Study on IWT in India

1. INLAND WATERWAYS
INFORMATION ON
INLAND WATERWAYS &
NAVIGATION
PRESENTED BY:
SIJO JOSING
MBA(PSM)
UPES, DEHRADUN, U.K

3. INLAND WATERWAYS
INLAND WATERWAYS are the water bodies
like rivers, tidal riverine, canals, brooks etc
which are wide and deep enough to be used for
inland navigation.

4. CONTD…INLAND WATERWAYS AUTHORITY OFINDIA
under MoS is the body which undertakes development
and maintenance of the INLAND WATERWAYS in
INDIA.
Rules and Regulations are formulated by IWAI.
The government organization which carries out the
operations in the INLAND WATERWAYS is CENTRAL
INLAND WATERWAYS TRANSPORT
CORPORATION Ltd.
There are THREE NATIONAL WATERWAYS which
are operational, Two more have been identified and
under MARITIME AGENDA BARAK River will be
developed as NW-6.

7. NW-1The Ganga-Bhagirathi-Hooghly river system
between Haldia (Sagar) & Allahabad (1620 kms)
was declared as National Waterway No. 1(NW-1)
during October 1986.
IWAI is carrying out various developmental
works on the waterway for improvement of its
navigability as laid down in the IWAI Act, 1985 (82
of 1985). As per IWAI, Act 1985, IWAI is
responsible to develop the waterway for
navigation.
Till 2010 IWAI had been maintaining a navigable
depth of 2.5 meters between Haldia(Sagar) &
Farakka (560 km), 2.0 meters in Farakka Patna
(460 Km) and 1.5 meters in Patna Allahabad
sector (600Km). At present the waterway is being
used by tourism vessels, ODC Carriers, IWAI
vessels etc.

9. TERMINALS (FLOATING AND FIXED)
S
No.
Name of terminal with Chainage
1 RAJMAHAL (MANGLAHAT) (Ch. 588Km.)
2 SAHEBGANJ (SAMDAGHAT) (Ch.617Km.)
3 BATESH WARSTHAN(Ch. 683Km.)
4 BHAGALPUR(Ch715Km.)
5 MUNGER (Ch.793Km.)
6 SEMARIA (Ch 850 Km..)
7 BARH(Ch. 880 Km..)
8 BUXAR(Ch. 1124 Km.)
9 GHAZIPUR(Ch. 1177Km.)
10 RAJGHAT(VARANASI)(Ch. 1308Km)
11 ALLAHABAD (Ch. 1535Km)

10. FAIRWAY DEVELOPMENT
YEAR- 2010 2011
Sl.
No
Stretch (In km)
Depth
Maintained
No. of
shoals
attended
Depth aimed
for 2010-
2011
No. of
shoals
anticipated
1
Haldia(Sagar) -
Farakka (560)
3.0 6 3.0 12
2 Farakka- Patna (460) 2.0 17 2.5 81
3
Patna - Varanasi
(363)
1.5 26 2.0 34
4
Varanasi -
Allahabad (237)
1.5 17 1.5 34

11. Sl No.
Stretch Distance in Km
Number of day marks
Lean Season Flood Season
1 Tribeni - Farakka (351 Km) 173 173
2 Farakka - Munger (275 Km) 311 125
3 Munger-Patna(185km) 249 85
4 Patna- Ghazipur(230 Km) 220 110
5 Ghazipur -Chunar(172 km) 220 110
5 Chunar- Allahabad(198 km) 260 130

13. NW-2
The river Brahmaputra having a length of 891
Km between Bangladesh Border to Sadiya was
declared as National Waterway no. 2 (NW-2) on
1st September, 1988. IWAI is carrying out various
developmental works on the waterway for
improving its navigability as laid down in the IWAI
act, 1985 (82 of 1985).
As per IWAI, act 1985, IWAI is responsible to
develop the waterway for navigation.
Till 2010 IWAI had been maintaining a navigable
depth of 2.0 meters between Bangladesh Border to
Dibrugarh (768 Km) and 1.50 meters in Dibrugarh-
Sadiya sector (123 Km).

14. CONTD…
At present the waterway is being used by
vessels of Government of Assam, CIWTC,
Border Security Force, tourism vessels, and
other private operators.
Long cruise tourist vessels are making
voyages between Sivsagar near Dibrugarh
and Manas wild life sanctuary near Jogighopa
continuously. PoL was transported by IWT on
trial from Silghat to Budge- Budge and
Baghmari in Bangladesh.

17. NW-3
The West Coast
Canal or National Waterway No
3 is located in Kerala, India and runs
from Kollam to Kottapuram and was
declared a National Waterway in
1993.The dredging of this canal has
been finished.
 The National waterway 3 is one
of the most navigable and tourism
potential area in India and has much
to offer to the potential tourist.
This is the first National Waterway
in the country having 24 hours
navigation facilities in the entire
stretch.

19. NEW PROJECTS
DEVELOPMENT OF NW-4 : The total cost of development would be
around Rs1515 cr on PPP basis(BOT, BOOT or BOOST).
It is proposed that 40% funding (Rs 600 cr) as Viability Gap
Funding(VGF) and the rest by private sectors.
DEVELOPMENT OF NW-5 : The total cost of development would be
around Rs 4210 cr on PPP BASIS
 Two phased development :
a) Phase 1- Brahmani river and delta portion from Charbatia to Dhamra.
b) Phase 2- EAST COAST CANAL from Geonkhali to Charbatia
 PROPOSING NW-6 : The BARAK River in the NER.

21. INLAND DRY
CARGO
VESSELS
CARGO BARGE
RIVER CRUISE, TOUR BOATS
INLAND
PASSENGER
VESSELS
BRAHMAPUTRA CRUISES PVT
LTD, ASSAM BENGAL
NAVIGATION, PANDAV CRUISE
AND VIVADA INLAND
WATERWAYS

22. PUSHER TUGS, TOW BOATS, RIVER TUGS, INLAND
REGISTERED TUGS
TANK BARGE
INLAND TNKERS
INLAND TUGS

23. INLAND
SPECIAL
PURPOSE
VEHICALS
WORK BOAT, PONTOONS, DREDGERS, HYDROGRAPHIC
SURVEY, SPECIAL PURPOSE VEHICALS
IWAI HAS 11 DREDGERS CUTTER
SUCTION DREDGERS AND
HYDRAULIC DREDGERS

24. PROBLEMS FACED BY SHIPBUILDING
INDUSTRY

25. CASE STUDY
FATUA AND DANAPUR-
11.5 Km away from Patna
There were 5 racks in the
yard.
The commodities they handled
over there were:
1.Sugar
2.Cement
3.Fertilizers
4.Vegetable
5.Jute
6.Paper bales
7.Automobile

26. RAILWAYS AND ROADWAYS
65 TON WAGON
CHARGE PER WAGON WAS 65000
CARGOS WERE GENERALLY IN BAGS
THE LOADING AND DISCHARGE THEY PAYED 1.5/BAG
BY ROAD 1000/TON FOR 500-600KMS RUN

28. THREAT
1
• RAIL ROADS HAVE BETTER CONNECTIVITY AND
ARE FASTER
2
• FLOOD SITUATION IN NW-1
3
• FAULTY SURVEYS IN THE STREATCH

29. OPPORTUNITY
1
• POSSUBILITIES OF PROJECT CARGOS FROM
DELHI TO ALLAHABAD
2
• DAMS AND LOCKS CAN BE CONSTRUCTED FOR
RIVER KOSI
3
• PRIVATE SECTOR CAN TAKE AN ACTIVE ROLE

30. WEAKNESS
1
• NON AVAILABILITY OF RETURN CARGO
2
• DRINKING WATER,IRRIGATION AND HYDEL
POWERSECTORS RESULTS IN REDUCED DRAFT
3
• NON AVAILABILITY OF LOW DRAFT HIGH
TECHNOLOGY

31. STRENGTHS
1
• LOW CAPITALCOST
2
• ENVIORNMENT FRIENDLY
3
• LOW ON MAINTENANCE AND FUEL COST

33. MTSR-GAPS
MANUFACTURING GAP
TECHNOLOGICAL GAP
SKILL DEVELOPMENT GAP
RESOURCE GAP

34. Solution for River Kosi
 THE THREE GORGES DAM IN
CHINA WITH AN INSTALLED
CAPACITY OF 22500 MW COULD BE
SET AS AN EXAMPLE FOR RIVER
KOSI.
BARRIERS CAN BE CREATED TO
BLOCK THE FLOOD WATER.

35. CONCLUSION
Integrated Strategy involving all modes could be effective.
 Absence of which has resulted in lack of competitive neutrality across
transport modes, low quality and capacity of inter-modal connections.
Current institutional arrangements do not appear to have provided the
level of co-ordination and co-operation between modal jurisdiction needed
to address certain issues, as it has led to legal distortion.
The cost to the society is the most by road and rail transport as compared
to the inland water transport.
The congestion in the future would leave no other option than to convert
the navigable water in to use.

36. CONTD..
The funds allocated for the projects to be used in a proper fashion.
New ideas to be shared and invited to solve the issues in NW-1

37. Reference
Web sites:
http://www.transportation-dictionary.org/Shipping-Dictionary
http://www.iwai.nic.in
http://www.irclass.org
http://www.shipspotting.com/support/faq.php?category=Inland%20vessels
http://www.rina.org.uk/tna.html
http://www.legalindia.in
http://www.hellenicshippingnews.com/
http://www.dailyshippingtimes.com/news.php

38. Contd…
PDF:
Maritime Agenda 2010-2020)
“The evolution of perspective of inland water transport in India, RITES
Journal, April 2006.
“viability of IWT in India”- Rangaraj and Raghuram
“Perspective on IWT in India”- Sriraman.S
“Report on the development of coastal shipping”-TCS Mumbai 2004