transport framework since the restricted asset in
preparing and examination and advancement for inland water transport there is need of
possible interest in preparing and exploration.
 Investments by Government
There has been under enthusiasm for inland water transport division establishment
inverse road and rail. While noteworthy highlight has been laid on headway of road and
rail establishment in dynamic five years plans, inland water transport region has been
excused. Hence, open interests in inland water transport mode have been far underneath
the levels achieved by various modes.

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5.1.5 Challenges in Integrated Project Developments

 Viability Gap Funding

The stakeholder agencies may identify some cargo for specific composite projects and
develop them jointly with shippers and other stake holders. The government should be
willing to provide the necessary viability gap fund or fund from normal budget for
developing the missing infrastructures.
 Modal Shift Incentives
Even in the countries where inland water transport sector is developed, proactive actions
are being taken by the governments to promote waterways since they have strengths
which are beneficial to the economy as well as environment.
 Long Term Cargo Commitment
There will be the shortage in long term cargo commitment for economic stability of
sustainable operations in the waterways.
 Factors affecting the diversion of waterways Traffic:
 Type of commodity
 Volumes to be handled
 Actual place of origin /destination
 Long Term Commitment of Traffic
 Distance from terminal
 Existing Modal Choice (Rail/Road)
 Port – Waterways Connectivity
 Comparative Inter modal distance
 Water Transport Trip (O-D) Distance
 Empty Return Ratio
 No. of users at the terminal (captive or multipurpose)
 Deep sea transhipment, wherever feasible

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5.1.6 Environmental Challenges

Environmental factors have become important issues for transportation policies in both
developed and developing countries.

o Positive impacts
1. Minimal use of Land
Inland Water Transport requires minimal land as compared to the road and railways.
Waterways do not require track or highways it exists naturally.

2. Low noise pollution

Waterways generate considerably low amount of noise pollution in comparison to other
modes of transport.
o Negative Impacts
1. Oil Spills
The problem of oil spills and spill of hazardous substances in the river is one of the
important considerations for the authorities.
2. Safe Disposal
The Safe disposal of dredging spoils and aquatic weeds seldom creates a big problem for
the project, if not planned properly.
 Inland Waterways do not appear to have any negative impact on the wildlife, including
the waterfalls.

5.2 Key Issues

 More focus on faster modes

The traditional modes of transport such as railway and roads have always received more
policy attention than waterways. The segment still struggles with the overhang of absence
of a policy vision for its development. The scenario is changing, albeit slowly.
 Limited offtaker Commitment
At present, there is scarce long-term cargo commitment from the potential users. This
impacts the expected volume and casts a discouraging outlook for vessel
operators/shippers.

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  Limited return cargo
Due to last mile connectivity issues, there is very limited round trips of cargo (i.e. return
cargo). This renders transportation through waterways unviable in many cases.
 Lack of Skilled Manpower
The segment struggles with lack of skilled manpower as well as limited availability of
technical knowledge base for areas such as river engineering and related interventions.
 Environmental Concerns
Time and again, the environmental aspect of development of national waterways has
called flak from a number of entities. The threat to aquatic life and seasonal patterns of
river flows are some of the other key concern areas.

5.3 Role of Central and State Government

As a component of the improvement of national conduits, land procurement for extending of

fairway and development of terminals are required to be completed by the State Governments in
line with the Central Government. Further, support of lawfulness along the national conduits is
the obligation of the State Governments. Any block in the fairway by method of fishing nets and
so forth should be moved by the State Governments to guarantee going great of vessels. Help of
State Government(s) would likewise be vital for change of cross-structures according to the class
of conduits. Removal of dug material and its uses for other foundation fills in according to State
Support Agreement are likewise being figured.

5.4 Opportunity Areas

 Vessel Construction and O&M

1. IWAI had tied up with a German company DST to design vessels suited for
transportation by River Ganga. The company has come up with 13 classes of ships,
ideally suited for the river which includes bulk cargo ships, barges, container ships and
car carriers. These vessels require a low draft but have a carrying capacity ranging from
600 to 2,450 tonnes of cargo.
2. IWAI is in the process of buying 25 vessels of various kinds- bulk, break bulk,
container vessels, ro-ro, oil tankers, push tug flotilla,etc. About 10-12 vessels/barges are
already moving on the waterways. Logistics service providers, instead of owing 100

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 trucks wherein each truck costs about 50-60 million can invest in one vessel of 1,500-
2,000 tonnes capacity that costs about Rs.100-111 million.
3. IWAI has taken up a pilot project to demonstrate methanol as maritime fuel. It has
placed order for three work boats to retrofit engines and six low draft cargo vessels of
1,000-2,000 tonnes capacity to Cochin shipyard, which will use methanol as fuel with
technology from Sweden after a go ahead from NITI Aayog.
4. Meanwhile, IWAI is also working on Fuel bunkering facilities in intervals of about 500
km on the entire, 1,600 km Haldia-Varanasi stretch for ships on methanol.
5. CMA CGM will add 50,000 container trackers to its fleet to give shippers information
on the location, external temperature, and the shock intensity their cargo undergoes while
on its voyage.
 Vessel Construction and O&M have opportunities in areas of:
o Development of shallow draft vessels
o Provision of pilotage services
o Enhancement of fuel systems
o Development of efficient engine technology
o Tourism cruise operation
o Development of state-of-the-art river taxis and passenger vessels
o Development of river sea vessels
 Trade Relations with Myanmar (Kaladan Project)
Bilateral trade relations with other counties will enhance the trade volume of the National
Waterways. Not only that, also it will reduce the cost and time for a particular shipment.
This project entails a multi-modal connectivity (Road-IWT-Sea) to the north-eastern
states of India through Kaladan river and Sittwe port. The total cost of the project is
Rs.29.04 billion which is financed by the Ministry of External Affairs, Government of
India. The company involved in this project is Essar Projects Limited. Currently, River
channels, navigational aids, construction and handing over of 300T vessels (06 nos.) has
been completed.

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5.5 Emerging Trends

1. Floater concept for loaded vessels

 IWAI is in talk with Government of Germany to introduce side floater concept.

 Side floaters to be fixed on the sides of the vessel to reduce the draft of the vessel.
 These are used as lateral ballastable buoyancy modules.
 The floater pair is brought alongside the vessel using a tug boat and are fixed on either
side of the vessel.
 Once the side floaters are de-ballasted, they push the vessel upwards thereby reducing the
draft of the vessel.

2. Concept of Green Port gaining ground

 Internationally, new terminals are being built based on GRIHA (Green Rating for
Integrated Habitat Assessment) compliance.
 Zero discharge facilities on terminals to avoid water pollution.
 Specific measures for handling construction waste, maintaining proper site drainage and
to suppress dust.
 Waste disposal plans and Oil Spill Contingency Management Plan.

5.6 CONCLUSION

In this chapter the issues, challenges, opportunities and the emerging trends of National
Waterways have been reviewed. National Waterway is not getting the importance that it should
get in our country. The foremost issue is the lack of vision towards the National Waterway which
results in decline of the traffic. Presently, the Government has taken certain initiatives to bring
back National Waterway on the growth track.

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 CHAPTER VI

CONCLUSION AND SUGGESTION

6.1 Stakeholders View

When I tried to collect primary data, I talked with many traders about their business, the cargo
they are trading, location where their business is active and the modes of transportation they are
using. Then I came to national waterway 1 how efficiently it is helping them to carry forward
their business and the stumbling blocks coming in between their way to transport cargo through
NW-1.

 Absence of marketing of the Multi modal terminal results in complete interference of

facilities provided by this terminal to the traders.
 Till now the terminal is in its construction stage though it’s a multimodal terminal but
currently it is only providing maritime transportation and traders are mainly interested in
door-to-door service.
 The project in its initial stage so the cargo handling facility at different terminal in
different ports is not cost effective.
 Demand and Supply gap between fleet availability results in inefficiency of the project.

6.2 Suggestions/ Policy Implementations

 Creating a Larger Public Discourse

National Waterway is spread over large areas and huge number of people will be impacted due to
its adverse impacts. But one thing is noticed that very few people in those areas knew about
waterways system. They should arrange large public discourse and debate in order to discuss
about the proposed plans and issues in the project both in the areas where they have planned and
also discuss about the development around the rivers and water bodies, before moving ahead on
these plans.

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 Bring out a Vision and Policy Document

There is a need to bring out the vision and policy document in relation to the development of
Inland Waterway in India after considering issues related to waterways.

 Using natural available depth

Maintenance of width and depth of the rivers artificially includes various costs, time and
environmental impacts. If waterways can use and adapt the natural available depth and width of
the rivers, which will not only reduce the cost but also reduce the environmental impact on the
rivers. Waterways should consider technologies like Floater concept etc. efficiently in order to
use the available depth and width of the river.

 Transparent and Cooperative Processes

The whole process of planning of waterways should be done in a transparent manner and the
local people, river protection groups, environmental groups and other concerned citizens should
also be involved in this process. The process needs to be cooperative i.e. all these people should
be involved in right from the planning stage till the decision making. The various assessment
processes like feasibility assessment, impact assessment etc. also must be transparent and
cooperative.

 Environmental and Social Impact Assessment

MoEFCC must make it mandatory the need for environmental clearances for waterways through
appropriate amendments in the EIA Notification 2006- the entire waterways have to seek prior
environmental clearance and also each and every component of the waterways. The entire river
basin should be assessed properly and the clearances are given according to it.

 Assessment of feasibility, Viability and desirability

The assessment of feasibility, viability and desirability must be comprehensive and must
consider financial, economic and environmental aspects together. The economic benefits of
waterway must be rigorously evaluated and the option discussed earlier, waterway design should
based on natural flow and depths.

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 Integration of coastal shipping with IWT

Government should think on the integration of coastal shipping with inland water transport. This
would work in the favour of the Government and it will reduce the cost of transportation because
the shippers will be able to transport their cargo directly through sea as well as river that will
reduce the use of road and railways.

6.3 Initiatives taken By IWAI

To enhance the utilization of NWs for transportation of cargo and passengers, IWAI is pursuing
multiple initiatives in discussion with the stakeholders. Some of the initiatives are listed here:

 Operations & Management of IWAI’s terminals by Private Operators

IWAI is in the process of handing over its terminals on all NWs to private operators on PPP
basis. The newly constructed Multimodal Terminals (MMTs) at Varanasi (capacity 1.26 million
tonne), Sahibganj (capacity 3.03 million tonne) and Haldia (capacity 3.18 million tonne) on NW-
1 under JMVP are in the process of being tendered out private operators on PPP basis for
operation and maintenance. Similar exercise is in progress for IWAI’s terminals at Gaighat
(Patna) on National Waterway-1 and Dhubri, Pandu (Guwahati) on National Waterway-2.
Subsequently, IWAI’s terminals on NW-3 and NW-16 are also planned to be handed over for
O&M to private players. Appointment of O&M operators will bring in necessary operations and
marketing experience and contribute to increasing traffic on the IWT mode.

 Policy for development of Private jetty/ terminal

With the growth of IWT traffic on NWs, private entities have exhibited interest to build and
operate private terminals on NWs. Allowing private entities to build, operate and manage the
terminals will enable rapid development of terminal network on NWs. In view of the advantages
associated with private sector participation in development of terminals on NWs, IWAI has
proposed to permit the private sector to develop their own jetties and operate them on
commercial basis. Recently IWAI has permitted RO-RO operations by private operators on NW-
1 using their land on banks as landing points on temporary basis. This initiative is expected to
bring in much needed participation of private sector in augmenting the development of
infrastructure and modal shift of cargo in favor of IWT.

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 Development of portals FOCAL and LAD

A dedicated portal named FOCAL (Forum of Cargo Owners and Logistics Operators) was
developed by IWAI to connect cargo owners interested in moving their cargo using the IWT
mode and vessel operators who are operating vessels on National Waterways (NWs). The portal
allows registered users to share their transportation requirement and positioning of vessels on
different NWs. Also, IWAI has internally developed a portal ‘LAD’ to facilitate the day-to-day
operations of inland vessels plying on NWs and to avoid any hindrance in service and operation.
The portal enhances credibility and efficiency of information sharing to achieve seamless
operations on NWs, besides pre-empting problems that may occur during movement of vessels.

 Digital portal for dissemination of information to IWT users

IWAI is currently developing a digital portal to disseminate key systematic and aggregated
River and Navigational information related to NWs to various stakeholders. The portal shall
provide detailed information on various NWs in India such as fairway (LAD, etc.), infrastructure
facilities (jetties, pontoons, cargo handling equipment, storage facilities), cross river structures
(bridge locations locks, barrages), connectivity at jetties, emergency services, vessel sailing plan
details etc. for facilitating transportation of cargo and other vessels through NWs. This will help
different stakeholders to better understand the key features of the NWs that are essential for
decision making on the use of IWT mode.

6.4 Conclusion

This study is able to provide an overview of inland navigation along NW-1 from the point of
view of connectivity, trade, tourism and livelihood. Waterways have the strength to offer various
advantages in terms of transportation options. On the other side, they are likely to have various
negative impacts in terms of social, environmental and financial, as they require huge amount of
funds. Moreover, the advantages of the waterways differ from case to case basis. Except this, the
plans of the waterways like the advantage and disadvantage, individual issues should be
examined in detail, including social and environmental aspects. All these things have to be
discussed in a transparent and cooperative manner. The National Waterways is showing the
growth year on year which is evident from the traffic it handled in recent years. However, there
are some issues related to it like maintenance of draft and depth etc. for which the Government is

47
taking continuous actions. There are various opportunities that are coming up for National
Waterways like the vessel construction, fuel alternatives and bilateral trade agreement with other
countries that will enhance the traffic volume of National Waterways.

National Waterways project is growing in a sustainable manner and it will be a boom for the
local business in concerned with Inland Waterways. It will also provide connectivity and is the
way to local manufacturers to reach the International markets.

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 BIBLIOGRPHY

 Jal Marg Vikas Project, Govt. of India

 Inland Waterway Authority of India, Govt. of India

 Report on Ports in India 2020

 Annual Traffic Report, IWAI

 Ministry of Shipping, Govt. of India

 Sustainable Development of Inland Waterway Transportation of China

 Environment Impact Assessment Report

 World Bank, project appraisal document

 Varanasi Environmental Impact assessment

 Haldia Environmental Impact assessment

 Sahibganj Environmental Impact assessment

 A Strategic Status Report

 ICICI Study on Inland Waterway

 Inland Waterway Authority of India

 Maritime Traffic website

 HPC & HOWE ENGINEERING PROJECTS (INDIA) PVT. LTD. (DESIGN

CONSULTANT)

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