A Study on Variation in Channel Width and Braiding Intensity of the Brahmaputra River in Assam, India
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Revised Master Plan and Zoning Regulations for Greater Tezpur -2031
REVISED MASTER PLAN AND ZONING REGULATIONS FOR GREATER TEZPUR -2031 PREPARED BY DISTRICT OFFICE TOWN AND COUNTRY PLANNING GOVERNMENT OF ASSAM TEZPUR: ASSAM SCHEDULE a) Situation of the Area : District : Sonitpur Sub Division : Tezpur Area : 12,659Hect. Or 126.60 Sq Km. TOWN & VILLAGES INCLUDED IN THE REVISED MASTER PLAN AREA FOR GREATER TEZPUR – 2031 MOUZA TOWN & VILLAGES Mahabhairab Tezpur Town & 1. Kalibarichuk, 2. Balichapari, 3. Barikachuburi, 4. Hazarapar Dekargaon, 5. Batamari, 6. Bhojkhowa Chapari, 7. Bhojkhowa Gaon, 8. Rajbharal, 9. Bhomoraguri Pahar, 10. Jorgarh, 11. Karaiyani Bengali, 12. Morisuti, 13. Chatai Chapari, 14. Kacharipam, 15. Bhomoraguri Gaon, 16. Purani Alimur, 17. Uriamguri, 18. Alichinga Uriamguri. Bhairabpad 19. Mazgaon, 20. Dekargaon, 21. Da-parbatia, 22. Parbatia, 23. Deurigaon, 24. Da-ati gaon, 25. Da-gaon pukhuria, 26. Bamun Chuburi, 27. Vitarsuti, 28. Khanamukh, 29. Dolabari No.1, 30. Dolabari No.2, 31. Gotlong, 32. Jahajghat 33. Kataki chuburi, 34. Sopora Chuburi, 35. Bebejia, 36. Kumar Gaon. Halleswar 37. Saikiachuburi Dekargaon, 38. Harigaon, 39. Puthikhati, 40. Dekachuburi Kundarbari, 41. Parowa gaon, 42. Parowa TE, 43. Saikia Chuburi Teleria, 44. Dipota Hatkhola, 45. Udmari Barjhar, 46. Nij Halleswar, 47. Halleswar Devalaya, 48. Betonijhar, 49. Goroimari Borpukhuri, 50. Na-pam, 51. Amolapam, 52. Borguri, 53. Gatonga Kahdol, 54. Dihingia Gaon, 55. Bhitar Parowa, 56. Paramaighuli, 57. Solmara, 58. Rupkuria, 59. Baghchung, 60. Kasakani, 61. Ahatguri, 62. Puniani Gaon, 63. Salanigaon, 64. Jagalani. Goroimari 65. Goroimari Gaon, 66. Goroimari RF 1 CHAPTER – I INTRODUCTION Tezpur town is the administrative H/Q of Sonitpur Dist. Over the years this town has emerged as on the few major important urban centers of Assam & the North Eastern Region of India. -
Entropy and Energy Dissipation of a Braided River System
Available online at www.sciencedirect.com ScienceDirect Procedia Engineering 144 ( 2016 ) 1175 – 1179 12th International Conference on Vibration Problems, ICOVP 2015 Entropy and Energy Dissipation of a Braided River System Vinay Chembolua, Subashisa Duttab* aDepartment of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati,781039, India bDepartment of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati, 781039, India Abstract The randomness in morphology of the Brahmaputra River is very common because of its high flow variability and erodible banks. The river is severely braided with no permanent bank line and varies its width by 1.2 km to 18 km. During the monsoon season it follows several tortuous braided paths to dissipate its enormous energy. The river changes its braided planform in response to seasonal water and sediment waves and makes its morphology extremely complex. This paper aims to link the braided planform disorderness as a measure of entropy with the energy dissipated by the braided river system to study the river behaviour for various flood waves. © 20162016 Published The Authors. by Elsevier Published Ltd. This by Elsevieris an open Ltd access. article under the CC BY-NC-ND license (Peerhttp://creativecommons.org/licenses/by-nc-nd/4.0/-review under responsibility of the organizing). committee of ICOVP 2015. Peer-review under responsibility of the organizing committee of ICOVP 2015 Keywords: Braided river system; entropy; energy dissipation 1. Introduction The Brahmaputra river one of the largest rivers in the world has its origin in the Himalayan glaciers traverses through Tibet (1628 km), India (918 km), Bangladesh (337 km) and finally flows into Bay of Bengal [1]. -
Annual Report on Traffic National Waterways: Fy 2020-21
ANNUAL REPORT ON TRAFFIC NATIONAL WATERWAYS: FY 2020-21 INLAND WATERWAYS AUTHORITY OF INDIA MINISTRY OF PORTS, SHIPPING & WATERWAYS A-13, SECTOR-1, NOIDA- 201301 WWW.IWAI.NIC.IN Inland Waterways Authority of India Annual Report 1 MESSAGE FROM CHAIRPERSON’S DESK Inland Water Transport is (IWT) one of the important infrastructures of the country. Under the visionary leadership of Hon’ble Prime Minister, Shri Narendra Modi, Inland Water Transport is gaining momentum and a number of initiatives have been taken to give an impetus to this sector. IWAI received tremendous support from Hon’ble Minister for Ports, Shipping & Waterways, Shri Mansukh Mandaviya, to augment its activities. The Inland Waterways Authority of India (IWAI) under Ministry of Ports, Shipping & Waterways, came into existence on 27th October 1986 for development and regulation of inland waterways for shipping and navigation. The Authority primarily undertakes projects for development and maintenance of IWT infrastructure on National Waterways. To boost the use of Inland Water Transport in the country, Hon’ble Prime Minister have launched Jibondhara–Brahmaputra on 18th February, 2021 under which Ro-Ro service at various locations on NW-2 commenced, Foundation stone for IWT terminal at Jogighopa was laid and e-Portals (Car-D and PANI) for Ease-of-Doing-Business were launched. The Car-D and PANI portals are beneficial to stakeholders to have access to real time data of cargo movement on National Waterways and information on Least Available Depth (LAD) and other facilities available on Waterways. To promote the Inland Water Transport, IWAI has also signed 15 MoUs with various agencies during the launch of Maritime India Summit, 2021. -
Pre-Feasibility for Proposed MMLP at Jogighopa
PrePre--Feasibilityfeasibility forReport for ProposedProposed MMLPInter- Modalat Terminal at Jogighopa Jogighopa(DRAFT) FINAL REPORT January 2018 April 2008 A Newsletter from Ernst & Young Contents Executive Summary ......................... 7 Introduction .................................... 9 1 Market Analysis ..................... 11 1.1 Overview of North-East Cargo Market ................................................................................... 11 1.2 Potential for Waterways ............................................................... Error! Bookmark not defined. 1.3 Potential for MMLP at Jogighopa .......................................................................................... 16 2 Infrastructure Assessment ..... 19 2.1 Warehousing Area Requirement ........................................................................................... 19 2.2 Facility Area Requirement .................................................................................................... 20 2.3 Handling Equipments ........................................................................................................... 20 3 Financial Assessment ............. 23 3.1 Capital Cost Estimates ......................................................................................................... 23 3.2 Operating Cost Estimates .................................................................................................... 24 3.3 Revenue Estimates ............................................................................................................. -
Brahmaputra and the Socio-Economic Life of People of Assam
Brahmaputra and the Socio-Economic Life of People of Assam Authors Dr. Purusottam Nayak Professor of Economics North-Eastern Hill University Shillong, Meghalaya, PIN – 793 022 Email: [email protected] Phone: +91-9436111308 & Dr. Bhagirathi Panda Professor of Economics North-Eastern Hill University Shillong, Meghalaya, PIN – 793 022 Email: [email protected] Phone: +91-9436117613 CONTENTS 1. Introduction and the Need for the Study 1.1 Objectives of the Study 1.2 Methodology and Data Sources 2. Assam and Its Economy 2.1 Socio-Demographic Features 2.2 Economic Features 3. The River Brahmaputra 4. Literature Review 5. Findings Based on Secondary Data 5.1 Positive Impact on Livelihood 5.2 Positive Impact on Infrastructure 5.2.1 Water Transport 5.2.2 Power 5.3 Tourism 5.4 Fishery 5.5 Negative Impact on Livelihood and Infrastructure 5.6 The Economy of Char Areas 5.6.1 Demographic Profile of Char Areas 5.6.2 Vicious Circle of Poverty in Char Areas 6. Micro Situation through Case Studies of Regions and Individuals 6.1 Majuli 6.1.1 A Case Study of Majuli River Island 6.1.2 Individual Case Studies in Majuli 6.1.3 Lessons from the Cases from Majuli 6.1.4 Economics of Ferry Business in Majuli Ghats 6.2 Dhubri 6.2.1 A Case Study of Dhubri 6.2.2 Individual Case Studies in Dhubri 6.2.3 Lessons from the Cases in Dhubri 6.3 Guwahati 6.3.1 A Case of Rani Chapari Island 6.3.2 Individual Case Study in Bhattapara 7. -
A Series of Measures Taken by the Indian Government Has Enabled A
Seamless connectivity www.worldcommercereview.com A series of measures taken by the Indian government has enabled a seamless connectivity through inland water transport among BBIN countries. Bipul Chatterjee and Veena Vidyadharan consider the effects on the region roviding a much-required boost to the inland water transport sector in India, the world’s largest shipping firm, Maersk moved 16 containers along National Waterway 1 from Varanasi (Uttar Pradesh) to Kolkata (West Bengal) recently in February, 2019. As container cargo transport through waterways reduces logistics cost and allows easier modal shift, this is expected to be a major leap in redefining the transport narrative for not Pjust India but also for its neighbouring countries of Bangladesh, Bhutan and Nepal. A series of measures has been taken by the Government of India in the past few years to improve the logistics infrastructure in the country. This includes setting up of logistics parks, multimodal terminals, Sagarmala Project1, e-mobility solutions and infrastructural development of rail, road and waterways. Despite these initiatives, India’s rank dropped from 35th to 44 in the recently published World Bank’s Logistics Performance Index (2018). Similar decline was observed in the case of Nepal (144) Bangladesh (100) and Bhutan (149) compared to previous data of 2016. Though the fruitfulness of the reform measures will take time to realise, it is to be mentioned that the thrust to develop inland waterways for trade and transport got intensified lately after the declaration of National Waterways Act in 2016. The National Waterway-1 from Allahabad to Haldia in the Ganga- Bhagirathi-Hooghly river system and National Waterway-2 from Sadiya to Dhubri in the Brahmaputra river are the two important waterways that are projected to play a vital role in improving the inland water transport connectivity of India with its eastern www.worldcommercereview.com neighbours. -
Conservation of Gangetic Dolphin in Brahmaputra River System, India
CONSERVATION OF GANGETIC DOLPHIN IN BRAHMAPUTRA RIVER SYSTEM, INDIA Final Technical Report A. Wakid Project Leader, Gangetic Dolphin Conservation Project Assam, India Email: [email protected] 2 ACKNOWLEDGEMENT There was no comprehensive data on the conservation status of Gangetic dolphin in Brahmaputra river system for last 12 years. Therefore, it was very important to undertake a detail study on the species from the conservation point of view in the entire river system within Assam, based on which site and factor specific conservation actions would be worthwhile. However, getting the sponsorship to conduct this task in a huge geographical area of about 56,000 sq. km. itself was a great problem. The support from the BP Conservation Programme (BPCP) and the Rufford Small Grant for Nature Conservation (RSG) made it possible for me. I am hereby expressing my sincere thanks to both of these Funding Agencies for their great support to save this endangered species. Besides their enormous workload, Marianne Dunn, Dalgen Robyn, Kate Stoke and Jaimye Bartake of BPCP spent a lot of time for my Project and for me through advise, network and capacity building, which helped me in successful completion of this project. I am very much grateful to all of them. Josh Cole, the Programme Manager of RSG encouraged me through his visit to my field area in April, 2005. I am thankful to him for this encouragement. Simon Mickleburgh and Dr. Martin Fisher (Flora & Fauna International), Rosey Travellan (Tropical Biology Association), Gill Braulik (IUCN), Brian Smith (IUCN), Rundall Reeves (IUCN), Dr. A. R. Rahmani (BNHS), Prof. -
Bangladesh-India Protocol Routes
TEJPUR NAGALAND SILGHAT 31C BANGLADESH-INDIA I N D I A A S S A M 36 JOGIGHOPA DISPUR 37 31 PANDU DHUBRI 37 PROTOCOL ROUTES KOHIMA 40 SHISHUMARA SHILLONG 31 51 CHILMARI M E G H A L A Y A 53 MANIPUR ZAKIGANJ LAKHIPUR 34 BAHADURABAD 53 IMPHAL KARIMGANJ MARKULI FENCHUGANJ SHERPUR FARAKKA B A N G L A D E S H AJMIRIGANJ DHULIAN GODAGARI SIRAJGANJ RAJSHAHI 54 N BHAIRAB 44 BAZAR ASHUGANJ BAGHABARI TRIPURA ARICHA AGARTALA AIZWAL DHAKA MIZORAM NARAYANGANJ Legend Declared National waterway Proposed National waterway 2 CHANDPUR Protocol route Road Rail NH 51 35 KHULNA BARISAL Protocol route distances CHALNA KAUKHALI KOLKATA Kolkata - Guwahati/Pandu..….. 1535 km MONGLA 6 Kolkata - Karimganj............…....1318 km 41 HALDIA Dhulian-Rajshahi...............….........78 km NAMKHANA Bay of Bengal Myanmar(Burma) Summary of the Protocol Protocol on Inland Water Transit and Trade between Bangladesh and India In accordance with Article viii of the trade Agreement between Bangladesh & India Protocol on Inland Water Transit and Trade (PIWT&T) between the countries was signed to make mutually beneficial arrangements for the use of their waterways for commerce between the two countries and for passage of goods between two places in one country and to third countries through the territory of the other under the terms mutually agreed upon. In such cases, fees and charges, if leviable as per international agreements, conventions or practices, may be applied and transit guarantee regime may be established through mutual consultations. The Protocol was first signed in 1972 and since then it has been continuing without any interruption. -
Expanding Tradable Benefits of Inland Waterways Case of India
Expanding Tradable Benefits of Inland Waterways Case of India Published By D-217, Bhaskar Marg, Bani Park, Jaipur 302016, India Tel: +91.141.2282821, Fax: +91.141.2282485 Email: [email protected], Web site: www.cuts-international.org With the support of © CUTS International, 2017 First published: December 2017 This document has been produced by CUTS International Printed in India by M S Printer, Jaipur This document is the output of the study designed and implemented by CUTS International and its strategic partners – Royal Society for Protection of Nature (RSPN), South Asia Watch on Trade, Economics and Environment (SAWTEE) and Unnayan Shamannay which contributes to the project ‘Expanding tradable benefits of trans-boundary water: Promoting navigational usage of inland waterways in Ganga and Brahmaputra basins’. More details are available at: www.cuts- citee.org/IW/ This publication is made possible with the support of The Asia Foundation. The views and opinions expressed in this publication is that of CUTS International and partners and not of The Asia Foundation. #1715 2 Contents Acknowledgement...................................................................................................... 5 Abbreviations ............................................................................................................ 6 Contributors .............................................................................................................. 7 Executive Summary................................................................................................... -
Chapter 3 Assam
Chapter 3 Assam Udayon Misra 1. The Ahom Period (1328-1826) The impression has long sought to be created that the “North-East” is a landlocked area and that its geographical isolation is a major factor contributing to its economic backwardness. Not to speak of the pre-Ahom period when Assam, made up primarily of the Brahmaputra Valley, had quite an active interaction with the northern part of the Indian subcontinent, even under the Ahom rulers (1328-1826) who were known for their closed-door approach, there was active trade between Assam and her western neighbours, Bengal and Bihar as also with Bhutan, Tibet and Myanmar. Describing the kingdom of Assam during the height of Ahom rule in the seventeenth century, the historian S.K.Bhuyan states: “The kingdom of Assam, as it was constituted during the last 140 years of Ahom rule, was bounded on the north by a range of mountains inhabited by the Bhutanese, Akas, Daflas and Abors; on the east, by another line of hills people by the Mishmis and the Singhphos; on the south, by the Garo, Khasi, Naga and Patkai hills; on the west, by the Manas or Manaha river on the north bank, and the Habraghat Pargannah on the south in the Bengal district of Rungpore. The kingdom where it entered from Bengal commenced with the Assam Choky (gate) on the north bank of the Brahmaputra, opposite Goalpara; while on the south bank it commenced from the Nagarberra hill at a distance of 21 miles to the east of Goalpara. “The kingdom was about 500 miles in length, with an average breadth of 60 miles. -
IRBM for Brahmaputra Sub-Basin Water Governance, Environmental Security and Human Well-Being
IRBM for Brahmaputra Sub-basin Water Governance, Environmental Security and Human Well-being Jayanta Bandyopadhyay Nilanjan Ghosh Chandan Mahanta IRBM for Brahmaputra Sub-basin Water Governance, Environmental Security and Human Well-being Jayanta Bandyopadhyay Nilanjan Ghosh Chandan Mahanta i Observer Research Foundation 20, Rouse Avenue Institutional Area, New Delhi - 110 002, INDIA Ph. : +91-11-43520020, 30220020 Fax : +91-11-43520003, 23210773 E-mail: [email protected] ©2016 Copyright: Observer Research Foundation ISBN: 978-81-86818-22-0 ALL RIGHTS RESERVED. No part of this book shall be reproduced, stored in a retrieval system, or transmitted by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of the copyright holder (s) and/or the publisher. Typeset by Vinset Advt., Delhi Printed and bound in India Cover: Vaibhav Todi via Flickr. ii IRBM for Brahmaputra Sub-basin: Water Governance, Environmental Security and Human Well-being Table of Contents About the Authors v Acknowledgements vi Foreword vii Preface ix I The Brahmaputra River Sub-basin 1 II Integrated Management of Trans-boundary Water Regimes: A Conceptual Framework in the Context of Brahmaputra Sub-basin 19 III The Brahmaputra Sub-basin in the DPSIR Framework 43 IV Management Challenges Facing Human Well-being and Environmental Security in the Brahmaputra Sub-basin 49 V Institutional Response: A Regional Organisation for the Lower Brahmaputra Sub-basin 61 References 73 iii IRBM for Brahmaputra Sub-basin: Water Governance, Environmental Security and Human Well-being About the Authors Jayanta Bandyopadhyay is a retired Professor from IIM Calcutta. He obtained his PhD in Engineering from IIT Kanpur, and after completing his doctoral work, shifted his research interests to the Himalaya and, in particular, the challenges in sustaining the region's rivers. -
Chapter 6: Infrastructure
Chapter 6 Infrastructure In the policy analyses for increasing the pace of growth in the north-east, it has long been recognised that infrastructure is a fundamental pre-requisite for growth. In fact, the vision for the state is necessarily predicated on the creation of an infrastructural base, which is so far absent in the economy. Infrastructure development in the state of Meghalaya includes a variety of projects that facilitate connectivity and communications, such as transport networks in the form of good state roads, inter-district roads, and village roads; airports, and inland waterways; and speedy and reliable communication networks and information systems. It also covers power generation and transmission capacity, basic necessities (such as adequate water supply both for drinking as well as for irrigation, environmental sanitation in the form of drainage, sewerage, and waste disposal, and housing), social infrastructure (largely linked to improving the supply of education and health services), and market related infrastructure (storage, cold chains and warehouses, and haats) to help the development of markets for agricultural goods. One may even include trade related facilities such as customs and check posts to promote the expansion of cross-border trade. The importance of infrastructure in economic development has been well documented. Good transport networks especially are a key facilitating factor for the expansion of markets, which in turn provide scope for the division of labour and specialisation. Combined with the availability of good quality power and telecommunication connectivity, the effect on people’s livelihoods is manifold. Apart from delivering essential services that are necessary to improve people’s lives and their livelihoods, these elements of infrastructure underpin the transition to a more modern agricultural sector, the emergence of trade and industry, and the creation of employment opportunities in areas such as horticulture, tourism, and information technology.