BACKGROUND PAPER NO. 7

JANUARY 2007

PERSPECTIVES OF INLAND WATER TRANSPORT

DEVELOPMENT IN THE NORTHEAST

BY

INLAND WATERWAYS AUTHORITY OF

This paper was commissioned as an input to the study “Development and Growth in : The Natural Resources, Water, and Environment Nexus”

Table of contents Preface...... vi Abbreviations and acronyms ...... vii Executive summary ...... 1

1. Introduction...... 3 1.1 Background ...... 3 1.2 Need for the study...... 3 1.3 Objectives and scope of the study...... 4 1.4 Methodology adopted for the study...... 4 1.5 Organization of the report...... 6

2. The Northeastern Region and its states ...... 8 2.1 Physical features...... 8 2.2 States of the Northeast...... 9 2.3 Topography...... 12 2.4 Climate...... 12 2.5 Demographic characteristics...... 12 2.6 Socioeconomic characteristics...... 13

3. Overview of transport system and history of inland water transport in the Northeast ...... 15 3.1 Existing transport system in the Northeastern Region...... 15 3.2 History of inland water transport in the Northeastern Region ...... 23

4. : Problems and prospects ...... 26 4.1 River morphology and general characteristics...... 26 4.2 Hydrological characteristics ...... 27 4.3 Analysis of water availability for navigation ...... 27 4.4 National Waterway 2: Prospects for inland water transport ...... 31

ii

5. Overview of other potential waterways in the Northeastern Region...... 33 5.1 ...... 33 5.2 ...... 34 5.3 ...... 36 5.4 Kolodyne River...... 36 5.5 ...... 38 5.6 ...... 38 5.7 ...... 39 5.8 Tizu River ...... 39

6. Organized and unorganized movements...... 40 6.1 Organized sector movements ...... 40 6.2 Unorganized sector movements...... 44

7. Intercountry trade through inland water transport...... 47 7.1 Present intercountry transport...... 47 7.2 Future cargo potential...... 49 7.3 Inland terminals...... 50 7.4 Availability of fleet...... 51 7.5 Problems ...... 51 7.6 Ways forward...... 52

8. Future role of inland water transport in the Northeastern Region ...... 54 8.1 Waterway development ...... 54 8.2 Cargo movement ...... 54 8.3 Opening of new intercountry inland water transport routes ...... 55

9. Implementation and institutional arrangements ...... 56 9.1 National Waterway 2 ...... 56 9.2 Other waterways ...... 57 9.3 Proposed North East Water Resources Authority (NEWRA)...... 57

iii

10. Conclusions and recommendations...... 59 10.1 Conclusions ...... 59 10.2 Recommendations...... 60

Appendix A. Terms of reference for study...... 62 Appendix B. Least available depth details for last five years...... 62 Appendix C. Shoal locations causing recurrent problems on NW-2...... 66 Appendix D. Movement of cargo on NW-2 by selected operators...... 79 Appendix E. Movement of cargo in on selected routes...... 86 Appendix F. Passengers carried by IWTD 2003–2004 ...... 88 Appendix G. Inland water transport: Potential employment generation...... 92 Appendix H. Indo- Protocol on Inland Water Transit and Trade ...... 95 Appendix I. IWAI administrative setup for NW-2 ...... 96 Appendix J. Inland Water Transport Directorate administrative setup for NW-2...... 98

Bibliography ...... 100

iv Tables Table 1. Northeast India: Population, land area, and density by state...... 13 Table 2. Proportion of rural and urban populations...... 13 Table 3. Income data for northeastern states...... 14 Table 4. Length of railways in northeast India by state...... 17 Table 5. Length of road network in northeast India by state...... 18 Table 6. Features of national highway network in the Northeast...... 19 Table 7. Water level variations recorded at different gauge stations ...... 28 Table 8. Maximum and minimum water levels observed at various locations ...... 28 Table 9. Maximum and minimum mean velocity observations at Pandu...... 29 Table 10. Number of days of least available depth below 2 meters 2000-2005 ...... 30 Table 11. Cargo projections for NW-2...... 40 Table 12. Cargo projections for Barak River...... 41 Table 13. IWTD-operated ferry links with neighboring states ...... 42 Table 14. Main cargoes on selected routes on NW-2 ...... 43 Table 15. Longitudinal ferry services on NW-2 ...... 43 Table 16. Cargo movement by vessel nationality on Indo-Bangladesh Protocol route ...... 48 Table 17. Movement of cargoes, 2005...... 49 Table 18. Protocol charges September 2003 to June 2004 ...... 49 Table 19. NHPC projects: Projected cargo movements and requirements ...... 54 Figures Figure 1. Flowchart of study methodology...... 5 Figure 2. States of the Northeastern Region...... 8 Figure 3. Transport systems of northeast India ...... 15 Figure 4. Map of (National Waterway 2)...... 26 Figure 5. River system in the Northeastern Region ...... 33 Figure 6. Indo-Bangladesh Protocol routes for inland water transport ...... 48

v Preface The relegation of inland waterways in India to a relatively insignificant level is a testimony to the rapid development of other means of modern transport, particularly rail, road, and air. It is no wonder that today inland water transport accounts for only about 45 million metric tons of national cargo movement, less than 0.2 percent of the total. With the national economy growing at a rate of 7 percent per year (GDP) and the 11th Plan poised for the higher-trajectory growth path of 8–10 percent, it is only natural that attention is now focused on all the tiers of infrastructure that can fuel the engine of growth. The inherent advantages of inland water transport – that it provides low-cost, energy-efficient, environmentally friendly, and safe and secure transportation of goods and passengers – are suddenly beginning to be recognized as crucial. More so, when it is realized that this is one sector that has long been neglected and has remained underutilized. Furthermore, as the saturation levels of rail and road networks are being reached and fuel costs continue to rise, inland water transport appears to loom large as a redeeming mode of transportation. The and Brahmaputra have been the traditional river basins for providing transportation for goods and passengers. The time has now come to invest in the development of an efficient inland water transport mode in the Northeast. In these efforts new approaches and innovative methods, along with private sector participation, will evidently play a prominent role. Also, there is an urgent need to step up activities and forge stronger trade linkages under the aegis of the Indo-Bangladesh Protocol on Inland Water Transit and Trade. Similar ties can also be developed with Myanmar. The present study, sponsored by the World Bank, is not only timely but is expected to be very useful. It serves the laudable function of bridging the critical gap between planning and implementation, evolving new initiatives and joint efforts for formulating relevant and feasible policies and programs for restoring the primacy of inland water transport as the logical transportation mode for the Northeast. The study team has worked tirelessly to collect, compile, and analyze the data. An attempt has been made to make a firm foundation from which new policy programs and initiatives can be launched for making inland water transport an active and vibrant in the Northeast in the future.

Rahul Sarin Chairman, Inland Waterways Authority of India February 2006

vi Abbreviations and acronyms IWAI Inland Waterways Authority of India IWTD Inland Water Transport Directorate MoDONER Ministry of Development of North Eastern Region NEEPCO North Eastern Electric Power Corporation NEWRA North Eastern Water Resources Authority NHPC National Hydroelectric Power Corporation NW-2 National Waterway 2

vii Executive summary Inland water transport is generally considered to be a cost-effective, relatively fuel-efficient, environmentally friendly, and employment-generating mode of transport. A number of countries are now taking initiatives to make better use of existing capacity and invest in inland water transport. Several development projects aimed at enhancement of inland water transport infrastructure and operations are under way not only in European and other Western countries but also in Asian countries such as China, Myanmar, Bangladesh, and India. Northeast India has many large and small rivers providing facilities for water transport, especially in their plains sections. From the ancient period until roads were constructed, the Brahmaputra and Barak rivers were commonly used for transportation of goods and passengers. During the British period the Brahmaputra and Barak-Surma-Kushiyara- systems were extensively used for transport and trade between northeast India and the port of . It is estimated that the Northeastern Region has about 1,800 kilometers of river routes that can be used by steamers and large country boats. The inland water transport departments of both the state and central governments have been trying to improve the water transport system in the region. The Brahmaputra now has several small river ports, for example Sadiya, , Neamati, , , Jogighopa, and . In addition, there are more than thirty pairs of ferry ghats (crossing points) on the Brahmaputra, transporting both passengers and cargo. The Barak also has small ports at , Badarpur, and and ferry services at several places across it. The major tributaries of the Brahmaputra (the Lohit, Dhansiri, and Subansiri), the rivers of (the Gumti and Haora), the Tizu River in , and the Kolodyne River in have immense navigation potential that can be developed for both cargo and passenger movements. With the renewed focus on the development of inland water transport and the completion of ongoing programs and projects it is expected that National Waterway 2 (NW-2) will be a fully functioning waterway with all the necessary infrastructure facilities within 8–10 years. Inland water transport will then be able to compete with other modes of transport, for example rail and road, in transportation of cargo to and from the ports of Kolkata and through the Indo- Bangladesh Protocol route and NW-2. The development of river routes such as the Subansiri, Dhansiri, and Lohit will accelerate the development of the hinterland and the opening up of new business opportunities along these rivers. Besides the existing Indo-Bangladesh Protocol route, several new intercountry inland water transport routes could stimulate trade and commerce between India and its neighboring countries: • Tizu-Chindwin-Irrawaddy system, for interconnectivity between Nagaland and Myanmar to the port of Yangon (Rangoon) • Nengpui-Chimtuipui-Kolodyne system, for interconnectivity between Mizoram and Myanmar to the port of Sittwe • Gumti-Meghna system, for interconnectivity between Tripura and Bangladesh to Dacca and other locations. Effective use of inland water transport routes can result in the following benefits:

1 • Cargo transportation to the Northeast through the -Bangladesh-NW-2 waterway system and the Sundarbans-Bangladesh-Meghna-Barak waterway system offer shorter routes than those provided by the rail and road networks. • During the flood season, when other modes of transport are severely hindered or not in operation, inland water transport continues to link the Northeastern Region to the rest of the country, enabling transport of food grains and other basic commodities to the region during the flood season. • Bulk commodities and overdimensional cargo (for example building materials for large projects) can easily be transported to various destinations in the Northeast after their import at Kolkata and Haldia ports. • Increased economic activity, including trade and commerce, will occur through development of inland water transport. • Additional generation of over 27,000 jobs by 2020 has been forecast, with total earnings estimated at Rs. 0.9 million per day. The average increase in daily earnings due to additional employment has been estimated at Rs. 33. • The development of inland water transport will encourage improvements in infrastructure, aiding the safe and smooth operation of cargo movement. • Moving freight by inland waterway will help reduce the level of congestion on roads and railways; a projected cargo of 6 million metric ton-kilometers will be moved through NW-2 by 2020. • Inland water transport is environmentally friendly, creating less noise pollution and atmospheric pollutant levels than other modes of transport, with resultant health benefits for the population. • An expected economic yield to investment of about 15 percent will boost social development in the hinterland. • Inland water transport is safer than roads or railways, with a lower incidence of accidents and human casualties. • Proper bandalling1 and channel maintenance will prevent soil erosion and siltation of rivers, provide better quality of water, and protect biodiversity in the area. • There is potential for development of tourism circuits, for example Guwahati-Kaziranga via Tezpur, Tezpur-Singri-Viswanath, Kaziranga- (Neamati)-Sibsagar. If the inland waterways are to emerge as vibrant and flourishing channels for large-scale cargo movement and commercial use a number of supportive activities need to be in place, including periodic dredging, river training, night navigation facilities, a minimum least available depth of 2 meters, development of berthing facilities with mechanized horizontal and vertical cargo handling at reasonable cost, and intermodal linkages to provide rapid access and egress to truck traffic at terminals. Furthermore, provision of storage, bunkering, and repair facilities will increase the commercial value and economic viability of the terminals.

1 Bandalling: Bamboo matting fixed to a framework of bamboo driven into the riverbed and supported by struts.

2 1. Introduction

1.1 Background Asia is generously endowed with navigable inland waterways, which can play a vital role in the economic and social development of the inhabitants of remote rural areas of this region by providing accessibility and transport at low cost. Some famous river systems, such as the Ganges-Jamuna-Brahmaputra, Lancang-Mekong, Volga, Mississippi, Rhine, and Yangtze, have made enormous contributions to national and regional development. Bearing in mind the various advantages of inland waterways, such as cost-effectiveness, relative fuel efficiency, and importance for the mobility, welfare, and development of remote communities, a number of countries are now taking initiatives to make better use of existing capacity and to increase investments in inland water transport. Several development projects aimed at enhancement of inland water transport infrastructure and operations are under way in Asia, despite the recent declining trend in the usage of some of the region’s inland waterways. The World Bank has instituted a study on Natural Resources, Water and the Environment Nexus for Development and Growth in Northeast India for the Ministry of Development of North Eastern Region (MoDONER). As part of this study the World Bank has entrusted the Inland Waterways Authority of India (IWAI) Consultancy Wing to prepare a Background Paper on options for improved inland water transport in the northeastern states of India.

1.2 Need for the study Northeast India has many large and small rivers providing facilities for water transport, especially in their plains sections. From the ancient period until roads were constructed, the Brahmaputra and Barak rivers were commonly used for transportation of goods and passengers. During the British period the Brahmaputra and Barak-Surma-Kushiyara-Meghna river systems were extensively used for transport and trade between northeast India and the port of Kolkata. With the growth of the tea industry these rivers became important carriers of trade. It is estimated that the Northeastern Region has about 1,800 kilometers of river routes that can be used by steamers and large country boats. The inland water transport departments of both the state and central governments have been trying to improve the water transport system in the region. The Brahmaputra now has several small river ports, for example Sadiya, Dibrugarh, Neamati, Tezpur, Guwahati, Jogighopa, and Dhubri. In addition, there are more than thirty pairs of ferry ghats (crossing points) on the Brahmaputra, transporting both passengers and cargo. The Barak also has small ports at Karimganj, Badarpur, and Silchar and ferry services at several places across it. The major tributaries of the Brahmaputra (the Lohit, Dhansiri, and Subansiri), the rivers of Tripura (the Gumti and Haora), the Tizu River in Nagaland, and the Kolodyne River in Mizoram have immense navigation potential that can be developed for both cargo and passenger movements. The has accorded priority to taking up various developmental works in the Northeastern Region. Special packages are being announced exclusively for developing infrastructural facilities and other amenities in this region, and there is a need to exploit the

3 potential of all untapped fields. Development and better utilization of the available natural resources, including rivers, cannot be neglected, as they have the potential to generate immense employment opportunities and development of the vast hinterland.

1.3 Objectives and scope of the study The study envisaged an appraisal of the long-, medium-, and short-haul services and facilities of the inland water transport system presently available in National Waterway 2 (NW-2), including the Brahmaputra River. An appraisal of the cargo and passenger services, ferry services, and intercountry services, and quantification of the tangible and intangible benefits accruing to the region and its people, both in the present and in the future, are presented in this report. The study also considers development of the Barak River and identification of other potential waterways in the Northeastern Region where navigation can be effectively improved in the immediate future. Implementation and institutional arrangements for taking up the proposed activities have also been considered. The details of the terms of reference of the study are found in appendix A.

1.4 Methodology adopted for the study In accordance with the terms of reference, the requisite data to be collected and activities to be undertaken were identified. As a first step secondary data were collected from: • Related reports of the Northeastern Region, for example technoeconomic feasibility studies carried out by various consultants for IWAI and other organizations, master plan studies conducted by the Brahmaputra Board, cargo and passenger movement details from the Central Inland Water Transport Corporation Ltd (CIWTC), the Inland Water Transport Directorate (IWTD), the , and private operators • Literature from various websites related to the Northeastern Region • Other published materials, for example India-2005. Subsequently, primary data about NW-2 were also collected, for example a longitudinal survey of the existing navigational channel, water level variations, information on existing movements of people and materials, and future requirements for both organized and unorganized sectors at local level. A case study on the movement of mechanized country craft was undertaken at Neamati to develop understanding of the problems and prospects of such users. Analysis of primary and secondary data was carried out to assess the navigability of NW-2, the Barak River, and other potential waterways in the Northeastern Region; to locate stretches where navigation could be developed; and to identify the possibilities for development of intercountry and intracountry inland water transport routes. From these analyses, the overall benefits for the economic development of the region were derived. In all these aspects, the study drew on the experience gained in developing NW-2 and other national waterways in the country. Figure 1 presents a flowchart of the methodology employed for the study.

4 Figure 1. Flowchart of study methodology

Study of objectives Identification of data and scope of work to be collected

Secondary data collection

Waterway details: Literature/ Cargo movement details • NW-2 documents • Other potential waterways: Barak, Lohit, Subansiri, Gumti & Haora, Dhansiri, • CIWTC Tizu, Kolodyne Websites • IWTD, Assam India-2005 • IWAI Master plan studies • Private operators Published materials • Unorganized sector

Compilation

Inception report

Primary data collection

Indo-Bangladesh NW-2: Inputs from Protocol route: • Survey users/operators: • Cargo • Water level • Cargo • Discharge • Problems • Passenger • Cargo • Prospects • Problems • Prospects Analysis of data • Neamati case study Organizing report

• Inputs from Guwahati Draft report interactive session • Comments of World Bank

Final report

5 In summary, secondary data were collected from the following: • Feasibility report • Master plan studies • Cargo studies • India-2005 • Websites • Literature and documents • Passenger movement details • Cargo movement details • Hydrological data Primary data were collected in the following areas: • Thalweg surveys • Water level data • Problems faced by users and operators • Survey of ferry ghats • Case study on mechanized vessel and country boat operation at Neamatighat

1.5 Organization of the report The report is organized in the following manner: • Executive summary of report • Chapter 1: Introduction, scope of work, and terms of reference for the methodology adopted for the study • Chapter 2: General description of the Northeastern Region and its constituent states • Chapter 3: Overview of the transport sector and history of inland water transport in the Northeastern Region, including a description of the existing transport system with reference to rail, road, airways, waterways, pipelines, and ropeways; and a history of inland water transport, particularly the developments in mechanized vessel movements • Chapter 4: Overview of NW-2 problems and prospects, including a broad description of the activities being taken up by IWAI, future development programs, and the prospects of NW-2 • Chapter 5: Overview of other potential waterways in the Northeastern Region, including the rivers Barak, Subansiri, Dhansiri, Gumti, Haora, Lohit, Kolodyne, and Tizu • Chapter 6: Description of organized and unorganized movements in inland water transport in the region, including the existing cargo movements of the Central Inland Water Transport Corporation, the Inland Water Transport Directorate of Assam, and private operators; passenger and unorganized movements through country boats; and details of ferry services and future cargo projections

6 • Chapter 7: Intercountry trade through inland water transport, including details of the Indo-Bangladesh Protocol on Inland Water Transit and Trade, existing cargo movements, and problems and prospects • Chapter 8: Future role of inland water transport in the region • Chapter 9: Implementation and institutional arrangements • Chapter 10: Conclusions and recommendations It can be seen from the report that there is immense potential for development of inland water transport in the Northeastern Region, if the work of development of river routes is taken up with a long-term perspective and in a systematic manner by both the central and state governments. The problems of the existing users should be properly addressed in order to find realistic solutions. Incentives and other financial assistance need to be extended to users and operators. Modern technology should be adopted in the execution of works and the modernization of vessels, both in the organized and unorganized sectors.

7 2. The Northeastern Region and its states

2.1 Physical features The Northeastern Region of India comprises the states of , Assam, , , Mizoram, Nagaland, , and Tripura (figure 2). The region has international borders with China in the north, Myanmar in the east, Bangladesh in the southwest and Bhutan in the northwest. The western part of the region is connected to the eastern part of the country through the Siliguri land corridor (the so-called Chicken’s Neck), which has an approximate width of 33 kilometers on the eastern side and 21 kilometers on the western side. The total geographic area of the Northeastern Region is 26.2 million hectares, 7.9 percent of India’s total area of 329 million hectares. The northeastern states have 143,348 square kilometers under forest cover, 78 percent of the total area. The area lies between latitude 21°57' N and 29°30' N, and longitude 88° E and 97°30' E.

Figure 2. States of the Northeastern Region

8 2.2 States of the Northeast 2.2.1 Arunachal Pradesh Arunachal Pradesh, formerly the North-East Frontier Agency, shares international boundaries with Bhutan, Tibet, China, and Myanmar to the west, northeast, north, and east respectively, and state boundaries with Assam and Nagaland. The terrain consists of submontane and mountainous ranges, sloping down to the plains of Assam, divided into valleys by the rivers Kameng, Subansiri, Siang, Lohit, and Tirap. There are practically no records relating to the history of this area, except some oral literature and a number of historic ruins found mainly in the foothills. Subsequently explorations and excavations have identified the ruins as dating approximately from the early Christian era. The historical evidence indicates that the area was well known and its inhabitants had close relations with the rest of the country. The modern history of Arunachal Pradesh begins with the inception of British rule in Assam after the Treaty of Yandaboo, concluded on 24 February 1826. Before 1962 the area was part of Assam. Because of its strategic importance it was administered by the Ministry of External Affairs until 1965 and then by the Ministry of Home Affairs. In 1972 it was constituted as a union territory and on 20 February 1987 it became the 24th state of the Indian Union. 2.2.2 Assam Assam is the sentinel of northeast India and the gateway to the northeastern states. The state is close to India’s international borders with Bangladesh and Bhutan. Assam is bordered by Bhutan and Arunachal Pradesh to the north, Manipur, Nagaland, and Arunachal Pradesh to the east, and Meghalaya, Tripura, and Mizoram to the south. The word “Assam” as interpreted by some scholars is derived from the Sanskrit word “asoma”, meaning peerless or unparalleled. But the widely accepted opinion among academic circles today is that the name is derived from the original name of the Ahoms, who ruled the land for about 600 years prior to its annexation by the British. A number of ethnic groups, from Austric, Mongolian, Dravidian, and Aryan sources, have at different times colonized the area and have contributed to its composite culture. Thus Assam has a rich legacy of culture and civilization. Assam was known as Pragjyotisha (“place of eastern astronomy”) during the epic period and was later named Kamrupa. The earliest epigraphic reference to the kingdom of Kamrupa is found in the pillar inscription of King Samudragupta. Kamrupa is mentioned as a pratyanta or frontier state outside the Gupta empire but with friendly and subordinate relations to it. Hiuen Sang, the Chinese scholar pilgrim who visited Kamrupa in about 743 AD at the invitation of its monarch Kumar Bhaskar Varman, left a record of the kingdom he called Kamolupa. Kamrupa also figured in the writings of the Arabian historian Alberuni in the 11th century. Thus, from the epic period down to the 12th century, the eastern frontier kingdom was known as Pragjyotisha and Kamrupa, and its kings called themselves lords of Pragjyotisha. The advent of the Ahoms across the eastern hills in 1228 was a turning point in Assam history. They ruled Assam for nearly six centuries. The Burmese entered through the eastern borders and overran the territory at a time when court intrigues and dissensions were sapping the vitality of the Ahom royalty. It became a British protectorate in 1826 when the Burmese ceded Assam to the British under the provisions of the Treaty of Yandaboo.

9 2.2.3 Manipur Manipur has a long history from the beginning of the Christian era. The recorded history of kingship started from 33 AD with the coronation of Pakhangba, after whom a series of kings ruled over Manipur. The independence and sovereignty of Manipur remained uninterrupted until the Burmese invaded and occupied it for seven years in the first quarter of the 19th century. The period of British paramountcy commenced in 1891; Manipur was eventually merged into the Indian Union on 15 October 1949 as a part of Assam state. In the 1950s it came under the administration of a territorial council of 30 elected and 2 nominated members; in 1963 a legislative assembly of 30 elected and 3 nominated members was established under the Union Territories Act (1962). The status of the administrator was raised from chief commissioner to lieutenant with effect from 19 December 1969. Manipur attained full statehood on 21 January 1972. 2.2.4 Meghalaya Meghalaya was created an autonomous state within the state of Assam on 2 April 1970. It achieved full statehood on 21 January 1972. It is bounded on the north and east by Assam and on the south and west by Bangladesh. Meghalaya, literally meaning “the abode of clouds”, is essentially a hilly state. It is predominantly inhabited by the Khasi, Jaintia, and Garo tribal communities. The and Jaintia Hills, which occupy the central and eastern part of Meghalaya, form an imposing plateau with rolling grassland, hills, and river valleys. The southern face of the plateau is marked by deep gorges and abrupt slopes, at the foot of which a narrow strip of plain runs along the international border with Bangladesh. 2.2.5 Mizoram Mizoram became the 23rd state of the Indian Union in February 1987. It was one of the districts of Assam until 1972, when it became a union territory. After Mizoram was annexed by the British in 1891, the Lushai Hills in the north remained under Assam while the southern half remained under . Both these parts were amalgamated in 1898 into the Lushai Hill District under the chief commissioner of Assam. With the implementation of the North-Eastern Reorganization Act in 1972 Mizoram became a union territory and, following the signing of the memorandum of settlement between the Government of India and the Mizo National Front in 1986, was granted statehood on 20 February 1987. Sandwiched between Myanmar in the east and the south and Bangladesh in the west, Mizoram occupies an area of great strategic importance in the northeastern corner of India. Mizoram is a mountainous state with great natural beauty and an endless variety of landscape. It is rich in fauna and flora. The origin of the word “Mizo” is not known. The Mizos came under the influence of British missionaries in the 19th century and most are now Christians. The Mizo language has no script of its own; the missionaries introduced the Roman script for the Mizo language and formal education. 2.2.6 Nagaland Nagaland, the 16th state of the Indian Union, was established on 1 December 1963. It is bounded by Myanmar to the east, Arunachal Pradesh to the north, Assam to the west, and Manipur to the south. The Naga people belong to the Indo-Mongoloid group of people living in the contiguous areas of the northeastern hills of India and the upper portion of western Myanmar. The major

10 recognized tribes of Nagaland are the Angami, Ao, Chakhesang, Chang, Khiamniungan, Konyak, Kuki, Lotha, Phom, Pochury, Rengma, Sangtam, Sumi, Yimchungru, and Zeliang. The Naga languages, of the Tibeto-Burman family, differ from tribe to tribe and sometimes even from one village to another. In the 12th and 13th centuries gradual contact with the Ahoms of present-day Assam was established but this did not have any significant impact on the traditional Naga way of life. In the 19th century the British appeared on the scene and ultimately the area was brought under British administration. In 1957, 10 years after Indian independence, this territory became known as the Naga Hills Tuensang Area, centrally administered by the governor of Assam. This failed to quell popular aspirations for greater independence and unrest began. In 1961 the area was renamed Nagaland. Formal inauguration of Nagaland as a state of the Indian Union took place on 1 December 1963. 2.2.7 Sikkim Bounded by Bhutan to the east, Tibet to the north, Nepal to the west, and to the South, Sikkim lies in the heart of the towering eastern Himalayas and is overlooked by the world’s third highest mountain, Kanchenjunga, regarded as the guardian deity of Sikkim. Most of Sikkim’s 7,096 square kilometers consists of mountainous terrain, interspersed with green riverine valleys. Over 4,000 species of different plants and shrubs are found in Sikkim, including around 700 species of rare orchids and rhododendrons. The early history of Sikkim starts in the 13th century with the signing of a blood-brotherhood treaty between the Lepcha chief Theling Tek and the Tibetan prince Khye Bumsa at Kabi Lungtsok in north Sikkim. In 1641 three revered saints visited Yuksam in west Sikkim, where they met Phuntsog Mamgyal, a sixth-generation descendant of Khye Bumsa, and formally consecrated him as the first chogyal of Sikkim at Yuksam in 1642, thus heralding the beginning in Sikkim of the Nasmgyal dynasty. Sikkim became a state within the Indian Union in 1975. 2.2.8 Tripura Tripura is strategically situated between the river valleys of Myanmar and Bangladesh. Encircled on almost three sides by Bangladesh, it borders Assam and Mizoram in the northeast. The history of Tripura can be gleaned from the Rajmala chronicles of King Tripura and the writings of other Mohammedan historians. There are references to Tripura in the Mahabharata and Puranas. According to the Rajmala the rulers were known by the surname Fa, meaning “Father”. There is a reference to the rulers of Bengal helping the Tripura kings in the 14th century. The kings of Tripura had to face frequent Mogul invasions, with varying success. They defeated the Mohammedan sultans of Bengal in several battles. The 19th century marked the beginning of the modern era in Tripura, when King Maharaja Birchandra Kishore Manikya Bahadur modeled his administrative setup on the British India pattern and brought in various reforms. His successors ruled Tripura till 15 October 1949, when it merged with the Indian Union. Initially a part of Assam state, it became a centrally administered territory with the reorganization of states in 1956. In 1972, Tripura became a full state.

11 2.3 Topography The topography of the region ranges from plains a little higher than sea level to mountains above the snow line. Hill ranges forming part of the Himalayas guard the northern side of the region. Assam and Tripura are located in the plains, while the other states are mostly mountainous, often with rugged and inaccessible terrain. The region is of strategic importance for the country on account of the fact that nearly 90 percent of its borders form India's international boundaries. About 70 percent of the region is hilly, and the topography varies within each state. Mountains and hills cover most of Arunachal Pradesh, Meghalaya, Mizoram, Nagaland, and Sikkim, about half of Tripura, one-fifth of Assam and most of Manipur. The plains of the region are extensive, and include the Brahmaputra and Barak valleys in Assam and the Tripura plains in the south. In Manipur valley lands comprise only about 10 percent of the total area of the state. The stretches longitudinally for about 730 kilometers from to in Assam. The valley of the Barak and its tributaries covers the districts of Cachar, Karimganj, and Hailakandi in south Assam. The Tripura plain is an extension of the Ganges-Brahmaputra plain.

2.4 Climate The climate of the region varies from subtropical to extreme alpine. The mean minimum and maximum temperatures range from 18°C to 32°C in summer and 0°C to 22°C in winter, decreasing with altitude. The rainy season in this region generally commences in March and lasts until the middle of October. The total annual rainfall varies significantly in the region. In the Khasi and Jaintia Hills, average annual rainfall reaches over 1,000 centimeters around Cherrapunji and Mawsynram, the highest in the world. It is significantly lower in the rain shadow area of District in Assam. About two-thirds of the annual total rainfall occurs during the four monsoon months of June to September.

2.5 Demographic characteristics The Northeastern Region is marked by uneven spatial distribution of population among the constituent states, the primary reason being that the plains and valleys offer more congenial conditions for absorption of population than the hills and areas of difficult terrain. Apart from Assam and Tripura, the northeastern states are mostly inhabited by tribes with unique social and cultural practices. Overall, tribal peoples account for over 30 percent of the total population of this region. In Arunachal Pradesh, Manipur, Meghalaya, Mizoram, and Nagaland scheduled tribes comprise more than 60 percent of the population. Table 1 gives population, land area, and population density by state; table 2 shows the proportions of rural and urban populations.

12 Table 1. Northeast India: Population, land area, and density by state

Population Land area Population density State (million) (sq. km) (per sq. km) Arunachal Pradesh 1.09 83,743 13 Assam 26.65 78,438 340 Manipur 2.39 22,327 107 Meghalaya 2.31 22,429 103 Mizoram 0.89 21,087 42 Nagaland 1.99 16,579 120 Sikkim 0.54 7,096 76 Tripura 3.19 10,486 305 NE India 38.98 262,185 149 All India 1,028.61 3,287,263 313 Source: Census data, 2001.

Table 2. Proportion of rural and urban populations

Rural (%) Urban (%) Total population NE India Northeast India Northeast India 39 million 88 75 12 25 Source: Census data, 2001.

At present, the population of the Northeastern Region constitutes about 3.75 percent of the total population of the country. The major religions in the Northeast are Hinduism, Islam, Christianity, and Buddhism. The languages spoken are English, Hindi, Assamese, Khasi, Garo, Jaintia, Manipuri, Mizo, Nagamese, Bengali, Nepali, Bhutia (Sikkimese), Bhutia (Tibetan), Lepcha, Limboo, and various local dialects.

2.6 Socioeconomic characteristics The average per capita income of the Northeastern Region is Rs. 6,625, compared to the national per capita income of Rs. 10,254. People living below the poverty line comprise 34.28 percent of the total population of 39 million, against the national figure of 26.1 percent of the total population of 1,028 million. Table 3 breaks down income figures by state. The major plantation crop is tea, and the major crop overall is rice. The main minerals found in the region are coal, petroleum, and natural gas.

13 Table 3. Income data for northeastern states

Persons living below State Per capita income (Rs) poverty line (%) Arunachal Pradesh 9,013 33.47 Assam 6,157 36.09 Manipur 8,745 28.54 Meghalaya 8,460 33.87 Mizoram — 19.47 Nagaland 8,726 23.67 Sikkim 9,816 36.55 Tripura 6,813 34.44 Total 6,625 34.28 India 10,254 26.10 — not available. Source: Census data, 2001.

14 3. Overview of transport system and history of inland water transport in the Northeast

3.1 Existing transport system in the Northeastern Region 3.1.1 Railways Rail transport in northeast India has a long history; only about 30 years after the first railway line had been laid in India, between Bombay () and , the construction of line in Assam started in the 1880s. Yet the region’s railway network is not well developed. At present the whole region of 255,000 square kilometers has a railway network of only about 2,500 kilometers length, giving a density of 9 kilometers of railway line per 1,000 square kilometers of area. Moreover, out of the 2,500 kilometers of track only about 961 kilometers are broad gauge, while the remainder are meter gauge. Figure 3 shows a map of the road, rail, and inland water transport systems of the Northeast.

Figure 3. Transport systems of northeast India

15

As stated above, the laying down of railway lines started in the eastern part of the Brahmaputra valley in the early 1880s. The then British Government and British companies, extracting the resources of the region, were interested in taking away products rather than using them for the economic development of the region. Therefore, they constructed railway lines connecting the tea, coal, oil, and timber production areas with the river ports on the Brahmaputra. The products carried by the trains were transferred to steamers, which took them down the Brahmaputra to Calcutta (Kolkata) port and from there to the United Kingdom. The Barak River was used similarly. The same river routes were used to bring merchandise and laborers for the tea gardens into the region. The first railway lines in the region were therefore not those connecting the region with other parts of India, but those joining the areas producing tea, coal, timber, and other primary products with the steamer ghats (river ports). The first railway lines to be constructed, between 1882 and 1884, were the Dibru-Sadiya lines connecting the tea, timber, coal, and oil production areas of the present District with the river port of Dibrugarh. This was followed by the construction of the Jorhat Provincial Railway in 1885 between the tea-producing Mariani-Titabar area and the Kokilamukh (later Neamati) steamer ghat. In the same year the Balipara tea-producing area was connected with Tezpur on the north bank of the Brahmaputra in . It was in 1895 that the region was first linked with the outside by a line constructed from eastern Bengal (now Bangladesh) to Badarpur in the . Construction of the line from Guwahati to began in 1897, and Dhubri was linked with Kolkata in 1902. The hill section of the railway, linking Lumding in the Brahmaputra valley with Badarpur in the Barak valley across the north Cachar hill ranges, was constructed in 1903 using 37 tunnels with a total length of 5,190 meters. With the completion of the track between Tinsukia and Lumding, upper Assam became linked with eastern Bengal by 1904. Between 1909 and 1910 Amingaon, near Guwahati, was linked with Golokganj in Dhubri District, thus connecting the western part of the Brahmaputra valley with the rest of India. In 1911 a line was extended eastward from Rangia over the north bank of the Brahmaputra to Tangla in . This was further extended to Balipara in 1932. In 1917 a line was constructed from Simaluguri via Sibsagar to Moran linking the tea-producing area with the trunk railway. Similarly, in 1920, the Kaliabar tea-growing area was connected with the trunk railway by constructing a line between Chaparmukh and via Nagaon. In 1920–1924 the -Lalabazar line was completed. A line was also constructed from Simaluguri southward to Naginimara in Nagaland in 1929 to carry coal and tea from the adjoining region. In the same year the Jorhat-Badulipar-Furkating line was completed through the tea-growing region. After the settlement of Muslim immigrants in the northwestern part of the undivided , the area bordering the Brahmaputra became a rich jute-growing area. Hence in 1930 a railway track was laid from Senchowa at the southern outskirts of Nagaon town to Mairabari in the heart of the jute-growing region. Thus it is seen that most of railway lines that are found today in northeastern India were laid down during the 50 years between 1882 and 1932 and the region was linked with the outside, especially eastern Bengal and Kolkata, through the Brahmaputra and Barak valleys. There was no extension of railway after 1932 until independence. With independence and the partition of the country the Northeastern Region became virtually isolated because the major roads, both the railway lines, and the waterway linking it with the rest of the Indian Union fell into what was then East (now Bangladesh). So, a new railway line had to be constructed hurriedly through the narrow sub-Himalayan corridor. This

16 line, named the Assam link, was completed in 1950, connecting Fakiragram in Assam with Siliguri in West Bengal through Jalpaiguri and Darjeeling districts. The line is 229 kilometers long and traverses difficult terrain with numerous broad, braided rivers. With the establishment of a separate zone of the , named the Northeast Frontier Railways, with its headquarters at Maligaon, the railway administration in the region became somewhat consolidated. Immediately after the Indo-Chinese War, the Saraighat Bridge across the Brahmaputra was built near Guwahati in 1962–1963. Simultaneously, the railway line on the north bank was extended further eastward from Balipara to Murkongselek in . This line was opened in 1966. Details of the existing railway network in the Northeastern Region are given in table 4.

Table 4. Length of railways in northeast India by state

State Broad gauge (km) Meter gauge (km) Total (km)

Arunachal Pradesh . . 1.26 1.26

Assam 951.41 1,515.42 2,466.83

Meghalaya ......

Mizoram . . 1.50 1.50

Nagaland 9.35 . . 9.35

Manipur . . 1.35 1.35

Tripura . . 44.72 44.72

Northeast India 960.76 1,564.25 2,525.01

. . Zero. Source: Basic Statistics of NE Region (2005), NEC, Shillong.

All the railway lines described thus far were built to meter gauge only. The carrying capacity of meter gauge trains is low and there are difficulties of transshipment to broad gauge lines for reaching the large cities and ports of the country. Hence in 1965 a broad gauge line, 100 kilometers in length, was constructed from New Jalpaiguri (near Siliguri) through the Jalpaiguri and Coach Bihar districts of West Bengal to Jogighopa on the bank of the Brahmaputra opposite , via New . This line was subsequently extended (251 kilometers) from Guwahati to Dimapur (in Nagaland) and from Chaparmukh to Nagaon town. Conversion of the meter gauge line from Dimapur to Dibrugarh (294 kilometers) to broad gauge was also completed in early 1997. A new broad gauge line is under construction from Pancharatna in Goalpara to Guwahati (145 kilometers) along the southern bank, bordering the northern foothills of Meghalaya. During the 1980s new lines were laid to provide railhead to each of the seven states of the region. , in western Manipur, adjoining the Barak plain, was linked by a meter gauge line (50.33 kilometers long) to Silchar in 1990. Bhairabi, in Mizoram, was linked with Lalaghat in by a rail line 49 kilometers long in 1988. Dharmanagar in

17 northeast Tripura was linked to Kumarghat in in 1990. Bhalukpung, in East Kameng District in Arunachal Pradesh, was linked to Balipara in Sonitpur District in Assam in 1990. Thus each of the states of northeast India, except Meghalaya, now has at least a railhead. Efforts are being made to extend a rail line from Dudhnoi in to Rupa in the East to provide a railhead to Meghalaya. The construction work of the 123-kilometers new railway line (-Karaong) has also been taken up.

3.1.2 Roads Roads are of particular importance in northeast India because they provide access even to isolated villages in the hills. However, because of the low levels of economic activity in the region, little attention was paid in the past to the development of roads. The Ahom and Koch kings constructed a few earthen roads linking some important places; otherwise it was water routes, along the numerous rivers, that used to serve the transportation needs of the people of the region. There are a few geographic reasons for the lack of development of road transport in the region: • Northeast generally hilly or mountainous (except for some plains areas), making road construction expensive. • Heavy rainfall in summer causes landslides in the hills and floods in the plains, often severely damaging roads. • Because the region has many rivers and streams, road building often involves the construction of expensive bridges. • Road-building materials, such as stone chips, are readily available, but are costly to transport to the work sites. The length of the road network in the Northeastern Region by state is given in table 5; features of the national highway network in the Northeastern Region are given in table 6.

Table 5. Length of road network in northeast India by state

Blacktopped / Kacha (km) Road length State graveled (km) (unmetalled) Total (km) (km) per 100 km2 Arunachal Pradesh 5,550 9,400 14,950 17.85 Assam 5,534 29,595 35,129 44.79 Manipur 4,110 1,768 5,878 26.33 Meghalaya 3,110 2,514 5,624 25.07 Mizoram 1,760 3,090 4,850 22.99 Nagaland 1,984 6,708 8,656 52.29 Tripura 3,693 3,180 6,873 65.46 Total 25,741 56,255 81,960 32.13 Source: Basic Statistics of North Eastern Region (2005), NEC, Shillong.

18

Table 6. Features of national highway network in the Northeast

National Distance highway From To (km) 31 Siliguri (West Bengal) Saraighat Bridge, Silchar 323 36 Nagaon Dimapur 170 37 Pancharatna Dangari 680 38 Makum Lekhapani 54 39 Numaligarh More (Myanmar border) 436 40 Jorabat (Guwahati) Dawki (Bangl. border) 44 Shillong 495 51 Krishnai (Goalpara) Dalu (Bangl. border) 149 52 Baihata-Chariali Pasighat 580 52A Bandardea Itanagar 25 53 Badarpur 320 54 Silchar Tuipang 560 99 Patsala Namlong (Bhutan) Under constn Source: Department of Road Transport and Highways, 2005.

3.1.2.1 Assam Within the Northeast, Assam’s relatively high road density is a consequence of a number of factors, including its greater proportion of plains land, its high population density, and the early development of tea, oil, plywood, and other industries. In 1903–1904 there were, in Assam, 320 kilometers of graveled road, 6,400 kilometers of kacha (unmetalled) road suitable only for bullock carts, and 5,680 kilometers of narrow tracks. However, most of the rivers and streams had no bridges other than weak wooden bridges. In the Brahmaputra valley, two roads – one along the south bank and the other along the north bank – were slowly built up. The south bank road (formerly known as the South Trunk Road) from Goalpara to Saikhowaghat was consolidated during World War II and is now National Highway 37; while the north bank road (formerly the North Trunk Road) from Baihata-Chariali to Murkongselek was improved in the 1960s and is now National Highway 52. In the Barak valley the road system was earlier linked with District (in Bangladesh). But the adversely affected the transport and communication system of Assam as indeed the whole of northeast India. The road systems of both the Brahmaputra and Barak valleys became isolated from the rest of the country following the creation of East Pakistan (now Bangladesh). Hence a new road had to be constructed along the Himalayan foothills across northern West Bengal, and new roads had to be built linking the Barak valley with the Brahmaputra valley. After independence, the national government took up a program of building national highways, including in northeast India.

19 Assam at present has about 35,000 kilometers of roads, which can be classified into three main categories: national highway, state public works department roads, and district board and panchayat roads. Of these categories, 2,020 kilometers are national highway. A large number of public works department roads are graveled and pitched, while the district board and panchayat roads are mostly kacha and occasionally graveled. The highways connect most of the district headquarters of the state. A few highways go beyond the state boundary to the other states of northeast India. While the state public works department roads link the main centers, the district board and panchayat roads link the larger villages and rural market centers. There are also in eastern Assam a set of small but motorable roads maintained by tea gardens and linking them with larger roads. There are three bridges over the Brahmaputra: at Saraighat (completed in 1962), Bhomoraguri (1987), and Pancharatna (1998). A fourth bridge, at Bagbil, is under construction. 3.1.2.2 Meghalaya Meghalaya has about 5,600 kilometers of roads. The hilly nature of the state has impeded the development of a road network. Before partition an old road (now National Highway 40) from Dawki, at the Bangladesh border, used to reach Sylhet via Shillong and Guwahati. New roads have been constructed since independence linking various main centers with Shillong and Tura, and linking the state with Assam. National Highway 44 now links Agartala, Karimganj, and Badarpur with Shillong via Jowai; the western part of Meghalaya is linked with National Highway 37 in Goalpara District. 3.1.2.3 Arunachal Pradesh Typically of hill states, Arunachal Pradesh has a low-density road network. It has very high mountains and very deep valleys and gorges; in addition, while the main Himalayan range runs east-west, many hills and valleys in Arunachal Pradesh run north-south. As a result, no road has so far been constructed across the state from east to west, and the main centers of the state are linked with the Brahmaputra valley by north-south roads, the most important of which follow these routes: (a) Tezpur-Bomdila-Tawang; (b) North Lakhimpur-Kimin-Ziro-Dapariji; (c) Likabali–Along; (d) Pasighat-Along; (e) Margherita-Ledo-Changlang; and (f) Naharkatiya- Jaipur-Khonsa. 3.1.2.4 Nagaland The Nagaland road system is also poorly developed. The main road is National Highway 39, running from Numaligarh in Assam via Dimapur, Kohima, and Mao to Manipur. Other important roads follow the routes Amguri-Mokokchung-Tuensang-Mon and Furkating-Wokha. A new road has been constructed across Nagaland linking Mokokchung with Kohima via Zunheboto. New roads have also been constructed recently linking Wokha and Phek, the district headquarters, with Kohima. 3.1.2.5 Mizoram Mizoram has many parallel hill ranges and deep valleys running in a north-south direction, making it difficult to construct roads across the state in an east-west direction. National Highway 54, the main road of the state, runs from Silchar via Aizawl, Lunglei, and Saiha to Tuipang in the south of the state. This road has been extended from Lunglei to Theriaghat and Demagiri as National Highway 54A and from Venus-Sedel to Saiha as National Highway 54B.

20 3.1.2.6 Tripura Tripura, surrounded on three sides by Bangladesh, is very much isolated from the viewpoint of transport and communication. The only all-weather road linking the state with the rest of the Northeastern Region is National Highway 44, which runs from Shillong via Badarpur, Karimganj, and Dharmanagar to Agartala, the capital of the state. Within Tripura, however, roads are somewhat developed in the relatively flat western part, linking the main centers, including Belonia, Amarpur, Udaipur, and Khowai. The eastern hills part of the state is poorly developed in road communication. 3.1.3 Water transport Northeast India has many large and small rivers providing facilities for water transport, especially in their plains sections. From the ancient period until roads were constructed, the Brahmaputra and Barak rivers were commonly used as the medium of transport. During the period of British rule the Brahmaputra and Barak-Surma rivers were used extensively for transport and trade between northeast India and the port of Calcutta (now Kolkata). With the growth of the tea industry these rivers became important carriers of trade. The Company started the water route along the Brahmaputra from Kolkata to Dibrugarh in 1844 and steamships were introduced by the Joint Steamer Company in 1847. At about the same time Silchar was linked with Kolkata along the Barak-Surma-Meghna navigation channel. However, with the partition of India in 1947, water transport received a serious blow as a foreign country was born between northeast India and the port of Kolkata. Efforts were made several times to revive the route, in consultation with East Pakistan and subsequently the Bangladesh Government, but with little success. It is estimated that the Northeastern Region has about 1,800 kilometers of river routes that can be used by steamers and large country boats. The inland water transport departments of both the state and central governments have been trying to improve the water transport system in the region. The Brahmaputra now has several small river ports, for example Dibrugarh, Disangmukh, Neamati, Biswanath, Silghat, Guwahati, Goalpara, and Dhubri. In addition, there are more than thirty pairs of ferry ghats (crossing points) on the Brahmaputra, transporting both passengers and cargo. The Barak also has small ports at Karimganj, Badarpur, and Silchar and ferry services at several places across it. In Arunachal Pradesh the rivers Lohit, Subansiri, Burhi Dihing, Noa Dihing, and Tirap are used for navigation by small country boats in those stretches where there are no rapids. The rivers Dhaleshwari, Sonai, Tuilianpui, and Chimtuipui in Mizoram are also used for navigation with small country boats in convenient stretches. Similarly, in Manipur, the Manipur River, along with its three main tributaries, the Iril, Imphal, and Thoubal, is used for transporting small quantities of merchandise by country boats. 3.1.4 Airways Compared to surface transport, air transport is slightly more developed in northeast India. Because the region is isolated and marginally located, and surrounded by as many as four foreign countries, strong air links are necessary. A number of aerodromes were constructed in this region during World War II, when the eastern war front reached the Indo-Myanmar border. The Allied Forces built small aerodromes at Kahikuchi (near Guwahati), Mohanbari (Dibrugarh), Salanibari (Tezpur), Rawraiya (Jorhat),

21 Lilabari (North Lakhimpur), Dimapur, and Imphal. After independence, some of these airfields were used by private companies such as Bharat Airways and Indian Airways for commercial services. After the nationalization of commercial air , the Corporation took over the services and new airports were opened at Dimapur, Kumbhirgram (near Silchar), and Agartala. The airport near Guwahati was also shifted to Borjhar. In addition, smaller airports were constructed at Ziro and Tezu in Arunachal Pradesh, at Umroi (near Shillong), Tuirival (Aizawl), and at Kailasahar and Kamalpur in Tripura. However, regular air transport still remains confined only to Guwahati, Dimapur, Tezpur, Jorhat, Dibrugarh, Kumbhirgram, Imphal, and Agartala. The services to these airports are to and from Calcutta and . The smaller airports are rarely used, and only by smaller air transport companies. The Borjhar (Lokapriya Gopinath Bordoloi) airport is the only large one in this region, and there are plans to upgrade it to an international airport. Some of these airports (for example Borjhar, Salanibari, and Rawraiya) are also shared by the . A large airport has been inaugurated at Lengpui, 40 kilometers from Izol. It will be the second-largest airport in the Northeastern Region after Borjhar. The Airport Authority of India has also decided to construct an airport at Itanagar in Arunachal Pradesh.

3.1.5 Pipelines The pipeline provides a new means of transportation, especially of industrial raw materials such as crude oil and natural gas. This means of transport has become popular in recent years because although the initial cost of laying a pipeline is expensive, the subsequent transport cost is very cheap. The first pipeline in northeast India was laid in 1964 to carry crude oil from the Naharkatiya and Moran fields to the Noonmati (Guwahati) and Barauni (Bihar) refineries. The length of this pipeline is 400 kilometers to Guwahati and another 752 kilometers to Barauni. The former carrying capacity of 2.75 million metric tons of crude oil annually – of which 0.75 million metric tons were conveyed to Noonmati refinery and the remaining 2 million metric tons to Barauni refinery – has been increased to feed the Bongaigaon refinery and Petrochemicals Ltd. Apart from this, there are five other major pipelines in Assam: • Connecting the Naharkatiya oilfields with the refinery; about 40 kilometers • From Lakwa to Moran terminal, conveying crude oil; 70 kilometers • Between Digboi and Tinsukia, conveying petroleum products from the Digboi refinery; 30 kilometers • From Guwahati to Siliguri, carrying finished products such as petrol, refined kerosene, and diesel; 420 kilometers • From the Naharkatiya fields to Namrup, conveying natural gas for the Assam Gas Company; 16 kilometers Similar pipelines will also be laid to transport crude oil from the oilfields to Numaligarh refinery. The projected gas cracker plant near Tengakhat and thermal power plant at Amguri will be linked by pipelines with the fields of natural gas in upper Assam. Similar pipelines need to be laid also in the Barak valley and Tripura to tap the natural gas present there.

22 3.1.6 Ropeways The ropeway is a cheap mode of transportation, especially suited to hilly terrain, for the conveyance of industrial raw materials such as limestone, bauxite, iron ore, and coal from the mines to the road or railway heads and industrial sites. The first ropeway in the region was set up in the Shella region of Meghalaya to carry limestone to the Sylhet plain. After partition the line was abandoned. At present there is only one major ropeway, transporting limestone between Dilai Hill and Bokajan cement factory (35 kilometers) in Karbi Anglong. A new project has been undertaken to construct a ropeway from Siju to Patharigithim in the West Garo Hills for conveying limestone. Similar projects are under consideration for Byrnihat (Meghalaya) and Tawang (Arunachal Pradesh).

3.2 History of inland water transport in the Northeastern Region From very early times Assam’s trade with its neighboring provinces was mainly carried by river transport, the main routes to Bengal, Bihar, and Orissa following the Brahmaputra and the Ganges. In 1834, when the steamer service was introduced on the Ganges, transport and communication to and from Assam were underdeveloped. The journey downstream from Goalpara to Kolkata took 25 to 30 days, and in the upstream direction about 8 days more. The rates were high and a ticket from Kolkata to Guwahati would cost not less than Rs. 150. Freight on ordinary stores was charged at the rate of R. 1 per cubic foot between Kolkata and Guwahati. The tea planters could not dispatch tea by steamer and were compelled to keep their country boats. As early as 1839 the Assam Company, on its formation, started its own fleet of country boats, though a steamer it purchased at a cost of ₤13,000 in 1842 was successfully tried on the Brahmaputra. The steamer service on the Brahmaputra between Kolkata and Guwahati (960 kilometers) was established by the government in 1847. Yet as the service was irregular, tea chests had to wait a long time at Guwahati for export. However, the main problem was shortage of steamers, which prevented the Government of Bengal from maintaining the services with due regularity, and in emergency even these were suspended or withdrawn altogether. In 1856 the government steamer service was extended from Guwahati to Dibrugarh. Four years later the Indian General Steam Navigation Company entered into a contract to run a pair of vessels every six weeks from Kolkata to Dibrugarh. The emergence of organized enterprise in river transport to and from Assam was in a way the result of the railway extension to and competition between steamer companies on the Ganges route. In 1860 Assam was an economically undeveloped area with few direct external routes to major centers, low population density, and no towns of any size. In 1861 the Indian General Steam Navigation Company started regular traffic on the Brahmaputra with arrangements for the carriage of labor into Assam. In 1862 seven trips were made from Assam and back and in 1863 there was one trip per month. In 1862 the River Steam Navigation Company also started operation with three steamers and three flats. By 1863 the Indian General Steam Navigation Company was more attracted to the Cachar area than to Ganges trade. This company began to expand and by 1869 it had 16 steamers, 32 flats and 5 barges. In 1864, when the was extended to Khustia (160 kilometers north of Kolkata), the River Steam Navigation Company entered into an agreement with the railway for traffic to Assam being transported by rail to Khustia and then by steamer to Assam, and vice versa. In 1869 the India General Steam Navigation Company and the railways entered into a similar agreement, an advantage of which was avoidance of the dangerous navigation of the Sundarbans. In 1869 the River Steam

23 Navigation Company made a two-year agreement with the Jorhat Tea Company for carriage of its tea and stores at reduced rates in consideration of the whole of its goods being reserved for this company. In 1878 the River Steam Navigation Company was running a regular service in competition with the Indian General Steam Navigation Company. It was natural that these companies thought it better to enter into agreement with the tea industry so that the exporters could send their goods by the steamers of any company at a considerable reduction over ordinary rates. In 1879, when the Eastern Bengal Railway introduced its services for both passenger and goods traffic between Serajganj, Narayanganj, Dacca, and Cachar stations on through railway tickets and documents, the steam navigation companies faced rail competition. The Indian General Steam Navigation Company, therefore, negotiated with the Eastern Bengal Railway for carriage of goods between certain river-cum-railway junctions using its vessels under through railway documents. And by 1882 the River Steam Navigation Company had entered into an agreement with the Assam Government for running a daily service (called the Service) between Dhubri and Dibrugarh. In the same year a combined cargo service was introduced by the Indian General Steam Navigation Company for carrying goods between Serajganj and Goalundo and then shipping them by rail to Kolkata. This arrangement was extended to Narayanganj and Dacca in 1883. With the steam flotilla of the Eastern Bengal Railway a lower freight rate would have benefited the tea industry. But as these two companies opposed, the government decided that railways subsidized by the State should not compete with private enterprise and the Indian General Steam Navigation Company chartered the railway flotilla. The Assam Administrative Report of 1880–1881 shows that there were various government ships and vessels (such as the Kolodyne, Jabona, Sunamukhi, Condor, Konai, Gogra, and Hawk) that were employed in Assam. At this time there were as many as 275 ferries (in the six districts of the Assam valley) worked by private concerns or by the Public Works Department for intrastate traffic movement. Around this time, a reduction of fares by the steamer companies plying the Brahmaputra resulted in increasing numbers of people moving to tea districts by steamer with reduced transit time, leading to a decline in smaller boat traffic in both directions. The report on the river-borne trade of Assam during the same year states that on average eight steamers, loaded with goods of every description, left Kolkata for Dibrugarh every month. It is interesting to note that in the 1880s river transport was of great assistance to railway construction in Assam. The steamers of the Assam Railways and Trading Company carried almost all materials and stores required for the construction of the railway line from Dibrugarh to Makum and Sadiya. In 1883 the Indian General Steam Navigation Company and the River Steam Navigation Company, aided by a government subsidy, established a daily service steamer on the Brahmaputra, which could reach Dibrugarh from Goalundo within a week. This was a speedier and more regular service using a small passenger steamer that also carried mail. In 1887 such a service was introduced on the , between Goalundo and Silchar during the rainy season and between Goalundo and Fenchuganj in the cold season. As far as the steamer traffic on the Meghna was concerned, at this time it was entirely carried by the Indian General Steam Navigation Company. Thus, when the railways had just touched the soil of Assam, steamers played a crucial role in facilitating trade with Kolkata. The first survey in connection with the Assam-Bengal Railway took place in the 1890s, and it was but natural that in 1895–1896, apart from necessary consumer goods, important capital goods such as engines, steel rails, fishplates, sleepers, keys of steel and cast iron, and other materials for construction were imported to both the Brahmaputra valley and the Surma valley

24 through Kolkata alone. Despite extension of the Assam-Bengal Railway from Lumding to Guwahati in 1901, in the Assam valley 98 percent of the weight of the trade was carried by river during 1901–1902. After the partition of 1947 the River Steam Navigation Company and the Indian General Steam Navigation Company obtained a virtual monopoly of traffic (especially of tea and jute) between Kolkata and Assam, as they could offer direct transport between these places, whereas the railways could not. But river transport had occasional and unforeseen troubles, as in December 1949, when barges laden with Assam jute on their way to Kolkata were held up in Pakistan territory. The earthquake of 1950, which changed the regime of the rivers, was the biggest blow to the river services of Assam. As a result of navigational difficulties the main line service was terminated 70 kilometers downstream of Dibrugarh. In December 1961 the main line service was further restricted only up to Neamati. Between 1953 and 1956 the following services of the navigation companies were closed one by one: Amingaon-Guwahati, Tezpur-Neamati, Dhubri- Goalpara, Desangmukh-Dibrugarh, Badati feeder service, and Badarpur-Looba feeder service (in Cachar). Apart from the border disputes of 1965, the most important single factor affecting river transport was the opening of the Brahmaputra Bridge in 1962, which led to an improvement in road and rail transport in the state.

25 4. National Waterway 2: Problems and prospects

4.1 River morphology and general characteristics The Brahmaputra River, known as the Yarlong Tsangpo or Yarlung Zangbo in Tibet, the Siang or Dihang in Arunachal Pradesh, and the Jamuna in Bangladesh, is one of the largest rivers of the world. The Yarlong Tsangpo, originating from a glacier in the north Himalayas, is the highest river in the world, with an average altitude of more than 4,000 meters ( 13,120 feet). The 2,880-kilometer-long Brahmaputra traverses its first 1,625 kilometers in Tibet, the next 918 kilometers in India, and the remaining 337 kilometers in Bangladesh (figure 4). The average width of the Brahmaputra valley is about 86 kilometers, of which the river itself occupies 15–19 kilometers.

Figure 4. Map of Brahmaputra River (National Waterway 2)

26 The river drains a catchment area of 580,000 square kilometers above its confluence with the Ganges near Goalundo in Bangladesh. Of this, 293,000 square kilometers lies in Tibet, 195,000 square kilometers in India, 45,000 square kilometers in Bhutan, and 47,000 square kilometers in Bangladesh. The average gradient of the reach within Tibet is 1 in 385, and that of the reach between the Indo-China border and Kobo in India is 1 in 515. The river makes a very sharp turn when it meets the snowcapped Mt Namcha Barwa, giving rise to a canyon larger in scale than the Grand Canyon of Colorado. The Great Canyon of the Yarlong Tsangpo reaches a depth of 5,382 meters and has a total length of 496.3 kilometers. The river is navigable in Tibet, where locals cross it in coracles (boat made of yak hide and bamboo). The river is also navigable along its route through Assam and the Bengal plains. On the subcontinent roads and railroads run beside the river but traffic between the riverbanks depends on ferries for crossing. The earthquake of 1950 caused considerable changes in the region of the Brahmaputra, resulting in the deterioration of navigable channels, particularly in the upper reaches. As a result the main line service was terminated at Disangmukh, 70 kilometers downstream of Dibrugarh. Due to changes in the regime of the river existing services were closed in 1954 and resumed only in 1960. The characteristics of the north and south bank tributaries of the Brahmaputra are conspicuously different. The north bank tributaries have large catchments, very steep slopes, heavy sediment loads, and sandy beds. In contrast, the south bank tributaries have flatter slopes, deep meandering channels almost from the foothills, beds and banks of fine alluvial soil, and a comparatively low silt charge. The principal north bank tributaries are the Lohit, Subansiri, Burai, Bargang, Bhareli, Puthimari, Pagladiya, Beki, Manas, Aie, Champamati, and Gangadhar. The principal south bank tributaries are the Noa Dihing, Burhi Dihing, Disang, Dikhu, Jhanji, Dhansiri, Kopili, Kulsi, Krishnai, and Jinary.

4.2 Hydrological characteristics The average annual flow of the Brahmaputra at the point where it enters Bangladesh is of the order of 510,450 million cubic meters. The average annual rainfall in the Brahmaputra valley ranges from 175 centimeters in Kamrup to about 640 centimeters in North Lakhimpur. Rainfall in the valley is negligible from November to March, the average being less than 10 centimeters. The rainfall commences in March and is in full swing towards the end of May with the onset of the monsoon. It has been observed that the river slope is steeper in the upper stretches: for example, the Sadiya-Dibrugarh-Neamati reach has an average fall of 18–20 centimeters per kilometer, compared to 12 centimeters per kilometer for Neamati-Guwahati and 9.5 centimeters per kilometer for Guwahati-Dhubri.

4.3 Analysis of water availability for navigation The Brahmaputra River is braided. Formation of a braided pattern is generally attributed to heavy sediment load in a river having a wide and shallow cross-section, leading to sediment deposition during a falling flood when transporting capacity is quickly and considerably reduced. Where a channel cross-section is wide and shallow, nonuniformity in flow distribution, sediment size, and sediment transport across the section usually occur. These

27 conditions favor formation of islands and a braided pattern emerges. Other conditions associated with braided rivers are a rise in riverbed levels, an increase in flood levels, accumulation of silt rendering channels shallow, bank erosion as a result of the development of multiple channels, and sudden change in flow direction. The water level in the Brahmaputra fluctuates widely with the season. While the flood season in rivers such as the Ganges and Jamuna generally commences in mid-June and continues until September every year, the flood season of the Brahmaputra commences in early March and reaches its peak during May and June. One or two floods occur in most years in Assam. Though the navigable depth of the river automatically improves with the increase in discharge, the velocity also increases. Table 7 shows variations in water level recorded at different gauge stations; table 8 shows the maximum and minimum levels observed at various locations.

Table 7. Water level variations recorded at different gauge stations

Lowest Highest Chainage water level water level Location (km) Date (meters) Date (meters)

Dhubri 32 10 March 23.04 15 July 29.69

Goalpara 110 9 March 28.62 13 July 36.84

Pandu 255 11 March 41.71 13 July 48.78

Tezpur 423 25 Feb 59.27 11 July 66.30

Viswanath 470 25 Feb 65.52 11 July 77.98

Dibrugarh 768 22 Jan 102.22 5 July 105.52

Source: Central Water Commission, 2003.

Table 8. Maximum and minimum water levels observed at various locations

Max. water Min. water Variation Site level (meters) Date level (meters) Date (meters)

Dhubri 29.97 1974 28.06 20.1.1982 1.91

Jogighopa 36.62 1957 — — —

Pandu 49.66 27.7.1970 40.20 25.2.1978 9.46

Tezpur 68.33 20.7.1970 57.02 13.2.1959 11.31

Burbhandha 66.46 5.7.1981 59.01 19.2.1979 7.45

Bechamara 87.28 24.6.1978 80.02 26.2.1981 7.26

Dibrugarh 105.95 16.8.1977 97.27 26.1.1944 8.71

— Not available. Source: Central Water Commission, 2003.

28 Based on the daily water depth data as collected by different gauge stations, it can be noted that the water level in the Brahmaputra starts falling gradually in October and November, falls more rapidly in December and January, and reaches its lowest point from mid-February to the first week in March. Subsequently, in an average year, the river again starts receiving additional discharge from rains in the hills of Arunachal Pradesh and the Himalayas and reaches its peak in July. The velocity of the Brahmaputra becomes so great that even large cargo vessels and tugs stop movement for 15–20 days during the peak flood. Along with the flood comes a considerable quantity of sediment load, which starts to be deposited at wider stretches where the velocity is lower when the flood starts falling in October, November, and December. Thus shoal and island formation starts, the river becomes increasingly braided, and the navigable channels between the islands become shallower due to deposition of sediment in the channels. The cargo vessels moving in the river therefore have to be shown the defined navigable channel and, wherever required, river training works need to be carried out to maintain the river depth. The velocity of the river observed at Pandu is indicated in table 9.

Table 9. Maximum and minimum mean velocity observations at Pandu

Maximum Minimum Month (meters/sec) (meters/sec)

January 0.83 0.73

February 0.86 0.75

March 0.93 0.72

April 1.28 0.86

May 1.76 1.12

June 3.63 1.29

July 2.57 1.70

August 2.58 1.63

September 1.63 1.60

October 2.16 1.20

November 1.84 0.97

December 1.33 0.78

Source: Brahmaputra Board, 2005.

The Brahmaputra River, which transports about 800 million metric tons of sediment from the hills and the different catchments areas, has the strength to carry away the sediment in its upper stretches but as soon as the gradient falls the velocity falls, and increased numbers of braided channels appear after the peak flood. The maximum observed discharge was 78,450 cubic meters per second at Jogighopa (31 July 1972) and the minimum was as low as 1,001 cubic meters per second at Bechamara (3 January 1981). Though the navigable depth increases during the flood season, the current velocity of the river also increases considerably, making it difficult

29 for ships to navigate during the peak flood, even though there is ample depth for them to move. However, the Brahmaputra has as many as 57 major tributaries adding to its discharge, so even though the river is very wide in its lower stretches, there is still good scope for inland water transport with minimum river training works. Table 10 shows the number of days when the least available depth was less than 2 meters for selected stretches of the river.

Table 10. Number of days of least available depth below 2 meters 2000-2005

Stretch Chainage 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005

Bangl. border-Pandu 0-255 35 30 60 75 45

Pandu-Tezpur 255-423 0 30 105 45 15

Tezpur-Neamati 423-629 15 30 90 105 90

Neamati-Dibrugarh 629-768 225 165 210 240 135

Dibrugarh-Sadiya 768-891 315 315 320 285 315

Source: Inland Waterways Authority of India, 2005.

Appendix B shows the detailed least available depth details for the last five years. Appendix C shows the details of shoal locations where recurring problems have been observed in NW-2. As revealed by analysis of the data, a least available depth of 2 meters is available for 330 days in the year for the Bangladesh border-Pandu stretch, about 300 days in the Pandu-Neamati stretch, about 200 days in the Neamati-Dibrugarh stretch, and 60 days in the Dibrugarh-Sadiya stretch of the Brahmaputra. The least available depth will be 1.8 meters for the remaining 30 days in the Bangladesh border-Pandu stretch, 1.8 meters for 60 days in the Pandu-Neamati stretch, 1.5 meters for about 150 days in the Neamati-Dibrugarh stretch, and only 1 meter for about 300 days in the Dibrugarh-Sadiya stretch. This indicates that the waterway is navigable for vessels of 1.8 meters draft (approximately 600 metric tons) up to Pandu throughout the year and for about 300 days up to Neamati. Vessels of 1.2 meters draft (approximately 300 metric tons) can reach Dibrugarh for a period of about nine months. Navigation by cargo vessels upstream of Dibrugarh will be possible only after undertaking proper channel stabilization works. From analysis of the shoal data it may be seen that navigation is possible in the Bangladesh border-Neamati stretch by undertaking minimum maintenance work at a few locations during the leanest months. In the Neamati-Dibrugarh stretch, seven zones consisting of about 40 shoals (approximately 43 kilometers) occur repeatedly. This is due to the meandering and braiding nature of the Brahmaputra, in particular in the upper reaches. At present the Inland Waterways Authority of India (IWAI) is undertaking river conservancy work, such as dredging and bandalling, at these shoal locations for maintaining the required navigational channel. These shoals can be tackled only by undertaking a combination of dredging and bandalling activities. However, sufficient hardware, for example dredgers, is not available at present with IWAI or in the market. The river conservancy measures are of a temporary nature and have to be carried out on a year-to-year basis. Permanent river training measures for stabilization and rectification

30 of navigational channels, such as construction of spurs, groynes, and bottom paneling, needs to be undertaken for evolving a permanent solution to this problem.

4.4 National Waterway 2: Prospects for inland water transport Various developmental activities are being undertaken by IWAI with a view to making the entire stretch of National Waterway 2 (NW-2) fully operational with adequate infrastructure facilities. At present the following works have been undertaken by IWAI: • Fairway of 2 meters depth for the stretch between the Bangladesh border and Dibrugarh (768 kilometers) • Floating terminals available at Dhubri, Jogighopa, Pandu, Tezpur, and Neamati • Night navigational facilities available for Bangladesh border-Pandu stretch (260 kilometers) • Day navigational facilities available for Pandu-Dibrugarh stretch • Pilotage for vessels • Fixed-schedule sailing of cargo vessels between Dhubri and Silghat • Own two dredgers and four survey vessels As part of the major thrust to develop NW-2 to its full potential, a number of programs and schemes have been taken up, including: • Provide assured navigational channel of 2 meters depth and 45 meters width for the entire waterway • Set up permanent intermodal terminal with mechanical handling facilities, storage, etc. at Pandu • Set up permanent terminals at Dhubri, Jogighopa, Tezpur, Neamati, Dibrugarh, and Sadiya with mechanical handling facilities, storage, etc. • Provide 24 hours navigational facilities for the entire waterway • Provide floating terminals at intermediate points such as Silghat, Dhansirimukh, Dibrugarh, Sadiya, and Saikhowa on a need basis • Develop feeder routes of the Brahmaputra • Create own hardware for maintenance of waterway, including dredgers, survey vessels, buoy-laying vessels • Develop own fleet for cargo transportation. It is expected that with the implementation of these programs and schemes an appreciable impact will be made in the inland water transport sector in this region. Effective use of inland water transport routes can result in the following benefits: Cargo transportation to the Northeast through the Sundarbans-Bangladesh-NW-2 waterway system and the Sundarbans-Bangladesh-Meghna-Barak waterway system offer shorter routes than those provided by the rail and road networks.

31 • During the flood season, when other modes of transport are severely hindered or not in operation, inland water transport continues to link the Northeastern Region to the rest of the country, enabling transport of food grains and other basic commodities to the region during the flood season. • Bulk commodities and overdimensional cargo (for example building materials for large projects) can easily be transported to various destinations in the Northeast after its import at Kolkata and Haldia ports. • Increased economic activity, including trade and commerce, will occur through development of inland water transport. • Additional generation of over 27,000 jobs by 2020 has been forecast, with total earnings estimated at Rs. 0.9 million per day. The average increase in daily earnings due to additional employment has been estimated at Rs. 33. • The development of inland water transport will encourage improvements in infrastructure, aiding the safe and smooth operation of cargo movement. • Moving freight by inland waterway will help reduce the level of congestion on roads and railways; a projected cargo of 6 million metric ton-kilometers will be moved through NW-2 by 2020. • Inland water transport is environmentally friendly, creating less noise pollution and atmospheric pollutant levels than other modes of transport, with resultant health benefits for the population. • An expected economic yield to investment of about 15 percent will boost social development in the hinterland. • Inland water transport is safer than roads or railways, with a lower incidence of accidents and human casualties. • Proper bandalling and channel maintenance will prevent soil erosion and siltation of rivers, provide better quality of water, and protect biodiversity in the area. • There is potential for development of tourism circuits, for example Guwahati-Kaziranga via Tezpur, Tezpur-Singri-Viswanath, Kaziranga-Jorhat (Neamati)-Sibsagar.

32 5. Overview of other potential waterways in the Northeastern Region

5.1 Barak River Inland water transport services on the Barak River have a long history. Mechanized vessels were introduced in the river as early as 1863. Initially these services were limited to movement of labor and materials to and from Kolkata to the newly established tea gardens in the Barak valley. The Barak is the second-largest river in the Northeastern Region, and is navigable between Karimganj and Lakhipur (140 kilometers). This stretch is a continuation of the Indo- Bangladesh Protocol route from Kolkata to Karimganj (that is, Kolkata-Haldia-Sundarbans- Meghna- system) (figure 5).

Figure 5. River system in the Northeastern Region

33 There were regular services from Kolkata to Silchar until 1965 operated by the River Steam Navigation Company. River communication was virtually the lifeline of the tea industry in the Barak valley. During the Indo-Pakistan War in 1965, inland water transport services between Kolkata and Silchar were suspended. After the establishment of the Central Inland Water Transport Corporation in 1967, services were reintroduced in 1975 (though they were suspended again for a short period in 1976, resuming in 1978). Due to the subsequent success of inland water transport services in serving the Barak valley and Tripura, Mizoram, and Manipur states the Ministry of Surface Transport established an inland water transport terminal at Karimganj in 1982 and another at Badarpur in 1984. Operation of inland water transport on the Barak River is seasonal. Even prior to 1965, these services were suspended for two to three months every year due to lack of the required depth. In general, vessels having a draft of 1.85 meters could ply between Kolkata and Silchar from May to October. During the lean period the movement of cargo involved transshipment to smaller boats with a draft of less than 1 meter. Normally these services were operated between Markuli and Silchar from November to February. Presently the Central Inland Water Transport Corporation is operating its services during May to November from Kolkata to Karimganj and up to Badarpur. Analysis of the discharge data over a 25-year period shows minimum water levels varying between 6.21 and 7.27 meters and maximum water levels varying between 16.09 and 17.96 meters, indicating that the stage variation of the river is about 11.75 meters. The minimum discharge varied between 33.57 and 135.73 cubic meters per second and the maximum discharge between 2,488 and 6,912 cubic meters per second. The maximum observed current velocity was 2.279 meters per second and the minimum 0.136 meters per second. The gradient of the river varied between 13.86 centimeters per kilometer in the upper reaches near Lakhipur and 4.15 centimeters per kilometer near Karimganj. The width of the existing waterway varies from 50 to 350 meters and the depth from 0.5 to 18 meters. It is proposed to develop a navigational channel of 40 meters width and 1.6 meters depth in the first phase between Karimganj and Lakhipur. This can be achieved by undertaking river conservancy works such as dredging and bandalling. The waterway would be developed to 2 meters depth at a later stage in coordination with development of Bangladesh waterways. Inland water transport terminals already exist at Karimganj and Badarpur. Improvement of these two terminals and setting up new terminals at Silchar and Lakhipur are proposed. The total estimated cost of development of this waterway is Rs. 460 million. A proposal for construction of a high rockfill dam at Tipaimukh at the trijunction of Manipur, Mizoram, and Assam, about 90 kilometers upstream of Lakhipur, is under consideration. It would provides a live storage capacity of 8,325 million cubic meters. The implementation of the project has been entrusted to the North Eastern Electric Power Corporation (NEEPCO). There is another proposal for constructing a barrage about 100 kilometers downstream of the dam site in stage II of the Tipaimukh project. The regulation of tailwater release from the dam and the backwater effect of the barrage will improve the navigability in the upper reaches of the river.

5.2 Subansiri River The Subansiri River, one of the major north bank tributaries of the Brahmaputra, originates in the Great Himalayan range in Tibet at an altitude of about 5,000 meters above mean sea level.

34 The total length of the river is 468 kilometers, with a catchment area of 37,000 square kilometers. Near the source several mountain torrents drain into the main valley of the Subansiri. The principal stream is known as the Nye Chu, which travels a distance of about 170 kilometers eastwards before receiving an important right bank tributary, the Loro Chu. The combined flow then travels a further 208 kilometers eastwards before receiving a left bank tributary, the Yume Chu. Before the confluence point with the Yume Chu the river is known as the Chayal Chu. The Chayal Chu crosses the international boundary near Karutra and is then known as the Subansiri. A small left bank tributary, the Sang Chu, joins the river Subansiri 23 kilometers eastward of the confluence point of the Chayal Chu and the Yume Chu. The river then flows eastwards for a distance of 38 kilometers before meeting an important left bank tributary, the Tsari Chu. From this point the river travels a distance of about 27 kilometers to the boundary of the hill catchment near Gerukamukh. Here, the river again receives left bank tributaries, including the Sichi, Situ, and Sigen at distances of 27, 93 and 111 kilometers respectively from the confluence point of the Tsari Chu. Right bank tributaries joining the river include the Singen, Kamala, and Sipu at distances of 71.5, 101, and 129 kilometers respectively from the aforesaid confluence point. After Gerukamukh the river enters the plains of Assam and receives such important right bank tributaries as the Boginadi, at a distance of about 449 kilometers from the hill catchment boundary. A few left bank tributaries, including the Dirpai, New Chaulkhowa, and Old Chaulkhowa, meet the Subansiri just after Gerukamukh. The river traverses 468 kilometers from the hill catchment boundary line to its outfall into the Brahmaputra at Subansirimukh. This river has tremendous potential for inland navigation, if properly planned. It is fed with both snowmelt and rainwater, offering the possibility of perennial inland navigation throughout the subbasin. Presently the waterway is used for communication by the village communities of Arunachal Pradesh, plying country boats for marketing in the plains of Assam. The waterway is also used for the commercial carriage of timber, logs, firewood, and bamboo from Arunachal Pradesh to the plains of Assam during the period July to September. It is also used by fishing boats for occasional fishing. During summer, when the river is in full spate, stacks of bamboo and firewood timber are carried from the upper reaches to the plains. The lower and middle reaches could easily be developed as waterways even for mechanized boats and barges. Available data give the maximum and minimum observed discharge at Gerukamukh as 9,919 and 134 cubic meters per second. A study was carried out to explore the possibility of developing an inland water transport route between the Brahmaputra confluence (Subansirimukh) and Gerukamukh (111 kilometers) through the Subansiri River. The study indicates that a major portion of the river appears to be navigable except at a few locations (approx 5 kilometers length) where observed depth is less than 2 meters. The depth can be improved by appropriate river conservancy measures such as dredging. The depth may also be improved following dam construction by water regulation. On the Subansiri River a major dam is being constructed, requiring transportation of huge quantities of construction materials from various parts of the country. Since the entire NW-2 and a substantial part of the Subansiri are navigable, the possibility of moving such cargo by inland water transport to the proposed dam site is under consideration by the National Hydroelectric Power Corporation (NHPC).

35 5.3 Dhansiri River The Dhansiri river system is a major subsystem of the Brahmaputra and spreads over the states of Assam, Nagaland, and a small part of Manipur. The river drains an average of 6,748 million cubic meters of water annually to the Brahmaputra from a catchment area of 10,305 square kilometers. The source of the Dhansiri lies on Laisang Peak in the southwest corner of Nagaland. It flows in a northwesterly direction for about 37 kilometers and then takes a turn to the northeast, flowing through hilly terrain for about 75 kilometers through Nagaland to Dimapur. Beyond Dimapur the river continues in a northeasterly direction to town, where it takes an abrupt turn to the northwest and meets the Brahmaputra at Dhansirimukh after flowing for another 77 kilometers across the plains of . The principal tributaries of the Dhansiri are the Diyung, Diphu, and Gelabil on the right bank, and the Deopani, Nambor, Doigurung, and Kaliani on the left bank. The maximum discharge of the river observed at Numaligarh is 2,092 cubic meters per second, and the minimum 4 cubic meters per second. Only the lower reaches of the Dhansiri appear to be navigable. The width varies from 90 meters to 200 meters and the depth from 0.8 meters to 4.2 meters. The stretch between the Brahmaputra confluence (Dhansirimukh) and Numaligarh (26 kilometers) can be made navigable after undertaking certain river conservancy measures at a few locations and construction of barrages in its upstream reaches. A proposal to move Numaligarh refinery products via inland water transport to Kolkata and Haldia is under consideration.

5.4 Kolodyne River The Kolodyne (also known as the Kaladan or Chimtuipui) originates in the Lushai Hills of Myanmar and flows into Mizoram state at the Indo-Myanmar border. The river flows west and then south through the districts of Kunglei and Chimtuipui in Mizoram state, again entering Myanmar along its southern border and traversing Chin and Rakhine states before emptying into the at Sittwe port. The total length of the river is about 650 kilometers, of which 275 kilometers flows from the Indo-Myanmar border to Sittwe. The Kolodyne runs through dense forest in hilly terrain in Mizoram, meandering in some places and forming rapids in others. The riverbed is rocky and steep gradients occur at rapids. Its flow is augmented by the inflow of the Nengpui and other tributaries. The 42-kilometer reach from the Nengpui confluence to the Indo-Myanmar border is navigable by country craft during the rainy season, when adequate depths are available for navigation. Downstream of the Indo-Myanmar border the Kolodyne has similar characteristics of rocky terrain, rapids, and boulders as far as Kaletwa but is navigable by country craft of 50 metric tons capacity for 8 to 9 months of the year. In the stretch from Kaletwa to Paletwa (68 kilometers) the river encounters rapids and rock outcrops at 8 to 10 locations and obstruction from landslide boulders at Taung Seik. The river in this stretch requires certain river conservancy measures to make it navigable throughout the year. The river reach of about 158 kilometers from Paletwa to Sittwe is well defined, without any serious navigational impediments along its course. The delta area of the Kolodyne is a maze of waterways, and the basic mode of travel is by boat. Downstream of Kyauk Taw, the tributaries of the Kolodyne are also navigable. There are a

36 number of inland water transport services under operation in these waterways for transportation of cargo and passengers. The waterway has direct access to Sittwe port. Temporary inland water transport terminal facilities exist at Sittwe and Kyauk Taw for handling cargo. The river reach between Sittwe and Paletwa (158.5 kilometers) is tidal. The tidal range is 2.6 meters at Sittwe and 0.9 meters at Paletwa. It progressively decreases upstream and is 0.4 meters at Numbu (186.5 kilometers from Sittwe), above which it gradually become nontidal. The river flow upstream of Numbu to Kaletwa and beyond depends upon freshwater discharges. The availability of depths for navigation in this freshwater reach of the river depends upon the seasonal variation of the water level. No historical long-period water level data are available on this river to help assess the feasibility of year-round navigation. In November and December the water levels in the river fall but navigation would be possible with implementation of river conservancy works. Between January and April water levels fall considerably and navigation becomes difficult in the upstream reaches. Reported data indicate a lean period discharge in the upstream reaches of the river of around 20 cubic meters per second. There is a proposal to construct a hydroelectric project on the Kolodyne in Mizoram, about 67 kilometers upstream of the Indo-Myanmar border, the implementation of which would ensure lean period discharges to the downstream stretches of the river of about 80 cubic meters per second, improving navigation on the river. Hydrographic surveys show that the river is wide between Sittwe and Paletwa, the width varying from 175 meters to 8,800 meters. Least available depths are around 2.2 to 2.5 meters below chart datum except at Langaddoo shoal, where the depths are around 1.5 meters. Between Paletwa and Kaletwa widths are reduced and range from 75 meters to 250 meters, and the predominant depths are around 1.0 to 1.5 meters below low-water level. Between the Indo- Myanmar border and Nengpui confluence the width varies between 25 and 100 meters and the depth is below 1.0 meter. A study was carried out by M/s RITES on transportation between Sittwe port and Mizoram. The various options considered were as follows: Option 1. Transportation of cargo by inland water transport on the Kolodyne River from Sittwe port (Myanmar) to Nengpui in Mizoram (India), a distance of 316 kilometers. A highway link of about 20 kilometers would be required to connect Nengpui to National Highway 54 for further transportation of cargo to other regions. The total cost of the project for this option would be Rs. 2,112 million. Though the capital investment is minimal, there are some disadvantages: • The Kolodyne for a length of about 94 kilometers near the Indo-Myanmar border is only navigable for 9 months (June to February) for vessels of 50 metric tons. • Vessels of 500 metric tons can ply between Sittwe and Kaletwa (222 kilometers), but only vessels of 50 metric tons can reach Nengpui from Kaletwa. Option 2. This involves transportation of cargo by highway from Sittwe to the existing National Highway 54 and thence to other regions. Though this option is most attractive, the capital cost for development of the highway, including Sittwe port development, is very high at Rs. 7,411 million. Option 3. This involves transportation of cargo by inland water transport from Sittwe to Kaletwa (222 kilometers) with vessels of 500 metric tons, and then switching to the highway up

37 to Saikah in Mizoram and beyond. The capital cost involved under this option would be Rs. 3,526 million. Option 4. This is the same as option 3 except that the inland water transport mode uses vessels of 750 metric tons and terminates at Paletwa (159 kilometers from Sittwe), with a switch to the highway up to Saikah in Mizoram. The capital cost for this option would be Rs. 5,765 million. After the studies it was decided to consider option 3 for implementation. However, on completion of the hydel project in Mizoram through navigation may be possible for the entire reach of the waterway from Nengpui to Sittwe port. The development of this inland water transport route will improve the prospects of Indo-Myanmar cross-border trade.

5.5 Gumti River The catchment area of the Gumti within the Indian Union is 2,492 square kilometers in extent, and is the largest subbasin of the rivers in Tripura. It is bordered by Bangladesh on its east and west. It originates from the hill ranges connecting Atharamura and Langtarai on the northeast boundary of South Tripura District and flows across the Bangladesh border to outfall into the Meghna River. At its source, two chharas (rivulets), the Kalyansing and Malyansing, flow southward and meet at Kouticharanpara. The river is then known as the Raima Chhara until it meets its major tributary, the Sarma Chhara, near Ducharibari. After this point the river is called the Gumti and flows down through deep gorges to the Dumbur Falls. It takes a westerly turn at this point and flows for about 10 kilometers before turning northwards to Amarpur, where it again turns westwards and enters its plains section near Maharani. Thereafter it generally flows in a west and southwest direction, entering Bangladesh territory at Sonamura. The Total length of the river from origin to the Indo-Bangladesh border is 167 kilometers. The river then flows through the plains of Bangladesh and meets the Meghna river system near Doudkandi. The length in this reach is about 77 kilometers. The maximum discharge observed at Sonamura is 992 cubic meters per second, and the minimum 2 cubic meters per second. The width of the river varies from 70 to 100 meters and the depth available is more than 2 meters except at few places. At present the river is navigable for six to seven months of the year by country boats only in the lower reaches. A barrage for an irrigation project was constructed across the Gumti at Maharani in 1987. A study of the water level for the lean period conducted by the Brahmaputra Board for a distance of 10 kilometers downstream of Maharani reveals that no significant change in the water level followed construction of the barrage.

5.6 Haora River The Haora is a small river having a length of 46 kilometers within Tripura from its source in the Baramura Hills to the Indo-Bangladesh border. Its catchment area within Indian territory is only 488 square kilometers. It enters Bangladesh near Agartala and joins the Titash River. The river floods when in spate, while during the winter its depth is much less. Some country boats engage in fishing or carrying such cargoes as wood products and bamboo. The lower stretch of the Haora, between the Bangladesh border near Agartala and Zirania (28 kilometers), could be made navigable by undertaking certain river conservancy measures, such as dredging for at least six to seven months of the year. The maximum and minimum

38 discharges observed at Bardowali are 233.5 and 0.435 cubic meters per second. The depth of the river varies between 0.3 and 1.5 meters.

5.7 Lohit River The Lohit originates in the snow-clad regions of eastern Tibet. It has a catchment area of 29,487 square kilometers, of which 14,453 square kilometers are in India, and it has India’s easternmost river basin. In India the river flows across the states of Arunachal Pradesh and Assam and contributes an average 44,243 million cubic meters of water annually to the Brahmaputra river system. The Lohit rises in the mountain ranges of eastern Tibet at an elevation of about 6,190 meters. In its upper reaches the river flows west and is known as the Krawnaon, after which it becomes known as the Tellu. The river flows southwards following its confluence with the Delai and Lang rivers; it then turns westwards and emerges from its gorge at Brahmakunda, entering Lohit District in Arunachal Pradesh and thereafter the fertile plains of Sadiya in Assam, where it is known as the Lohit. On emerging from Sadiya it is joined by the Dibang. The combined flow meets the Dihang at Kobo, whereafter the combined system flows by the name of the Brahmaputra. The total length of the river is 413 kilometers, of which 243 kilometers are in India. The 132-kilometer stretch of the river in the plains only appears to be navigable during the winter season with country boats at present.

5.8 Tizu River The catchment area of the Tizu River falls within Tuensang, Phek, and Zunheboto districts of Nagaland and Ukrul District of Manipur. It is the second largest and longest river in Nagaland; its catchment area covers about one-third of the state and is located in the innermost high mountain ranges bordering Myanmar. The Tizu is the only river of Nagaland flowing into Myanmar. Near Thamanthi it joins the Chindwin River, which in turn is a tributary of the Irrawaddy River of Myanmar, which discharges into the Indian Ocean. Since early times the Tizu valley passage route has been used for trade, commerce, and cultural exchange by the local inhabitants of both countries, using a system of bartering that is still in existence in a limited way. The adjoining states of the Northeast – Arunachal Pradesh, Manipur, Mizoram, and Meghalaya – have road connections with Myanmar, but for Nagaland the Tizu River route is the only connection, due to the difficult terrain of the region. Improving inland water transport could greatly boost existing trade. Considerable natural resources are found in Nagaland in the catchment area of the Tizu River, including high-grade limestone at Nimi and Wazeho (where a small cement factory is located), magnetite at Pokphur, decorative stones in the so-called Greenstone Belt, coal at Konya, and chromite at Wui. Development of this inland water transport route will help boost trade in these products and open up a potential international market. No navigational study has been undertaken for this river so far. However, IWAI is planning to undertake a detailed hydrographic survey and technoeconomic feasibility study for this river in the near future to explore the possibility of promoting Indo-Myanmar cross-border trade using inland water transport. The proposed length of waterway to be studied is about 42 kilometers between Logmatar and the border with Myanmar.

39 6. Organized and unorganized movements

6.1 Organized sector movements 6.1.1 Background As regards annual movement of passengers and cargo by inland water transport on NW-2, it is estimated that about 30 million people use the organized sector and 20 million use the unorganized sector; and that about 170 million metric ton-kilometers of cargo is being moved by the organized sector and 51 million metric ton-kilometers by the unorganized sector. The projected cargo movement on NW-2 and the Barak are given in tables 11 and 12.

Table 11. Cargo projections for NW-2

1991–1992 1994–1995 1999–2000 2004–2005 Commodity Thousand metric tons Food grains 94 114 144 184 Tea 75 91 114 148 Coal/coke 268 326 409 520 Lubricants 296 330 400 509 Iron & steel 80 95 115 147 Cement 100 130 165 211 Jute 71 86 108 138 Fertilizer 35 40 45 57 Forest products 28 34 43 55 Salt 20 22 26 33 Sulfur 25 30 40 51 Limestone 250 305 380 485 Quartz 210 230 250 319 Total 1,552 1,833 2,239 2,857 Source: Water and Power Consultancy Services (WAPCOS), 2002, Detailed Project Report on NW-2.

The Northeastern Region has a considerable demand for essential commodities, which often have to be moved in from the rest of the country, while a number of local products are moved to outside areas. This has necessitated development of the inland water transport system in the region, leading to the establishment of the Assam Inland Water Transport Directorate (IWTD) in 1959, as recommended by the Gokhale Committee. It operates from Guwahati, having shifted from Shillong in 1963. Presently it is a full directorate under the Assam Transport Department. As a first step towards expansion of its activities, six major ferry services operating on the Brahmaputra were taken over from the state Public Works Department in 1968. Considerable development has occurred since, and IWTD now operates 42 ferry services on the Brahmaputra and 24 on the Barak in the state of Assam. Recently it added six more terminals. All the

40 terminals are equipped with floating pontoons. IWTD presently ferries nearly 60,000 passengers and 2,000 metric tons of cargo every day. The present functions of IWTD include ferry services, commercial services, river conservation, a crew training center, a central workshop, and rescue services.

Table 12. Cargo projections for Barak River

2001–2002 2006–2007 2011–2012 Commodity Metric-ton kilometers (million) Bamboo 3.9 5.5 7.5 Bamboo chips 9.6 15.1 22.0 Bamboo products 6.0 8.9 12.5 Cement 125.2 149.6 119.5 Cement concrete products 1.0 1.5 2.2 Coal 62.6 99.9 152.9 Edible oils 4.6 8.1 12.7 Fertilizers 10.9 16.6 24.8 Iron and steel 155.9 171.1 82.8 Iron pipes 9.2 15.5 23.8 Machinery and parts 21.0 29.6 46.3 Other miscellaneous commodities 14.9 18.1 22.0 Paper and paper goods 37.1 58.8 88.3 Provision and household goods 1.8 2.2 2.6 Pulses 6.0 8.3 14.3 Rice 91.3 137.4 232.8 Rubber 5.1 7.7 12.2 Stone boulders and chips 31.0 43.4 62.0 Sugar 10.2 15.9 23.3 Tea and coffee 8.2 12.9 20.5 Wheat and wheat flour 2.0 3.0 5.0 Wood and timber 2.2 3.8 5.7 Total 619.3 832.8 995.8 Source: RITES, 1998, Technoeconomic Feasibility Report.

The commercial service of IWTD is concerned with the movement of cargo and operates within Assam and other northeastern states of India and in Bangladesh. IWTD commercial vessels also carry overdimensional cargo. Routes linking Assam with neighboring states are given in table 13.

41 IWTD operates commercial cargo services on the Brahmaputra from Guwahati to Kolkata via Bangladesh. Cargoes handled include jute, coal, fertilizer, forest products, agricultural products, cement, and machinery. The present cargo-handling capacity of the commercial fleet is nearly 10,000 metric tons and commercial operation in this inland water transport sector earns revenue of Rs. 15 million per year. Increasing efforts have been made by IWTD to facilitate passenger movement on the Brahmaputra, in pursuance of which it has established a commercial office in Kolkata. In order to increase revenues from inland water transport operation, IWTD has introduced 32 commercial cargo-cum-passenger ferry services on the Brahmaputra and its tributaries where few other modes of transportation are available. Presently, a project to introduce 88 cargo-cum- passenger ferries on the Brahmaputra and its tributaries is under implementation. In addition further schemes are envisaged for implementation by the North Eastern Council, including construction of a river terminal at Badarpur and Silchar and improvement of the Dhansiri channel for carriage of cargo.

Table 13. IWTD-operated ferry links with neighboring states

Routes Comments Sadiya-Saikhowa Connected with Arunachal Pradesh directly Saikhiya-Punglum Neamati-Kamalabari Connected with Nagaland by shortest route Dhansiri-Gamiri Jaleswar-Dhubri Connected with Meghalaya by shortest route Dhubri-Fakirganj

With a view to improving the viability of inland water transport, phased construction of modern steel vessels has taken place at various shipyards in and around Guwahati, generating employment for about 1,500 local people. A slipway project with modern facilities is being set up for repairing vessels throughout the year. Recently, IWTD has undertaken a project to proved modern facilities at Pandu quay.

6.1.2 Cargo movements The Central Inland Water Transport Corporation Ltd, a Government of India undertaking, is the prime operator of cargo vessels in the Kolkata-Guwahati sector. In addition, private operators from both India (for example Vivada Inland Waterways) and Bangladesh move cargo between Kolkata and various destinations in Assam. Recently IWAI has also started cargo carriage using its own vessels under the fixed schedule sailing scheme in this sector. As explained above, IWTD also operates cargo services within Assam. During the year 2004–2005, 818,683 metric tons of cargo were moved by inland water transport through NW-2. Appendix D shows movement of cargo by the Central Inland Water Transport Corporation, IWAI, and private operators; appendix E shows movement of cargo along selected routes in Assam. Table 14 shows main cargoes on selected routes on NW-2.

42 Table 14. Main cargoes on selected routes on NW-2

Route Cargo Kolkata-Pandu Coal, bitumen, iron and steel Pandu-Kolkata Gypsum, tea, coal Jogighopa-Kolkata Coal (Meghalaya) Tezpur-Kolkata Tea Dibrugarh-Kolkata Tea Silghat-Budge Budge Petroleum oil lubricant Namrup Urea Bongaigaon refinery Coke Source: Prof. Manas Das, study for collection of cargo and passenger movement, Statistics in National Waterways, IIM, Kolkata.

6.1.3 Passenger movements There are many ferries operating on the Brahmaputra and Barak systems connecting island to riverbank, island to island, and so on. Ferries are particularly important at important junctions where traffic has no other means of river crossing. Considering the enormous width and length of the Brahmaputra, bridges have so far been constructed only at three locations – Jogighopa, Pandu, and Tezpur. The bridges are located where geographic factors are favorable – that is, the width of the river is considerably narrower due to the existence of rock strata and hills on either side, and the location of important cities necessitates construction of a permanent river crossing. At all other locations the local people have to depend upon country boats or ferry services operated by IWTD. Passenger movement in the organized sector is carried out only by IWTD and consists mainly of cross-river services. Longitudinal services also exist on certain stretches (table 15). During 2003– 2004, 24 million passengers were carried by IWTD (appendix F).

Table 15. Longitudinal ferry services on NW-2

Route Length (km) Route Length (km) Dhubri-Phoolbari 17 Dhubri-Chunari 65 Goalpara-Ramapara 16 Bagbore-Guwahati-Sialmari 211 Sialmari-Vijaynagar-Guwahati 96 Bohori-Guwahati 82 Guwahati-North Guwahati 4 Guwahati-Rajaduar 4 Guwahati-Karua 10 Kachari-Umananda 4 Guwahati-Kanchanmari 80 Neamati-Kamalabari 12 Bogibil-Kerangabil 30 Dibrugarh-Kachari-Oriumghat 100 Sadiya-Saikhowa 12 - - Source: Inland Water Transport Directorate, Assam.

43 6.2 Unorganized sector movements 6.2.1 Background The country boat is the principal means of unorganized transport for both cargo and passengers. Country boats are generally driven by an agricultural pump engine that is attached to a direct shaft and propeller, while launches are of wooden hull and are fitted with a truck engine and gearbox. The network of mechanized country boats is of high density in , particularly in Dhubri, Goalpara, Guwahati, Jorhat, and Tezpur, where they are used to transport crops, vegetables, dairy products, and livestock to the towns and cities from the agricultural riverine islands, many of which have a high population of Bangladeshi migrants. Similar operations also exist in the Dibrugarh-Sadiya-Saikhowa triangle, where various tributaries of the Brahmaputra meet. It is interesting to note that boat shape and design, including the materials used, varies along different river stretches. Nonmechanized country boats are built of wood (with metal sheathing) using traditional methods. Many of the traditional country boats have been mechanized using 5–10 horsepower engines for propulsion, which are commercially available and principally used for agricultural pumps. The power is transmitted through a direct drive to a locally made cast iron propeller through a shaft arrangement fitted with a universal joint to accommodate local misalignments. The boats operating in the 420-kilometer stretch below Tezpur have a flat wooden bottom with wooden frame sides. The lower and upper 15 centimeters (6 inches) of the boat side are made of wooden plank, while the mid portion is made of 22 gauge galvanized iron sheet, thus reducing the weight and allowing a boat of 15–20 metric tons capacity to operate with only a 15 brake horsepower agricultural pump motor, and a boat with 30–40 metric tons capacity to operate with two such motors. The river in this stretch is favorable to such weak construction with its sandy bottom and sufficient water depth to carry passengers and cargo from the islands to the mainland. The need for mechanization of the traditional country boats has arisen because of increasing competition, necessitating higher operational speeds. This type of mechanization process taking place on a casual and random basis in the river transport sector, without any significant conscious effort on the part of boatbuilders, operators, or government agencies to adopt a more scientific approach to transportation problems, and safety of operation is often jeopardized. Few specific data are available for movements of cargo and passengers by country boat in the unorganized sector. A survey of the operation of country boats at various major ghats on the Brahmaputra was carried out, with the following results: Shukleshwar ghat. This ghat, located on the south bank, is used by regular ferry services carrying passengers, cargo, and vehicles (cycles, scooters, and motor cycles) across the river and to destinations on riverine islands. This site is also used by tourist boats. Saraighat. This site is used by country boats carrying passengers and cargo across the river and longitudinally. Mathura Mohan ghat. This site is used by various types of country boats for transportation of cargo and passengers both across and along the river.

44 New ghat at Dhubri. This north bank site has traditionally been a large commercial center for locally available products and natural resources, and there is a high density of river boat and country boat traffic. Cargoes such as agricultural produce (vegetables, food grains, sugarcane, jute) and forest produce (firewood, bamboo) are transported in large quantities. Country boats are also used for fishing. Panchu ghat. This site is situated on the north bank. Country boats operate on a regular basis carrying cargo and passengers. Forest produce (wood, bamboo), agricultural produce (vegetables, food grains, sugarcane, jute, tea, animal fodder), and commercial products (furniture, fuels, coal) are transported to various commercial centers on the riverbanks. Country boats are also used for fishing activities. Kachari ghat. Country boats operate from this site on a regular basis, transporting cargo and passengers between locations on the Meghalaya/Bangladesh side and the Assam side. Tetul ghat. Country boats operating from this site transport cargo and passengers between Dhubri and remote rural areas. Jogighopa ghat. This site is used to operate country boats for transportation of cargo, including coal, clay, tiles, and other materials, across the river. Passenger traffic has been reduced after commissioning of the Jogighopa Bridge. Kasara ghat. This site near Goalpara is used for cross-river transportation of cargo. Silghat. After commissioning of the Bhomoraguri Bridge, country boats operate from this popular picnic spot only for the tourist trade. Dhansirimukh. Country boats operate for river crossing and for transit to remote riverine island destinations. Neamatighat. This major transit point is used by country boats and other vessels for the transportation of passengers and cargo, including agricultural produce (food grains, cattle), oils, firewood, building materials, and vehicles (cycles and scooters). Transportation is across the river and to riverine islands such as Majouli. Puja ghat. This site is used by country boats and other vessels for transportation of passengers and cargo, including agricultural produce, cattle, commercial articles, household items, and building materials to cross-river locations such as ghat and also to riverine islands. The site is also used for the repair and renovation of country boats. Saikhowa (south bank) and Sadiya (north bank). Country boats transport passengers and cargoes, including general goods, bulk cargo such as food grains, building materials, firewood, milk cans, fuel oil drums, and liquid petroleum gas cylinders. 6.2.2 Case study on problems and prospects for country boat services A case study was carried out during February 2006 on country boat services in and around Neamatighat to assess the problems of and prospects for country boat and ferry operators. Operation of passenger services between Neamatighat and Kamalabari realized Rs. 1,500 to 2,000 per trip per vessel, and of cargo services Rs. 1,300 to 1,400 per vessel per trip. The study indicated a need for improvement of terminal facilities at Neamatighat and Kamalabari ghat, and correspondents expressed a desire for increased comfort and safety features on passenger vessels. Boat owners said that improved credit facilities would be beneficial.

45 6.2.3 National employment generation potential In a desk study projected cargo movements were estimated for inland . To attain the expected cargo movement of 20 billion metric ton-kilometers it is estimated that 2,000 inland vessels (at productivity of 10,000 metric ton-kilometers per ton of vessel) will be required. Presently only about 400 vessels are available, requiring an additional fleet of 1,600 vessels of 1,000 metric tons capacity over the next 8–10 years, at a cost of Rs. 50 million per vessel. Thus a fund of Rs. 80 billion is required for this purpose. Of this amount, it is proposed that Rs. 24 billion be provided by central government under the inland vessel-building subsidy scheme already in place. It is also proposed that a corpus fund of Rs. 50 billion would be provided by central government to facilitate private and public inland water transport operators to obtain loans from banks and financial institutions. The balance of about Rs. 50 billion would come from the private sector, which would be mainly responsible for ownership and operation of inland water transport vessels. The employment generation potential for the development of inland water transport in the organized sector, as outlined above, in presented in appendix G. This includes both direct and indirect employment. It is estimated that 636,123 person-days of employment could be generated in the inland water transport sector within the next 8–10 years, of which 80,000 person-days corresponds to 2,000 vessels and the remaining 556,123 is for waterway development. Approximately 15 percent of the person-days may be considered as the employment potential for inland water transport in the Northeastern Region. The employment generation potential in the unorganized sector has not been quantified so far as it is difficult to carry out such an exercise. However, undoubtedly one can say that with the development of inland water transport as envisaged above, the employment generation of this sector will also increase considerably.

46 7. Intercountry trade through inland water transport Inland water transport trade between India and Bangladesh is presently passing through a very important phase, when the prospect looks brighter and more positive than at any time during recent decades. Looking back into the history of preindependence days, when the road connections were poor and the railway system was not well developed, most of the cargo destined for such places as , Chalna, Narayanganj, Barisal, and Dacca were carried by river steamers. During those days the river route was predominant for bulk and break of bulk movement and for passenger transport. In Bengali literature, including that of Rabindranath Tagore, we find mention of the nostalgic memories of the chicken and hilsa curries available on steamers to Goalundo and Chandpur. The domination of inland water transport trade continued even after formation of East Pakistan. But the riverine movement had its first blow during the Indo-Pakistan War of 1965, when many vessels of both countries were seized or destroyed. After formation of Bangladesh a trade agreement was signed between the two countries in 1972, which led in turn to the signing of the Indo-Bangladesh Protocol on Inland Water Transit and Trade, which was a big step in the revival of inland water transport in eastern and northeastern India. From 1995 onwards, cement movement between India and Bangladesh under this protocol gained momentum. From 2001 onwards, movement of fly ash to Bangladesh started taking place, and today has reached a considerable volume. Although these are positive moves, the former glory of intercountry river trade is far from being regained. Under the Indo-Bangladesh Protocol on Inland Water Transit and Trade, specific routes for the passage of inland vessels and ports of call for intercountry trade have been clearly defined. Appendix H gives the main features of the protocol, and the routes followed; figure 6 gives a map of the principal protocol routes.

7.1 Present intercountry cargo transport Cargoes that are exported to Bangladesh include fly ash, granulated slag, gypsum, clinker, cement, manganese ore, food grains, wheat, rice, sugar, project cargo, and dried fish. The imported cargo from Bangladesh includes crushed bone, hide, and return project cargo. The cargo moved during the year 2004–2005 along the protocol route was approximately 416,000 metric tons. Table 16 shows amounts of cargo moved by Indian and Bangladeshi boats during the period 1995–2005; table 17 shows amounts of cargoes moved in 2005 by category. Since April 2005 IWAI has been designated as the competent authority from the Indian side for operation of the provisions of the protocol; prior to that the Central Inland Water Transport Corporation held that responsibility. Table 18 presents some information on protocol charges. Wharfage charges collected for loading were Rs. 1,132,428 at Haldia terminal and Rs. 1,301,428 at Kolkata.

47 Figure 6. Indo-Bangladesh Protocol routes for inland water transport

Table 16. Cargo movement by vessel nationality on Indo-Bangladesh Protocol route

Cargo movement (metric tons) Cargo movement (metric tons) Year by Indian vessels by Bangladeshi vessels 1995–1996 62,772 — 1996–1997 50,684 20,150 1997–1998 11,075 16,170 1998–1999 10,313 2,497 1999–2000 10,804 4,385 2000–2001 16,231 26,148 2001–2002 57,810 44,482 2002–2003 89,124 121,000 2003–2004 85,672 134,961 2004–2005 36,220 379,905 Total 430,705 749,698 — Not available.

48 Table 17. Movement of cargoes, 2005

Cargo Amount moved (metric tons) Fly ash 385,459 Gypsum 6,130 Granulated slag 23,692 Other 21,578 Source: IWAI and Central Inland Water Transport Corporation, 2005.

Table 18. Protocol charges September 2003 to June 2004

No. of Permission type Fee (rupees) permissions Total (rupees) Outward 300 295 88,500 Inward 300 242 72,600 Extension/amendment 100 79 7,900 Total 169,000

7.2 Future cargo potential Increased consumption is taking place in Bangladesh of such products as fly ash, gypsum, clinker, and other materials produced at locations near to the protocol route. Cargo movement by inland water transport has increased to over 800,000 metric tons per year and is likely to rise further with improved infrastructural facilities providing faster cargo handling through the use of mechanized loading and unloading facilities, and faster sailing times through maintenance of adequate navigational depth and a modernized vessel fleet. Potential cargo movements, by type of cargo, are outlined below: Fly ash is presently derived mainly from the Calcutta Electricity Supply Corporation thermal plant at Budge Budge. The West Bengal Power Development Corporation Ltd is now making arrangements for delivery of dry fly ash from the Kolaghat plant, which is expected to move through the IWAI jetty at Haldia and the proposed jetty near Phulewar in Howarh District. The corporation is also building, through the private sector, a new jetty with a mechanized loading facility for their Bandel thermal plant, which will increase fly ash export considerably. The present volume of around 30,000 metric tons per month is expected to double when it comes into operation. Taking into account the total availability of granulated slag from the steel plants of Orissa, Tata Metallic of , and other steel industries of , there is possible movement of 10,000 to 20,000 metric tons per month of this commodity to Bangladesh. Gypsum is available from Tata Chemicals Ltd at Haldia, and the monthly movement to Bangladesh may be around 10,000 metric tons per month. Holcim Cements of Bangladesh has a tie-up with Ambuja Cement and the Associated Cement Company of India, and the former factory plans to move clinker from Chaibasa in Jharkhand to

49 Bangladesh via the protocol route. There is a potential movement of up to 30,000 metric tons of clinker per month to Bangladesh. As regards clothing products, there is already in Bangladesh a demand for Indian ready-made dresses of good quality and at competitive prices. There are two wholesale auction markets for ready-made garments close to Kolkata docks. Finished coir and jute products from India, including wall hangings, carpets, and false ceilings, are in large demand in Bangladesh, not only for domestic consumption but also for reexport to the Gulf countries and Europe, which give favorable trade terms to Bangladesh. Finished leather goods are a potential export item and a leather complex has already been developed in Kolkata. Engines for speedboats, motorboats, and other inland water transport vessels are manufactured in various public sector and private shipyards in and around Kolkata and are in great demand. There is demand in Bangladesh for steel sheet coil, billets, pig iron, and pipes manufactured in India. There is good potential for an increase in container traffic to Bangladesh by river. Container traffic to Bangladesh is currently moved by feeder vessel from Singapore to port. Most of these containers are destined for the Dacca area, which is around 250 kilometers from Chittagong. The feeder vessels calling at Chittagong do not usually get any return traffic. However, the Narayanganj inland water transport terminal is within a short distance of Dacca. To make the feeder traffic voyage economical, the Kolkata-Haldia dock complex may work as a feeder barge transshipment hub for a major portion of Bangladesh international trade, which may be around 250,000 twenty-foot equivalent units (TEU) per year, roughly 50 percent of container traffic passing through Chittagong. The Container Corporation of India Ltd has already made a beginning in this respect by sending a barge loaded with containers containing wheat for Bangladesh. The Kolkata Port Trust has already introduced a nominal box rate of Rs. 1,000 per TEU for promotion of this traffic.

7.3 Inland terminals Inland water transport terminals are presently available at Budge Budge, Shri Ram jetty, Botanical Gardens, tea transit sheds, Haldia, and British India Steam Navigation in and around Kolkata on the Indian side. They are being used for loading and unloading barges engaged in Indo-Bangladesh riverine trade. Of these, Budge Budge and Shri Ram terminals have been set up by private companies. Budge Budge has a dedicated mechanized system for loading the large volumes of fly ash moving through the terminal. Cargo is loaded manually at Shri Ram terminal. The tea transit shed terminal belongs to the Central Inland Water Transport Corporation and has mechanized cargo handling facilities along with three floating pontoon jetties. Three locations – British India Steam Navigation, Botanical Gardens, and Haldia – belong to IWAI and have been recently developed. Haldia jetty has a small gantry crane with limited mechanized loading facilities, while the British India Steam Navigation and Botanical Gardens terminals have floating pontoon jetties where cargo is handled manually. Both the British India Steam Navigation and Haldia terminals are being upgraded with reinforced concrete jetties and mechanized handling facilities. Within a few months of the establishment of these three terminals, movement has increased considerably.

50 With the increase in inland water transport along riverine routes, private operators are setting up loading facilities at Bhadreshwar, Sankrail, and Andul, which will greatly assist river trade. In addition, dedicated fly ash terminals are being constructed at Bandel; there is also potential for revival of the Central Inland Water Transport Corporation terminal at Jagannathghat for movement of specific items. A number of exporters and shippers are seeking permission from IWAI and the Kolkata Port Trust to set up terminals for loading at Sankrail, Andul, Kolaghat, Bhadreshwar, and Bandel.

7.4 Availability of fleet Most movement of cargo (other than movement of petroleum oil lubricant from Assam) is by Bangladeshi barges. Indian operators say that Bangladeshi barges are in high demand for the following reasons: • They have a deep draft (3.5 to 4.0 meters) and are extremely fuel efficient (due to their design). • The cost of on-board labor is low compared to their Indian counterparts. • The cost of fuel in Bangladesh is cheaper by approximately Rs. 10 per liter. • The cost of construction is lower than in India. IWAI provides a 30 percent vessel-building subsidy for acquisition of inland vessels plying protocol routes. This can be of help to Indian barge owners in reducing the capital cost of vessels. The barge owners have to be innovative to compete with Bangladeshi barges if they are to increase their share of this growing trade.

7.5 Problems A number of problems are currently limiting the expansion of inland water transport on the Indo-Bangladesh Protocol route: • Infrastructural facilities at Kolkata and Haldia are inadequate. Lack of mechanized loading facilities is limiting throughflow of cargo. • Sufficient navigational depth is not maintained throughout NW-2, and night navigation facilities are needed. • In recent years the protocol agreement with Bangladesh has been extended for short periods of three to six months only, and at times no valid protocol agreement exists for short periods. Recently, movement of vessels had to be suspended for 15 days due to the delay in renewal of protocol. • The fleet profile is dominated by Bangladeshi vessels, which face less stringent licensing regulations and have lower on-board labor costs than Indian vessels, and also draw diesel at a much subsidized rate in Bangladesh ports. This has enabled Bangladeshi operators to quote competitive freight rates, which are apparently highly welcome to Indian shippers. There is, however, the potential danger of sudden withdrawal of services in the event of an international dispute.

51 • Riverine trade with Bangladesh is now suffering from an export-import imbalance, so vessels are compelled to quote higher freight rates to compensate for below-capacity loads in one direction. • Complex and repetitive document procedures involving central excise, port customs, and land customs officials delay the process of port clearance. • Low usage of the most suitable barges (Indian Registrar of Shipping class: 2,500 deadweight tonnage and above) by barge operators and owners in the Kolkata Port Trust anchorages (for example Sagar anchorage and Virtual jetty) results in low productivity and idleness during rough weather. • To facilitate movement of larger barges with full loads, the availability of draft at the existing terminal, particularly during ebb tide, needs examination. Buoys need to be installed at strategic locations in the river to mark deep-water routes and access to mooring facilities. • There is no time-bound regular service to Bangladesh from Kolkata and Haldia. • Presently, after customs inspection and examination, consignments are sealed and documents are sent to the land customs office in Kolkata for processing, and then submitted to the Namkhana land customs station by the exporters or agents to obtain a final let export order, rather than being issued directly from the loading point (subject to inspection of the barge seal) at Namkhana before sailing to Bangladesh. The visits of exporters and agents to Namkhana land customs station for let export orders causes time delays and loss of earnings.

7.6 Ways forward The following activities are being undertaken or are planned in response to the problems mentioned in the previous section: • Additional ports of call are to be included under the purview of the protocol in order to expand the coverage of operation. • The waterway route Dhulian-Rajshahi-Aricha-Narayanganj is to be made operational by repairing the Jangipur lock, considerably reducing the distance and operating time between Kolkata and Guwahati. • Interactive sessions attended by users, operators, government agencies such as IWAI, the Kolkata Port Trust, and the Central Inland Water Transport Corporation have been held in Kolkata. Similar interactive sessions will be arranged on a regular basis to discuss and resolve problems faced by inland water transport entrepreneurs. • Bilateral protocol matters are to be taken up with the Bangladesh Inland Water Transport Authority, the competent authority on the Bangladesh side. • Specialized barges will be designed and constructed to suit the protocol waterway conditions and types of cargo. • Necessary infrastructural facilities, including mechanical cargo handling systems, are planned for all ports of call.

52 • Night navigational facilities are to be provided for the entire protocol route within Indian territory. Discussions are to take place with the Bangladesh authorities as regards providing similar facilities for their waterways. • At present, barges are fully loaded traveling in one direction only. Possibilities for return cargoes are being explored so that barge operation will become more economical. • Formalities related to customs clearance at Namkhana are to be simplified and made faster to reduce the waiting time for barges.

53 8. Future role of inland water transport in the Northeastern Region

8.1 Waterway development With the renewed focus on inland water transport development and the completion of the ongoing program and projects it is expected that NW-2 will be a fully functioning waterway with all the necessary infrastructure facilities within 8 to 10 years of the time of writing. Inland water transport will then be in a position to compete with other transport modes, particularly rail and road, in transporting cargo to and from the Kolkata and Haldia ports through the Indo- Bangladesh Protocol route and NW-2. The development of routes along such rivers as the Subansiri, Dhansiri, and Lohit will accelerate the development of the hinterland and open up new business opportunities along these rivers. It will also help reduce the flooding pattern in these rivers during the monsoon season. The development of waterways will directly provide employment opportunities to many people. Indirect benefits are also expected from this development, and indirect employment is expected to be many times greater than the direct employment generated, particularly in the service industries. The benefits that may result from the development of inland water transport are described in section 4.4.

8.2 Cargo movement The future prospects for inland water transport along the Indo-Bangladesh Protocol route have been discussed in chapter 7. The largest expected cargo movements in the Northeastern Region arise from the ambitious power projects being implemented by the National Hydroelectric Power Corporation Ltd (NHPC) on various tributaries of the Brahmaputra. These developments are expected to generate cargo movements of about 50 million metric tons over a period of 20 years (2.5 million metric tons per year). The projected movements, and the associated transport and infrastructure requirements, are presented in table 19. As can be seen, the projections involve a total investment of Rs. 27.9 billion.

Table 19. NHPC projects: Projected cargo movements and requirements

Category Projectiona Cargo movement Annual cargo 2.5 million metric tons Average lead distance 1,500 kilometers Cargo x lead distance 3.75 billion metric ton-kilometers Average vessel capacity 1,000 metric tons Vessels Annual productivity per vessel 10,000 metric tons Vessels required (3.75 billion / 1,000 x 10,000) 375 vessels Cost of vessels (Rs. 60 million each x 375) Rs. 22.5 billion

54 Category Projectiona Infrastructure Average terminal capacity 200,000 metric tons Terminals required (2.5 million / 200,000) 12.5 (13) Cost terminal construction (Rs. 300 million each x 13) Rs. 3.9 billion Fairway development (incl. 24 hr navigation facils.) Rs. 1 million per kilometer Total fairway development (1 million x 1,500) Rs. 1.5 billion Total investment (22.5 + 3.9 + 1.5 billion) Rs. 27.9 billion a. 1 billion = 1,000 million.

Other identified cargo movements include coal from Meghalaya, fly ash from Farakka to various destinations in the Northeast, limestone for cement plants, petroleum products from Numaligarh refinery, bitumen from Haldia, and food grains from Kolkata to various destinations in the Northeast for the Food Corporation of India Ltd.

8.3 Opening of new intercountry inland water transport routes Besides the existing Indo-Bangladesh Protocol route, opening and development of the following inland water transport river routes will accelerate trade and commerce between India and its neighboring countries: • Tizu-Chindwin-Irrawaddy route, for interconnectivity between Nagaland and Myanmar to the port of Yangon (Rangoon) • Nengpui-Chimtuipui-Kolodyne route, for interconnectivity between Mizoram and Myanmar to the port of Sittwe • Gumti-Meghna route, for interconnectivity between Tripura and Bangladesh to Dacca and other locations

55 9. Implementation and institutional arrangements

9.1 National Waterway 2 At present all the developmental works on the Brahmaputra between the Bangladesh border and Sadiya (NW-2) are being undertaken by the Inland Waterways Authority of India (IWAI), which is the implementing agency for development, maintenance, and regulation activities along NW-2. The administrative authority also rests with IWAI pertaining to jurisdiction and control of all activities related to NW-2. However, responsibility for operation of vessels belonging to public and private sector operators on NW-2 has been given to the respective agencies. A chart showing the IWAI administrative setup for NW-2 is given in appendix I. A director- level officer heads the regional office at Guwahati. Separate wings for carrying out works related to civil works (engineering wing), marine works (mech-marine wing) and hydrographic survey works (hydrography wing) function under the director. There is also a finance and administration wing looking after the administration and accounts matters related to the office. The engineering wing functions under an assistant director-level officer who supervises the works related to river conservancy for fairway maintenance, day and night navigational facilities (including channel marking), maintenance of floating terminals, and construction of permanent terminals. The mech-marine wing functions under an assistant director-level officer who supervises the operation and maintenance of survey vessels, dredgers, and workboats. The hydrographic wing is under an assistant hydrographic surveyor who supervises all survey works, including thalweg surveys, detailed surveys at shoal locations, terminal surveys, collection of hydrological data, and dissemination of navigational information in the form of river notices. In summary, the regional directorate is responsible for undertaking the following activities: • Developing and maintaining a fairway between the Bangladesh border and Sadiya (891 kilometers) • Provision of channel marking (both day and night channel marks) • Channel patrol • Hydrographic surveys and dissemination of navigational information in the form of river notices • Undertaking river conservancy and river training works for providing a safe navigational channel for the entire waterway • Enforcement of rules and regulations formulated and notified under the IWAI Act • Providing pilotage to vessels • Operation and maintenance of terminals (both permanent and floating terminals) • Operation and maintenance of various vessels owned by IWAI • Procurement of required hardware such as dredgers, vessels, and cranes • Liaison with state government departments, organizations, and agencies

56 • Liaison with public and private sector users and operators • Cargo promotion activities • Levy and collection of charges for waterway usage, terminal usage, and pilotage

9.2 Other waterways The Inland Water Transport Directorate (IWTD), under the Transport Department, Assam, has responsibility for the maintenance and management of other waterways in Assam. It owns and operates vessels for carrying cargo and passengers on the Brahmaputra and its tributaries and other rivers in the Barak valley. It operates both longitudinal and cross-river ferry services at several locations along the rivers. Appendix J shows the administrative organization of IWTD. The directorate is headed by a director, with one additional director assisting the discharge of directorial functions. Under the director, three joint directors supervise the general, technical, and survey functions. Two deputy directors supervise after the commercial aspects of the vessel operational wings. Three operating divisions at Guwahati, Dibrugarh, and Silchar come under an executive engineer- level officer, whose main function is to supervise vessel operation and maintenance. Other supporting staff assist these officers. Such a setup is only possible for the state of Assam at present as the number of navigable rivers is greater than in the other states of the Northeastern Region. The rivers of Arunachal Pradesh, Manipur, Meghalaya, Mizoram, Nagaland, Sikkim, and Tripura are administered by the irrigation or transport departments of the respective state governments. A similar setup to Assam for systematic implementation of inland water transport projects may be advantageous in these states.

9.3 Proposed North East Water Resources Authority (NEWRA) The Government of India plans to establish a cohesive, autonomous, self-contained entity, the North East Water Resources Authority (NEWRA), to provide effective flood and erosion control, generate hydropower, provide irrigation facilities, improve drainage and navigation, and develop other related infrastructure in the Northeastern Region. It is proposed to establish this authority along the lines of the Tennessee Valley Authority. The mission of the new organization is to ensure equitable, efficient, and sustainable development of the water resources of the Northeastern Region through effective planning, regulation, coordination, and implementation. The government has taken this decision for the following pressing reasons: • Although rich in natural resources, the Northeastern Region is largely rural and underdeveloped, and suffers from natural disasters annually. • Environmental conditions are deteriorating due to severe erosion and deforestation. • The development of the water resource sector, including navigation potential, has been slow compared to that at the national level: 31 percent compared to 67 percent in the irrigation sector, and 1.9 percent compared to 18.4 percent in the hydropower sector.

57 • The per capital income in the region is only Rs. 6,625 compared to the national per capital income of Rs. 10,254, and about 34 percent of the people live below the poverty line. • The existing organization (the Brahmaputra Board) has proved ineffective for various reasons, including lack of authority, autonomy, budgetary support, and regulatory power. Moreover, it has lost the goodwill of the people of the region. After the setting up of the new authority all the rivers in the Brahmaputra and Barak valleys will come under the jurisdiction of NEWRA. Similarly, rivers in Manipur, Mizoram, Nagaland, and Tripura will also come under this authority. The development of navigation on NW-2, the Barak, and other northeastern rivers will be handed over to NEWRA in a phased manner. The assets, liabilities and staff of the Brahmaputra Board will be transferred to the newly formed authority. Organizations such as the Central Water Commission, the Central Groundwater Board, and the National Institute of Hydrology will continue their operation in coordination with the authority. Public sector undertakings, such as NHPC and NEEPCO, will continue to function in association with the authority. The state government organizations will continue to function and execute various works on those rivers that are not included within the domain of NEWRA. The authority would be headed by a chair and there would be five members, one each for water, power, navigation, environment, and finance and administration. Part-time members would represent the seven states, and representatives of MoDONER, the Ministry of Water Resources, the Planning Commission, and the North Eastern Council would also attend. The overall policy matters would be decided by a high-level committee headed by the prime minister and consisting of the ministers of various central ministries and the chief ministers of each of the northeastern states. The authority would be supported by advisory bodies consisting of senior officers of the state governments dealing with the water and power sector, representatives of the concerned central and state ministries and other organizations, stakeholders, and eminent professionals in specified sectors, who will advise on matters associated with the implementation of the plan.

58 10. Conclusions and recommendations

10.1 Conclusions There has been a renewed interest in the efficacy of the inland waterways as a cost-effective, fuel-efficient, and safe and secure mode of transportation for goods and passengers. A number of countries have taken up initiatives for developing inland waterways and investing in related infrastructure. Although river navigation is in general decline, large-scale movement of cargo by inland waterways still takes place in many countries. China (750 million metric tons of cargo moved in 2000–2001), Thailand (25.2 million metric tons), Vietnam (20 million metric tons), and Indonesia (14.5 million metric tons) move significant amounts of cargo in this manner. While the current level of cargo movement by inland waterways in India is considerably lower than potential at 45 million metric tons, with increased investment in dredging, bandalling, and night navigation facilities long-distance cargo movements are possible on its rivers. Upgrading terminals, establishing intermodal linkages, and training of personnel can lead to greater efficiency. A number of other indirect and intangible benefits may also flow from the increase in economic activity, including development of tourism circuits and water sports, conservation of biodiversity, and sectoral development, perhaps even the development of flourishing eco-towns with a growth in related services. An analysis of the overall strengths, weakness, opportunities, and threats related to the development of the inland waterways of the Northeast reveals the following: 10.1.1 Strengths • Large perennial rivers, cheapest mode, fuel efficient, least polluting • Floating terminals available at Dhubri, Jogighopa, Pandu, Tezpur, and Neamati on NW- 2 • Intermodal terminal under construction at Pandu • Additional permanent terminals with mechanized handling facilities proposed at Dhubri, Jogighopa, Neamati, Tezpur, and Dibrugarh • Two permanent terminals available at Karimganj and Badarpur on the Barak. Proposal for constructing permanent terminals at Silchar and Lakhipur • Vessels of IWTD already operate on various rivers in the Northeastern Region • Existing Indo-Bangladesh Protocol on Inland Water Transit and Trade 10.1.2 Weaknesses • Fairway not reliable throughout its length • Night navigation facilities unavailable • Shortage of mechanical handling facilities at terminals • Insufficient hardware, for example dredgers for maintaining the fairway • Insufficient cargo vessels • Deficiency of return cargoes

59 10.1.3 Opportunities • Improved connectivity and employment opportunities • Tourism-related activities • Opening of intercountry routes for trade and commerce 10.1.4 Threats • High investment cost: cannot be recovered from beneficiaries • Low or negative financial rate of return: need for subsidy or support from government • Simultaneous shoal formations in the upper reaches of the Brahmaputra • Shortage of water in the tributaries of the Brahmaputra during the lean season (November to March) If the inland waterways are to emerge as vibrant and flourishing routes for large-scale cargo movement and commercial use, a number of steps need to be taken. These include provision of periodic dredging, river training, night navigation facilities, a minimum least available depth of 2 meters, development of berthing facilities with mechanized horizontal and vertical cargo handling at reasonable cost, and intermodal linkages to provide rapid interchange of traffic at terminals. Further more, provision of storage, bunkering, and repair facilities will enhance the commercial value of the terminals and contribute to their economic viability.

10.2 Recommendations The study has considered a number of specific measures and steps that need to be taken up. Accordingly, the following recommendations are proposed: • The Brahmaputra River (NW-2) should be developed for a fairway of 2.5 meters least available depth up to Pandu and 2 meters least available depth for the remaining stretch, with necessary infrastructure facilities, including terminals, and should be made operational for 24-hour navigation throughout the year. • At present the Bangladesh waterways are being developed for 1.6 meters least available depth for the lean season. They should be developed for at least 2.5 meters least available depth to enable 2-meter draft 1,000-metric-ton vessels to ply the waterways. The Aricha-Dhulian-Rajshahi-Dacca route should be developed for navigational purposes, reducing the distance and time of operation for vessels traveling between Kolkata and the Northeastern Region. • The Barak River between Karimganj and Lakhipur should be declared a national waterway and its development given priority. The protocol transit route should be extended up to Lakhipur for the benefit of the adjoining states of Manipur, Mizoram, and Tripura. • The river route through the Gumti-Meghna system should be developed under the purview of the Indo-Bangladesh Protocol. This will open trade and commerce opportunities between Tripura and Bangladesh. • The river route through the Tizu-Chindwin-Irrawaddy system should be developed in relation to a new transit and trade protocol with Myanmar. This will open trade and

60 commerce opportunities between Nagaland and Myanmar and will facilitate port- hinterland connectivity through its connection to Yangon port. • The river route through the Nengpui-Chimtuipui-Kolodyne river system should be developed, again in relation to a new transit and trade protocol with Myanmar, opening trade and commerce opportunities between Mizoram and Myanmar. As this route is connected to Sittwe port in Myanmar it would facilitate integration of coastal shipping, inland water, and road modes of transport. • The tributaries of the Brahmaputra, for example the Dhansiri, Subansiri, and Lohit, should be developed, accelerating the development of the hinterland. • Public-private participation should be explored for investment in fairway development and provision of infrastructure facilities such as terminals. Joint venture opportunities exist for prospective waterway users, for example NHPC, Numaligarh refinery, coal transporters from Meghalaya, the tea companies of Assam, and cement companies for development of the fairway on a cost-sharing basis. • Fiscal incentive measures, including tax concessions, should be introduced to encourage greater use of inland water transport for cargo movement.

61 Appendix A. Terms of reference for study

1. Appraise the current status of inland water transport in the North-East States. This will include • A brief overview and history of the role of inland water transport for connectivity and commerce in the North-East India. • An overview of the current and proposed development of the National Waterway–II (NW-II, Rivers Brahmaputra & Barak); the proposed development for inland water transport on River Kaladan (India-Myanmar); and any other potential international long haul inland water transport route . • Describe the overall economic and commercial benefits of the long-haul water transport (particularly of the NW-II) over other modes of transport. What are the direct and hidden subsidies in the long-haul NW transport services (mainly provided by Inland Waterway Authority of India, IWAI)? • Volume, scale and relevance of other inland water transport in the North-Eastern States, including current and proposed medium and short haul inland water transport facilities and services. 2. Appraisal of the long haul inland water transport facilities and services available in the North-East states. (This section will briefly summarize the salient features of the Master Plan for NW-II, and will not reproduce the details. The current strengths, weaknesses and opportunities could be illustrated.) • Demand for IWT: What are the current estimates of demand, and is that reasonable (per horizon year) to expect that the estimated demand would materialize? What are the characteristic of the goods to be transported, and the comparative advantage of inland water transport with respect to the different types of commodities? Would the comparative advantage remain if other modes of transport (roads, railways) are developed as per the current national and regional plans? What would be the increase of real demand (by commodities produced and/or traded in North East states) if an efficient long haul inland water transport system is in place? What are the perceived advantages of a shift in mode to IWT for the major traded commodities in North-East India? What is the current direct and hidden subsidies offered in the IWT, and what level of fluctuation of demand and supply would be there, if such subsidies are withdrawn? • Inter-Sectoral Development Potential: What are the linkages to other sectors where development of IWT would result in direct or indirect overall economic benefit of the North-East states? Are estimates of such benefit available (for example, the growth of horticulture, floriculture, etc.)? Would these be able to resolve the uncertainties regarding return cargo? What are the tourism potentials of the inland water system? (Some idea why the cargo boats are being converted as tourist boats – is that due to high tourism demand, or because cargo transport is not competitive?) What are the infrastructure, policy and coordination required to bolster such inter- sectoral development potential? • Further Prospects of International IWT: What are the potential for sustainable IWT transit and inter country trade by inland water transport between India and Bangladesh, or India and the ASEAN countries? How much of the international trade are currently transported over (and for

62 what share of the total travel distance) the inland waterways? What are the current disincentives to transport international trade on the inland water system, including legal-institutional bottlenecks, and what are the ways to improve the prospects of international IWT? What are the mutual benefits for India and Bangladesh inter-country trade and opening up the IWT sector? Describe the benefits and impacts of partnership with Bangladesh, such as the impact of the competitive private sector inland waterway operators of Bangladesh. • Current IWT management in North-East India: What are the mandates, responsibilities and operations of the IWAI and other state level agencies on the long-haul inland waterways? Is there adequate management, and coordination among the different agencies? What is the impact on the current management system on the current and future use, competetive pricing, effectiveness and transportation demand in the North-Eastern region? What would be the major steps to improve the current management systems, so as to increase real demand, and to improve efficiency of the IWT? What are the other issues related to sustainability and co-operation (such as integration of navigation with other water resources development programs and projects)? • Current IWT bottlenecks and Measures to improve IWT: What are the system characteristics, operational characteristics and efficiency level? Description of the navigation safety and reliability, availability of channel (draft and clearly marked channel), the cargo handling and storage facilities? What more could be done with respect to fairway, cargo terminals, inter-modal transfer facilities, fleet, fleet condition and fleet management, navigation safety and reliability including safety of cargo, etc.? What are the medium and long term perspectives for increased productivity of IWT, such as related to water flow, discharge and water level regulation? What would be the strategies to improve consumer confidence and reliability? What are the key infrastructure, policy and strategic requirements to achieve these medium and long term objectives? What are the major environment factors (silting of the river channel, floods, etc.) affecting the IWT, and what are the current actions/approaches and future recommendations to deal with these? • Public-private partnership: What is the current level of public-private partnership; the current role of the IWAI and other agencies in the role of facilitators (where it needs strengthening); what are the regulatory constraints? Description of the perceived risks (such as the fairway risks, demand risks, financial risks, and political risk) and other factors inhibiting the private sector operations and investments in the inland water transport in North-East. What could be the keystone measures to attract private investment? • Support to unorganized sector: Apparently a large number of unorganized sector operators (using country boats) are engaged in IWT on the NH-II. What are the level of such employment, and their productivity? Suggest measures to sustain the level of employment, at the same time increasing the potential for improved income and livelihood. What safety measures and other services/facilities are required for such unorganized sector operators? 3. Appraisal of the short and medium haul river transport facilities and services available in the North-East states. (This will exclude the services operated and managed by IWAI, but will include services offered by state level agencies and private operators on the NW-II.) • Description of the navigable stretches of the rivers in North-East India, and for each stretch the description of the water transport service available o Seasonality of navigability; factors on which operation of river transport services depend (river flow, flood, river sedimentation, special weather phenomena, availability of o Local country boats, large motorized boats

63 o Passenger and cargo volume (current and potential), capacity of the existing system; o Type of cargo handled; comparative advantages of inland water transport (with respect to the type of cargo, source of cargo and markets) over other modes of transport; o Range of passenger and cargo transport charges; for cargo include the storage and handling charges. • An estimate of the total number of employment generated by river transport, and income generated by them. • Are the water transport services efficient? What are the major weaknesses in the services and infrastructure currently? What are the transport bottlenecks, such as lack of storage facilities? How is the water transport integrated with other modes (mainly public transport for passengers, and private trucks for cargo)? What are the current approaches to maintain navigability and water quality (if relevant)? Accident records? • What are the current plans to improve the inland water transport services and infrastructure, including the fleet, if any? What is the status of implementation? What is the resource requirement? • Agencies involved in the operation and management of river transport services. The extent of private services. How are the private operators (small or otherwise) organized? What are the subsidies available for the state-run services? 4. Appraisal of the ferry services (passenger and cargo service only across the rivers, distinct from short-haul transport): This will include: • Current locations of ferry services; volume of passenger and cargo movement; cost of transportation (ferry charges); • The economic and/or commercial benefits of these ferry services; will the ferry services remain competitive if road/bridge networks improve (take a reasonable view of the road/bridge development program); • Are the ferry services efficient? What are the major weaknesses in the ferry services currently? What are the current approaches to maintain navigability and water quality (if relevant)? Accident records? • What are the current plans to improve the ferry services, including the fleet, if any? What is the status of implementation? What is the resource requirement? • Agencies involved in the operation and management of river transport services. The extent of private services. How are the private operators (small or otherwise) organized? What are the subsidies available for the state-run services? 5. Future role of inland water in the NE states. This will include: • Describe the overall role of IWT in the growth and development of the Northeast India. This would include critical evaluation of all the aspects studied above in the scope of work 1-4. Particular focus would be needed in recommending adequate linkages between the (agencies involved, responsible and facilitating for the) IWT sector on one side, and the proposed new North-East River Basin Authority on the other. • Analysis of the overall transportation network in the states, and identification of the river stretches and ferry services where inland water transport enjoys huge comparative advantages, over other modes of transport;

64 o This identification will be based on total transport cost (time, cost of travel, type of cargo, storage and handling, origin and destination, etc) • Potential for further demand in cargo movement and services. Make reasonable estimate of future levels of productions of the goods where water transport enjoys apparent comparative advantages. Make reasonable approximations about the possible markets, and changing trade scenarios. • Studies of a few cases where earlier successful inland water transport has ceased to exist. What were the factors (disappearance of market, competition from other modes of transport, loss of navigability, non-availability of cargo – such as in the case of clear-felled timber, or others) responsible for decline in the inland water transport services and facilities? Lessons to be incorporated in the planning for future investments? • Employment generation and livelihood opportunities. Potential for flood-time rescue operations and medical services? • What would be the infrastructure requirement for fulfilling the intended future role? What are the obvious negative environmental impact of such development (on local environment, water quality in the rivers, etc.). 6. Major investments and priorities: • Identify a long list of possible (economically viable, environmentally sustainable) projects or investments; • Prioritization principles; result of consultation with stakeholders; priority ranking of the identified projects and investments; • Currently available plans for development, and how the identified potential investments relate to these plans; • Resource and investment requirements; whether some resources will be generated locally within the region? 7. Implementation and Institutional arrangements: • Institutional arrangements and strengthening required to implement the projects and investments; how to plug existing institutional bottlenecks? Criteria for efficient service delivery (primarily for the public agencies); new regulation required? • How well the communities and direct stakeholders will participate; IEC, outreach; what would be a successful model for small business? • Other instruments to ensure that the interventions are technically and environmentally viable. • Linkages and Relationship with the proposed North-east River basin Authority – these would be recommended with regard to possible decision making powers, financing arrangements and legal aspects. 8. Output and Schedule • The product will be a paper addressing the above scope of work. A draft will be produced by August, 2005 and the Consultant may need to present the draft during a workshop organized by the World Bank during September 2005 in India. • Based on the feedback received during the workshop, and any other comments from the World Bank (including comments from the GOI ministries and departments and institutions, whom the World Bank might share the draft report with), the Consultant will finalize the paper by November 2005.

65 Appendix B. Least available depth details for last five years LEAST AVAILABLE DEPTHS IN RIVER BRAHMAPUTRA (B'BORDER-SADIYA) N.W. – 2 FROM APR'2000 TO MAR'2001

SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2000 2000 2000 2000 2000 2000 2000 2000 2000 2001 2001 2001 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN 1.0 B’BORDER-DHUBRI 2.1 2.4 2.3 2.3 2.3 2.9 2.5 2.8 2.9 2.4 2.4 2.2 2.4 2.5 2.5 2.1 2.0 2.2 2.0 2.2 2.1 2.0 2.0 (0.0-32) 2.4 2.2 2.0 2.0 2.1 2.2 2.1 2.1 2.0 2.0 DHUBRI-TULSIBARI 2.2 4.0 2.7 2.3 2.7 2.5 3.0 2.6 3.2 3.0 2.7 2.7 2.3 2.0 2.0 2.7 2.4 2.4 2.4 2.1 2.3 2.0 2.1 2.1 (32-62) 2.2 2.3 2.9 3.0 2.2 2.2 2.1 2.2 2.0 2.0 3.0 TULSIBARI-CHANDRADINGA 3.0 3.1 2.5 3.4 2.6 2.5 4.0 3.2 3.5 2.5 2.5 3.0 2.5 2.5 3.9 2.6 2.4 2.2 2.5 2.2 3.0 2.5 2.0 2.8 (62-84) 2.4 2.7 2.4 2.0 2.5 2.9 2.2 3.0 3.4 3.1 4.0 CHANDRADINGA-JOGIGHOPA 2.2 3.0 2.6 4.3 2.7 2.7 5.5 3.2 3.4 4.7 4.2 2.5 2.5 2.7 4.2 2.3 2.1 2.4 2.2 2.2 2.1 2.4 2.1 2.1 BRIDGE(84-108) 2.6 2.8 2.5 2.2 2.4 2.3 2.3 2.4 2.2 2.7 5.0 JOGIGHOPA BRIDGE-BAGBOR 2.2 2.3 2.6 2.3 3.0 3.0 3.0 2.6 5.5 2.2 2.1 3.1 3.1 2.7 3.3 2.3 2.0 2.0 2.0 2.3 2.1 2.3 2.0 2.0 (108-145) 2.5 3.0 2.3 1.9 2.0 2.0 2.2 2.2 2.1 2.2 6.0 BAGBOR-BAHARI 2.1 2.3 2.3 3.0 3.3 3.0 3.5 2.6 2.6 3.5 2.9 2.4 3.0 2.1 2.5 2.2 2.5 2.0 2.0 2.0 2.5 2.3 2.0 2.2 (145-178) 2.5 2.6 2.6 2.5 2.0 2.1 2.0 2.3 2.4 2.0 7.0 BAHARI-MUKALMUWA 2.2 2.3 2.6 2.5 2.8 2.8 3.0 2.5 2.7 2.3 2.5 2.5 2.3 2.0 2.2 2.2 2.1 1.8 2.0 2.1 1.9 2.2 2.0 2.1 (178-208) 2.7 2.1 2.0 1.8 1.7 2.2 1.8 2.0 2.0 2.0 8.0 MUKALMUWA-VIJAYNAGAR 3.0 2.9 2.2 3.0 3.0 2.8 4.0 2.6 3.0 3.2 2.3 2.2 2.1 3.0 2.9 2.5 2.4 2.2 2.2 2.4 2.3 2.4 2.6 2.2 (208-233) 2.5 2.4 2.3 2.5 2.2 2.2 2.3 2.2 2.0 2.1 9.0 VIJAYNAGAR-GUWAHATI 3.3 2.9 3.0 3.0 4.4 3.2 5.5 3.0 5.7 3.5 2.6 2.8 2.6 2.5 3.4 2.3 2.3 2.3 2.0 2.3 2.2 2.2 3.4 2.9 (233-260) 2.7 3.2 2.6 2.2 2.2 2.1 2.1 2.2 3.3 3.2 10.0 GUWAHATI-GANESH PAHAR 2.5 2.9 2.9 3.5 2.4 6.5 2.5 5.0 4.4 3.4 4.9 6.0 3.3 2.4 2.0 2.0 2.0 2.5 2.5 2.3 2.1 2.2 2.5 2.5 (260-293) 11.0 GANESH PAHAR-CHAHARIA 2.1 2.2 2.5 2.2 2.4 2.8 2.5 2.3 2.9 2.3 2.5 2.4 2.5 2.6 2.6 2.0 2.1 2.2 2.3 2.2 2.4 2.3 2.2 2.4 (293-328) 12.0 CHAHARIA-SIALMARI 2.2 2.1 2.5 2.9 2.5 2.5 2.8 2.5 2.6 2.4 2.3 2.8 2.5 2.0 2.2 2.4 2.0 2.1 2.1 2.2 2.3 2.5 2.5 2.8 (328-356) 13.0 SIALMARI-SINGRI 2.3 2.7 3.2 2.5 2.3 2.8 2.6 2.3 3.0 2.5 2.5 2.1 2.5 2.3 2.9 2.3 2.5 2.5 2.4 2.4 2.5 2.1 2.3 2.2

66 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2000 2000 2000 2000 2000 2000 2000 2000 2000 2001 2001 2001 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN (356-387) 14.0 SINGRI-TEZPUR 2.8 3.0 3.0 3.8 2.4 4.0 2.8 3.2 3.2 3.6 2.5 2.7 3.0 2.2 2.3 2.0 2.0 2.0 2.1 2.2 2.1 2.1 2.2 2.2 (387-423) 15.0 TEZPUR-HATHIMURA HILL 2.2 2.4 3.4 3.9 3.5 4.5 2.5 3.2 2.5 3.7 2.4 2.5 2.5 4.0 3.5 3.8 2.0 2.9 2.3 2.5 2.5 2.5 3.0 2.5 (423-448) 16.0 HATHIMURA HILL-VISHWANATH 2.2 2.5 3.0 3.9 3.3 4.0 2.3 3.6 2.8 2.9 2.3 3.4 2.5 2.0 2.0 2.0 2.0 2.0 2.0 2.1 2.0 2.2 2.5 2.5 (448-470) 17.0 VISHWANATH-BARGANG RIVER 2.3 2.7 2.4 3.0 2.6 3.5 2.5 2.9 2.7 3.0 2.5 2.6 3.0 2.5 2.0 2.0 2.0 2.2 2.1 2.1 2.1 2.0 2.5 2.5 (470-492) 18.0 BARGANG RIVER-GAMERI GHAT 2.5 2.2 3.7 3.1 3.4 3.5 3.0 3.0 2.3 2.8 3.5 3.0 3.1 2.1 2.5 2.1 2.1 2.5 2.4 2.4 2.4 2.2 3.0 2.5 (492-512) 19.0 GAMERI GHAT-DHANSIRIMUKH 2.7 3.0 2.7 2.5 3.0 4.0 2.3 3.3 2.5 2.3 3.0 5.3 3.0 2.8 2.1 2.0 2.6 2.8 2.5 2.2 2.0 2.1 2.6 2.5 (512-538) 20.0 DHANSIRIMUKH-CHELEK GAON 2.2 2.2 3.0 2.5 2.7 3.2 2.5 2.2 2.4 2.2 2.2 2.6 2.8 2.5 2.2 2.2 2.2 2.2 2.4 2.3 2.1 2.0 2.5 2.5 (538-558) 21.0 CHELEK GAON-CHAKALA 2.1 2.5 2.7 3.0 2.7 3.0 2.2 3.0 2.4 2.7 2.1 2.2 2.7 2.2 2.2 2.0 2.1 2.0 2.1 2.2 2.1 2.0 2.5 2.1 (558-585) 22.0 CHAKALA SATRA-POHUMARA 2.3 2.1 2.2 2.5 2.6 2.6 2.5 2.5 2.3 2.5 2.1 2.5 2.3 2.3 2.3 2.5 2.1 2.3 2.3 2.2 2.1 2.0 2.5 2.5 (585-607) 23.0 POHUMARA-NEAMATI 2.9 2.6 2.8 2.9 2.5 3.5 2.5 2.6 2.4 3.5 2.0 2.4 2.5 2.2 2.0 1.8 2.2 2.2 2.1 2.2 2.2 2.0 2.5 2.6 (607-629) 24.0 NEAMATI-TELIADONGA 2.3 2.1 2.2 2.6 3.0 4.3 2.5 4.0 2.3 3.0 2.5 2.2 3.3 3.0 2.7 2.5 2.3 2.0 2.2 2.7 2.5 (629-660) 25.0 TELIADONGA-MADARGURI 2.2 2.3 2.5 2.3 2.5 2.5 2.2 3.0 2.9 2.1 2.0 2.1 1.7 1.5 1.8 1.8 1.7 1.7 2.0 2.1 1.6 (660-692) 26.0 MADARGURI-RANGADURIA 2.1 2.4 2.5 2.7 2.5 2.5 2.3 2.5 2.1 2.1 2.0 2.0 2.0 2.1 2.0 2.1 1.7 1.7 2.0 1.7 2.0 (692-716) 27.0 RANGADURIA-KATHALGURI 2.4 2.4 2.4 4.5 3.0 4.5 2.3 3.0 2.5 3.5 2.2 2.8 3.4 2.2 2.8 2.0 2.1 2.3 2.4 2.0 2.2 (716-736) 28.0 KATHALGURI-DIBRUGARH 1.6 1.9 2.1 1.7 2.4 2.5 2.2 2.3 2.0 2.1 2.0 2.5 1.5 1.4 2.0 1.8 1.5 1.8 1.5 1.5 1.5

67 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2000 2000 2000 2000 2000 2000 2000 2000 2000 2001 2001 2001 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN (736-768) 29.0 DIBRUGARH-OAKLAND PILLAR 1.7 1.7 2.1 3.5 2.4 2.5 2.2 2.5 2.2 2.1 2.1 2.0 2.0 2.0 1.8 1.5 1.5 1.6 2.0 1.7 1.5 (768-794) 30.0 OAKLAND PILLAR-BULKACHPARI 1.0 1.0 2.1 2.1 2.3 2.5 2.5 2.1 2.8 2.0 2.1 2.3 2.2 1.5 1.8 1.8 1.7 1.0 2.0 1.5 (794-820) 31.0 BULKACHPARI-MORKANG SELEK 0.7 0.7 0.8 1.0 1.8 2.2 2.2 2.7 2.6 2.0 2.0 2.0 2.0 1.5 1.8 1.7 1.7 1.8 2.1 (820-847) 32.0 MORKANG SELEK-PAGLAM 1.0 1.8 2.6 2.6 2.5 2.4 2.3 2.4 2.0 2.0 1.5 1.5 1.2 1.2 1.0 1.8 (847-872) 33.0 PAGLAM-SADIYA 1.0 1.8 2.0 2.7 2.2 2.1 1.5 1.4 1.0 1.0 1.0 1.0 0.8 0.8 0.8 0.8 (872-891) Source: IWAI(2006)

LEAST AVAILABLE DEPTHS IN RIVER BRAHMAPUTRA (B’BORDER-SADIYA) N.W. – 2 FROM APR’2001 TO MAR’2002

SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2001 2001 2001 2001 2001 2001 2001 2001 2001 2002 2002 2002 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN 1.0 B'BORDER-DHUBRI 2.1 2.1 2.1 2.1 2.6 3.0 2.5 2.8 2.8 3.4 2.8 2.6 2.2 2.3 2.0 2.1 2.2 2.0 2.0 2.0 2.2 2.1 2.1 2.2 (0.0-32) 2.0 DHUBRI-TULSIBARI 2.2 3.0 2.5 2.4 2.8 4.5 2.8 3.6 3.0 4.0 3.8 2.8 3.0 2.2 2.2 2.3 2.4 2.2 2.3 2.4 2.2 2.3 2.2 2.2 (32-62) 3.0 TULSIBARI-CHANDRADINGA 3.2 4.5 3.0 2.9 2.8 3.8 3.5 4.8 3.0 4.5 4.0 5.3 3.0 3.2 2.8 3.1 2.3 2.2 2.1 2.3 2.3 2.4 2.7 2.2 (62-84) 4.0 CHANDRADINGA-JOGIGHOPA 3.1 3.2 2.2 2.9 2.8 4.8 3.4 7.0 3.8 4.0 3.8 3.5 2.2 3.7 3.5 2.2 3.2 2.3 2.1 2.2 2.4 2.5 3.2 3.0 BRIDGE(84-108) 5.0 JOGIGHOPA BRIDGE-BAGBOR 2.5 3.3 2.3 2.4 2.7 3.0 2.6 3.8 2.8 4.0 4.0 4.0 2.6 2.8 2.4 2.2 2.1 2.0 2.0 1.8 1.9 2.2 2.5 2.7 (108-145)

68 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2001 2001 2001 2001 2001 2001 2001 2001 2001 2002 2002 2002 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN 6.0 BAGBOR-BAHARI 2.2 2.2 2.2 2.3 2.2 2.4 2.9 2.8 2.7 4.0 3.8 3.0 3.0 3.5 3.0 2.3 2.2 2.1 2.0 2.0 2.2 2.1 2.3 2.5 (145-178) 7.0 BAHARI-MUKALMUWA 2.0 2.4 2.0 2.9 2.5 3.0 2.2 2.1 2.3 3.9 3.8 3.4 2.2 2.1 2.0 2.1 2.1 2.0 2.0 2.0 2.0 2.1 2.1 2.2 (178-208) 8.0 MUKALMUWA-VIJAYNAGAR 2.4 3.1 3.2 2.8 3.5 4.0 3.0 4.0 3.1 2.4 3.5 2.2 2.2 2.8 2.5 3.5 2.3 2.2 2.0 2.2 2.3 2.4 2.7 2.7 (208-233) 9.0 VIJAYNAGAR-GUWAHATI 3.8 3.8 2.6 3.0 2.8 5.9 3.0 5.0 3.9 3.4 4.0 4.7 4.0 3.1 7.0 3.5 4.4 3.2 3.9 5.0 3.8 3.5 5.4 3.0 (233-260) 10.0 GUWAHATI-GANESH PAHAR 2.5 2.5 3.0 3.0 2.8 2.0 2.8 3.4 3.0 3.0 2.5 3.0 2.6 2.1 2.8 2.2 2.1 2.2 2.4 2.7 2.5 2.5 2.3 2.2 (260-293) 11.0 GANESH PAHAR-CHAHARIA 2.5 2.6 2.3 2.6 2.5 3.4 3.0 2.2 3.2 2.8 2.5 2.5 2.2 2.2 2.3 2.0 2.0 1.9 2.0 2.2 2.2 2.2 2.3 2.4 (293-328) 12.0 CHAHARIA-SIALMARI 2.3 2.6 2.8 3.7 3.0 3.0 3.7 3.3 3.5 3.0 2.5 2.0 2.2 3.3 2.3 2.3 2.5 2.6 3.0 2.8 2.2 2.2 2.3 2.5 (328-356) 13.0 SIALMARI-SINGRI 2.4 3.0 2.8 2.5 2.6 3.0 3.0 4.0 3.0 4.0 2.7 2.5 2.6 1.9 2.3 2.0 2.0 3.0 2.5 2.5 2.4 2.1 2.2 2.7 (356-387) 14.0 SINGRI-TEZPUR 2.5 2.5 2.6 2.5 2.6 3.6 3.0 3.2 3.5 4.8 2.9 2.4 2.3 2.1 2.3 2.1 2.1 2.0 2.0 2.0 2.0 2.1 2.1 2.3 (387-423) 15.0 TEZPUR-HATHIMURA HILL 2.8 2.6 3.0 3.5 3.2 2.5 3.4 2.7 3.0 4.0 2.8 2.5 2.5 3.0 2.5 2.0 2.0 2.0 2.0 2.0 2.8 2.3 2.3 2.7 (423-448) 16.0 HATHIMURA HILL-VISHWANATH 3.0 2.5 2.6 2.5 2.7 2.6 3.0 4.0 3.5 3.2 2.8 2.1 2.5 2.3 2.1 2.2 2.6 2.7 2.1 2.2 2.2 2.2 2.2 2.2 (448-470) 17.0 VISHWANATH-BARGANG RIVER 3.0 2.5 3.0 2.6 2.7 3.0 3.5 3.0 3.5 4.2 2.9 2.5 2.2 1.9 2.9 2.5 2.3 1.9 2.0 2.1 2.0 2.0 2.1 2.3 (470-492) 18.0 BARGANG RIVER-GAMERI GHAT 2.5 2.5 2.5 4.0 2.8 4.4 3.0 3.0 3.4 3.4 3.2 3.5 2.4 4.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.1 2.1 2.4 (492-512) 19.0 GAMERI GHAT-DHANSIRIMUKH 3.0 3.0 2.6 3.0 2.8 2.8 2.5 3.4 3.5 3.5 2.5 3.5 3.0 3.2 2.8 3.3 2.8 2.8 2.5 2.2 2.1 2.2 2.2 2.2 (512-538) 20.0 DHANSIRIMUKH-CHELEK GAON 2.7 2.3 3.0 2.5 3.0 4.0 3.5 3.0 3.0 4.8 3.3 3.0 3.2 2.3 2.6 2.5 2.2 2.4 2.0 2.2 2.1 2.2 2.2 2.2 (538-558)

69 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2001 2001 2001 2001 2001 2001 2001 2001 2001 2002 2002 2002 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN 21.0 CHELEK GAON-CHAKALA SATRA 3.0 2.6 2.8 2.5 3.0 2.8 2.5 3.6 3.5 2.8 2.5 2.2 2.1 2.0 2.0 2.0 2.5 2.4 2.6 2.2 2.2 2.2 2.2 2.3 (558-585) 22.0 CHAKALA SATRA-POHUMARA 3.0 2.3 2.8 2.5 3.0 2.6 2.5 3.0 3.0 3.4 2.5 3.3 2.3 2.1 2.0 2.1 2.0 2.0 2.0 2.2 2.1 2.2 2.3 2.3 (585-607) 23.0 POHUMARA-NEAMATI 3.0 3.5 2.7 3.5 3.4 5.0 3.3 6.0 4.0 3.2 3.0 2.5 2.7 2.6 2.1 2.1 2.2 2.2 2.0 3.2 2.9 2.4 2.7 2.5 (607-629) 24.0 NEAMATI-TELIADONGA 2.5 2.4 2.9 3.2 3.2 4.0 3.0 5.0 3.0 4.0 2.4 2.2 2.5 3.1 2.8 2.3 2.5 3.0 2.5 2.2 (629-660) 25.0 TELIADONGA-MADARGURI 2.0 2.2 2.0 2.1 3.0 2.0 4.0 2.0 3.0 2.4 2.5 2.3 2.6 2.3 2.1 2.2 1.8 1.7 1.7 1.6 (660-692) 26.0 MADARGURI-RANGADURIA 1.7 2.2 2.0 2.0 2.0 2.5 2.3 2.5 2.4 3.0 2.4 2.2 1.8 2.1 1.8 1.7 1.5 1.7 1.7 1.7 (692-716) 27.0 RANGADURIA-KATHALGURI 2.6 2.3 2.6 3.0 2.5 2.3 3.0 3.0 3.4 4.0 2.4 3.5 2.0 2.3 2.0 2.1 2.0 2.2 2.4 2.0 (716-736) 28.0 KATHALGURI-DIBRUGARH 1.6 2.1 1.5 1.5 1.5 1.8 2.0 2.5 1.6 2.0 1.6 2.0 1.8 1.8 1.5 1.3 1.8 1.6 1.7 1.5 (736-768) 29.0 DIBRUGARH-OAKLAND PILLAR 1.8 2.0 1.5 1.5 1.7 2.3 2.0 1.8 1.8 1.6 2.0 1.5 1.5 1.5 1.4 1.3 1.5 1.6 1.6 1.7 (768-794) 30.0 OAKLAND PILLAR-BULKACHPARI 1.8 2.5 1.8 2.1 2.5 2.2 2.5 2.7 2.0 2.3 1.8 1.2 1.8 1.8 1.7 1.5 1.0 1.0 1.1 1.0 (794-820) 31.0 BULKACHPARI-MORKANG SELEK 2.4 2.3 2.2 2.2 2.2 2.6 2.7 3.0 2.9 2.5 2.0 2.4 2.0 2.4 2.2 1.9 1.0 1.4 1.4 1.5 (820-847) 32.0 MORKANG SELEK-PAGLAM 2.0 2.0 1.7 1.7 1.7 2.8 2.4 2.7 1.8 1.8 2.1 1.8 2.0 2.0 2.0 2.2 1.4 1.7 1.5 1.4 (847-872) 33.0 PAGLAM-SADIYA 1.4 1.6 1.0 1.0 0.8 0.8 0.8 0.8 1.0 1.0 1.0 1.0 0.8 0.7 0.7 0.7 0.9 1.5 1.6 1.6 (872-891) Source: IWAI(2006)

70 LEAST AVAILABLE DEPTHS IN RIVER BRAHMAPUTRA (B'BORDER-SADIYA) N.W. - 2 FROM APR'2002 TO MAR'2003

SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2002 2002 2002 2002 2002 2002 2002 2002 2002 2003 2003 2003 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN 1.0 B'BORDER-DHUBRI 2.5 2.2 2.5 2.8 2.8 3.0 3.0 4.0 3.8 3.0 2.8 2.4 3.5 2.4 2.0 2.1 2.0 1.8 1.8 3.1 2.5 1.9 1.9 2.2 (0.0-32) 2.0 DHUBRI-TULSIBARI 2.5 2.7 3.0 2.5 2.3 3.0 4.0 3.0 3.2 3.0 2.4 2.3 3.5 2.8 3.0 2.8 2.6 2.0 2.1 2.1 2.1 2.5 2.1 2.4 (32-62) 3.0 TULSIBARI-CHANDRADINGA 2.4 3.0 2.9 2.5 3.3 3.0 5.0 6.0 3.0 2.8 2.5 3.0 2.9 4.8 3.3 3.1 3.3 2.4 2.7 2.3 2.5 2.5 2.3 3.0 (62-84) 4.0 CHANDRADINGA-JOGIGHOPA 2.6 3.6 4.0 4.2 3.3 3.2 3.4 4.0 3.4 2.5 3.0 3.5 4.0 2.6 2.6 3.0 2.7 2.3 2.3 2.4 2.7 2.5 2.7 2.5 BRIDGE(84-108) 5.0 JOGIGHOPA BRIDGE-BAGBOR 2.1 2.2 2.6 3.0 3.0 3.0 4.0 3.8 3.0 2.5 2.4 2.8 3.5 2.4 2.1 2.1 2.0 1.8 2.3 2.1 2.1 2.1 2.0 2.1 (108-145) 6.0 BAGBOR-BAHARI 2.3 2.4 2.8 3.0 2.7 3.2 4.2 4.2 3.0 2.5 2.5 3.2 3.0 2.6 3.2 2.5 2.8 2.4 2.3 2.1 2.2 2.2 2.1 2.3 (145-178) 7.0 BAHARI-MUKALMUWA 2.0 2.2 2.2 2.3 2.0 3.0 3.4 3.2 2.7 2.5 2.2 2.2 2.8 2.2 2.1 2.1 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.3 (178-208) 8.0 MUKALMUWA-VIJAYNAGAR 2.8 3.6 3.8 3.0 3.6 3.0 3.5 4.8 3.2 2.3 2.8 2.5 2.7 3.5 2.9 2.5 2.6 2.4 2.2 2.1 2.2 2.2 2.1 2.6 (208-233) 9.0 VIJAYNAGAR-GUWAHATI 4.7 6.0 7.0 3.5 4.9 3.8 4.0 4.0 3.3 2.7 3.9 4.0 3.8 3.0 3.2 2.3 2.8 2.4 2.2 2.1 2.4 2.3 2.0 2.7 (233-260) 10.0 GUWAHATI-GANESH PAHAR 2.3 2.6 3.0 3.0 2.8 4.4 4.0 5.2 3.8 3.5 2.7 2.7 3.9 2.8 2.5 2.5 2.1 2.2 2.0 1.7 2.0 2.1 2.1 2.0 (260-293) 11.0 GANESH PAHAR-CHAHARIA 2.3 2.5 2.6 2.9 2.4 2.8 2.9 3.7 3.2 2.5 2.2 2.1 2.7 2.5 2.1 2.5 2.2 2.1 2.0 1.8 1.8 1.9 1.8 1.7 (293-328) 12.0 CHAHARIA-SIALMARI 2.3 2.6 2.8 3.0 2.5 3.0 2.8 3.6 3.0 2.5 2.8 2.6 2.6 2.8 2.8 1.8 2.4 2.2 2.0 1.8 1.9 1.9 1.7 1.8 (328-356) 13.0 SIALMARI-SINGRI 2.4 2.8 2.7 3.6 2.4 3.0 2.5 3.4 3.2 2.5 2.6 3.0 3.0 2.9 2.5 2.3 2.2 2.1 1.9 2.0 2.0 2.2 2.0 2.1 (356-387) 14.0 SINGRI-TEZPUR 2.2 2.5 2.5 2.4 2.5 2.5 3.2 3.0 2.9 2.7 2.5 3.4 2.4 2.7 2.5 2.5 2.4 2.1 2.2 2.1 2.0 2.0 2.0 2.2

71 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2002 2002 2002 2002 2002 2002 2002 2002 2002 2003 2003 2003 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN (387-423) 15.0 TEZPUR-HATHIMURA HILL 2.5 4.7 4.0 3.0 3.0 2.5 3.0 3.4 3.0 3.0 2.4 2.4 4.2 3.0 3.7 3.0 3.0 3.0 2.3 1.9 2.0 2.0 2.1 2.0 (423-448) 16.0 HATHIMURA HILL-VISHWANATH 2.2 2.7 3.0 2.9 2.5 3.8 3.0 3.4 2.9 2.9 2.5 2.7 2.4 2.4 2.2 2.1 2.3 2.4 2.5 2.5 2.0 2.1 2.1 2.1 (448-470) 17.0 VISHWANATH-BARGANG RIVER 2.6 3.5 3.2 3.7 2.4 4.0 3.0 3.2 3.7 3.0 2.6 2.7 2.3 2.7 3.0 3.2 3.0 2.8 2.8 2.1 2.1 2.9 2.2 2.0 (470-492) 18.0 BARGANG RIVER-GAMERI GHAT 2.3 3.0 3.2 3.2 2.5 3.5 3.2 3.3 3.0 2.8 2.6 2.5 3.4 2.5 3.7 3.2 2.5 3.0 2.1 2.0 2.4 2.2 2.1 1.8 (492-512) 19.0 GAMERI GHAT-DHANSIRIMUKH 2.3 3.4 3.0 3.0 2.5 2.6 3.0 3.2 3.2 3.5 2.6 3.0 2.8 4.8 4.0 2.6 2.9 2.1 2.1 2.0 1.9 1.7 1.9 2.1 (512-538) 20.0 DHANSIRIMUKH-CHELEK GAON 2.4 2.6 2.4 2.8 2.7 2.6 3.3 3.3 3.8 4.2 2.5 4.0 3.3 3.0 3.5 2.8 2.3 2.3 2.0 1.9 1.8 1.7 2.5 (538-558) 21.0 CHELEK GAON-CHAKALA SATRA 2.4 3.1 2.5 2.8 2.5 2.8 3.2 3.2 3.8 3.3 2.5 2.6 2.5 2.2 2.6 2.5 2.1 2.1 2.0 2.1 2.0 2.0 2.0 (558-585) 22.0 CHAKALA SATRA-POHUMARA 2.3 2.5 2.4 2.4 3.0 2.7 3.5 3.0 2.9 3.6 2.3 2.3 2.0 2.8 2.5 2.3 2.4 2.1 1.6 2.0 2.3 2.1 2.9 (585-607) 23.0 POHUMARA-NEAMATI 2.9 4.2 2.3 2.4 2.5 2.5 3.4 3.0 3.5 4.5 3.0 3.1 2.5 2.3 2.1 2.0 2.0 2.1 2.0 1.9 2.0 1.9 1.7 (607-629) 24.0 NEAMATI-TELIADONGA 2.4 3.2 2.8 3.0 2.5 3.0 3.3 3.2 2.3 2.6 3.0 2.6 2.2 2.3 2.0 2.0 1.7 1.9 2.2 2.0 2.0 (629-660) 25.0 TELIADONGA-MADARGURI 1.9 2.5 2.0 2.5 2.3 2.5 2.8 2.8 2.2 2.3 2.4 2.3 1.8 1.7 2.0 2.0 1.6 1.6 1.5 1.5 1.6 (660-692) 26.0 MADARGURI-RANGADURIA 2.0 2.1 1.8 1.8 1.8 2.1 2.5 2.2 2.2 2.0 2.2 2.2 1.6 2.0 2.0 1.6 1.5 1.5 1.5 1.5 1.5 (692-716) 27.0 RANGADURIA-KATHALGURI 2.2 2.4 2.6 2.3 2.0 3.5 2.6 2.9 2.4 2.7 3.0 3.2 2.1 2.0 2.0 1.9 2.0 1.9 2.3 2.6 2.0 (716-736) 28.0 KATHALGURI-DIBRUGARH 2.2 1.9 2.2 2.0 1.8 2.2 2.5 2.4 2.0 2.3 2.2 2.3 1.6 1.7 2.0 1.8 1.5 1.6 1.5 2.5 1.6 (736-768) 29.0 DIBRUGARH-OAKLAND PILLAR 1.5 1.5 1.7 2.0 1.8 1.8 2.5 2.5 2.2 2.0 1.6 1.5 1.7 1.6 1.5 1.5 1.5

72 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2002 2002 2002 2002 2002 2002 2002 2002 2002 2003 2003 2003 I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN I FN II FN (768-794) 30.0 OAKLAND PILLAR-BULKACHPARI 1.5 1.8 1.8 1.6 1.8 2.0 2.5 2.4 2.1 2.1 1.7 1.5 1.9 1.6 1.5 1.5 1.8 (794-820) 31.0 BULKACHPARI-MORKANG SELEK 2.0 2.0 1.9 2.0 2.2 2.5 2.4 2.4 2.2 2.0 1.7 1.5 1.8 1.7 1.4 1.5 1.6 (820-847) 32.0 MORKANG SELEK-PAGLAM 1.6 1.8 1.8 2.0 2.2 2.0 2.5 2.3 1.5 1.5 1.4 1.4 1.8 1.4 1.5 (847-872) 33.0 PAGLAM-SADIYA 1.4 1.6 1.2 1.3 1.2 1.2 1.6 1.6 1.2 1.2 1.2 1.2 (872-891) Source: IWAI(2006)

LEAST AVAILABLE DEPTHS IN RIVER BRAHMAPUTRA (B'BORDER-SADIYA) N.W. – 2 FROM APR'2003 TO MAR'2004

SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2003 2003 2003 2003 2003 2003 2003 2003 2003 2004 2004 2004 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN 1.0 B'BORDER-DHUBRI 2.3 2.5 2.2 2.2 2.3 2.5 2.5 2.5 2.3 2.8 3.3 3.0 2.3 2.0 2.0 2.0 2.0 2.0 1.8 1.8 1.8 1.9 1.8 (0.0-32) 2.0 DHUBRI-TULSIBARI 2.5 2.6 2.2 3.0 3.0 3.0 2.5 3.9 2.7 2.3 4.2 2.2 2.1 2.1 2.4 2.4 2.5 2.4 2.6 2.6 2.6 2.5 2.3 (32-62) 3.0 TULSIBARI-CHANDRADINGA 2.5 3.3 4.0 3.3 5.2 2.8 2.6 4.5 4.5 2.7 3.8 2.2 2.6 2.6 3.0 2.1 2.3 2.3 2.5 2.4 2.4 3.0 2.7 (62-84) 4.0 CHANDRADINGA-JOGIGHOPA 2.4 2.8 3.1 4.5 3.4 2.5 3.0 2.8 4.5 2.5 2.5 2.8 2.9 2.8 3.6 3.5 3.2 2.4 2.8 2.6 2.8 2.5 2.1 2.5 BRIDGE(84-108) 5.0 JOGIGHOPA BRIDGE-BAGBOR 2.1 2.7 2.5 2.1 2.4 3.8 2.8 3.2 3.3 2.2 2.5 2.9 2.5 2.6 2.6 3.2 2.8 2.6 2.6 2.2 2.2 2.3 2.2 2.1 (108-145) 6.0 BAGBOR-BAHARI 2.2 2.6 2.4 2.7 2.5 3.7 2.7 2.8 4.0 2.3 3.0 3.1 2.3 3.1 2.5 2.7 2.2 2.3 2.1 2.0 2.0 2.1 2.0 2.0

73 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2003 2003 2003 2003 2003 2003 2003 2003 2003 2004 2004 2004 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN (145-178) 7.0 BAHARI-MUKALMUWA 2.0 2.1 2.0 2.5 2.3 2.5 2.8 3.2 4.3 2.4 2.4 2.5 2.1 2.4 2.5 2.0 2.3 2.1 2.3 2.4 2.4 2.0 2.2 2.2 (178-208) 8.0 MUKALMUWA-VIJAYNAGAR 2.2 3.0 3.3 3.5 4.5 6.0 2.9 2.7 5.0 3.0 2.6 4.9 2.9 3.3 3.5 2.7 2.8 2.4 2.2 3.0 2.9 2.7 2.1 2.4 (208-233) 9.0 VIJAYNAGAR-GUWAHATI 2.3 2.9 3.8 4.5 4.3 6.0 3.7 2.7 4.9 5.5 3.5 4.5 2.8 3.7 2.5 2.5 4.1 4.1 4.2 3.6 3.7 3.0 3.5 3.3 (233-260) 10.0 GUWAHATI-GANESH PAHAR 2.2 3.3 3.0 3.0 3.5 3.0 3.1 3.0 3.4 3.0 2.8 3.2 3.1 2.4 2.9 2.3 2.0 2.4 2.1 2.0 2.0 2.0 2.2 2.2 (260-293) 11.0 GANESH PAHAR-CHAHARIA 2.1 2.1 2.1 2.2 2.9 2.4 3.7 3.3 2.4 2.5 2.4 2.3 2.3 2.5 2.8 2.3 2.2 1.8 2.2 2.4 2.2 2.1 2.3 2.2 (293-328) 12.0 CHAHARIA-SIALMARI 2.2 2.4 2.1 2.2 2.3 2.6 3.2 3.0 2.5 2.8 2.6 3.3 2.5 2.8 3.1 2.6 2.3 2.2 2.4 2.3 2.5 2.3 2.4 2.2 (328-356) 13.0 SIALMARI-SINGRI 2.3 2.2 2.1 2.3 2.2 3.3 4.1 3.5 2.9 3.6 2.7 2.2 2.9 2.0 2.7 1.9 1.9 2.0 2.1 2.0 2.0 2.0 2.2 2.0 (356-387) 14.0 SINGRI-TEZPUR 2.2 2.0 2.4 2.2 2.5 2.5 4.2 4.5 3.2 2.5 4.2 4.3 2.7 3.0 3.8 2.6 3.2 3.1 2.2 2.0 2.1 2.3 2.5 2.6 (387-423) 15.0 TEZPUR-HATHIMURA HILL 2.3 2.6 2.3 2.5 2.9 2.9 4.2 4.5 2.8 3.2 3.5 2.6 3.1 2.2 3.3 2.9 3.2 2.4 2.8 2.2 2.0 2.2 2.3 2.2 (423-448) 16.0 HATHIMURA HILL-VISHWANATH 2.5 2.5 2.2 2.0 2.5 2.7 3.0 2.7 2.0 2.5 2.5 4.6 2.7 2.0 2.2 2.0 1.9 1.8 1.8 2.0 2.1 2.2 2.6 2.0 (448-470) 17.0 VISHWANATH-BARGANG RIVER 2.9 3.2 2.1 2.8 3.8 2.6 4.0 2.7 2.0 2.2 3.0 3.2 3.2 2.5 2.8 2.4 2.4 1.9 2.0 2.1 2.1 2.3 2.6 2.5 (470-492) 18.0 BARGANG RIVER-GAMERI GHAT 2.5 5.0 3.0 4.8 4.5 2.7 2.6 4.7 2.5 2.8 2.6 4.2 2.6 3.4 3.6 2.8 2.4 2.4 1.8 2.0 1.9 1.9 2.2 2.1 (492-512) 19.0 GAMERI GHAT-DHANSIRIMUKH 2.3 2.2 2.1 2.1 3.5 2.8 2.5 3.0 4.7 4.5 2.8 5.4 2.7 3.3 2.8 2.0 2.5 2.6 2.3 2.1 2.0 2.2 2.0 2.3 (512-538) 20.0 DHANSIRIMUKH-CHELEK GAON 2.3 2.4 2.3 2.0 2.4 2.7 3.1 3.4 2.4 2.3 4.0 3.6 2.7 4.2 2.7 2.6 2.7 2.6 2.2 2.3 2.2 2.0 2.4 2.4 (538-558) 21.0 CHELEK GAON-CHAKALA SATRA 2.2 2.1 2.2 2.1 2.1 2.2 3.1 2.8 2.4 2.5 2.5 2.1 2.7 3.0 2.8 1.9 2.3 2.2 1.8 2.0 2.0 2.2 2.0 2.0

74 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2003 2003 2003 2003 2003 2003 2003 2003 2003 2004 2004 2004 I II I II I II I II I II I II II II I II II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN I FN FN FN FN (558-585) 22.0 CHAKALA SATRA-POHUMARA 2.2 2.4 2.0 1.5 2.0 3.0 3.0 2.5 3.0 2.2 2.6 2.0 2.8 2.5 2.5 2.4 2.0 2.0 1.8 1.9 2.0 2.0 2.4 2.0 (585-607) 23.0 POHUMARA-NEAMATI 2.4 2.1 2.4 2.0 2.5 4.2 2.7 2.2 2.7 2.5 2.5 3.0 2.8 1.8 2.4 2.0 2.0 2.0 1.8 2.0 2.3 2.3 2.3 1.9 (607-629) 24.0 NEAMATI-TELIADONGA 2.2 3.2 2.0 2.0 2.2 2.8 2.5 2.8 2.7 4.0 5.4 5.0 3.7 2.3 2.8 2.2 2.1 1.9 1.9 1.9 1.9 1.8 2.4 2.0 (629-660) 25.0 TELIADONGA-MADARGURI 2.1 2.0 1.9 2.3 2.4 2.2 2.2 2.3 2.5 2.3 3.6 2.5 3.0 2.5 2.8 2.8 2.3 2.3 1.8 1.9 1.9 2.0 2.2 2.1 (660-692) 26.0 MADARGURI-RANGADURIA 1.4 1.5 1.6 1.5 1.8 2.0 2.3 2.0 2.0 1.8 2.4 2.2 2.5 1.8 2.0 1.9 1.9 1.7 1.6 1.8 1.8 1.7 1.7 1.8 (692-716) 27.0 RANGADURIA-KATHALGURI 2.2 2.0 1.8 1.9 2.2 3.0 3.2 2.1 2.4 2.2 2.2 2.0 2.7 1.8 1.8 1.9 1.9 1.9 1.7 1.6 1.7 2.0 1.6 1.3 (716-736) 28.0 KATHALGURI-DIBRUGARH 1.7 1.7 1.7 1.5 2.2 2.4 2.4 2.2 2.0 2.2 1.8 2.1 2.6 1.9 2.5 2.1 1.9 1.9 1.9 1.8 1.9 2.0 2.0 1.9 (736-768) 29.0 DIBRUGARH-OAKLAND PILLAR 1.5 1.7 1.6 1.5 1.5 2.2 2.2 2.2 2.0 1.8 1.7 1.9 1.7 1.2 1.9 1.6 1.7 1.8 1.9 2.0 2.1 2.0 (768-794) 30.0 OAKLAND PILLAR-BULKACHPARI 2.0 1.8 1.9 1.5 1.8 2.1 2.3 2.3 1.9 2.3 2.0 2.3 2.1 1.1 1.5 1.4 1.2 1.4 1.4 1.4 1.4 1.6 (794-820) 31.0 BULKACHPARI-MORKANG SELEK 2.1 2.0 1.6 1.7 1.7 2.3 2.2 1.8 1.8 1.6 2.3 2.0 2.3 1.0 1.1 1.1 1.1 1.2 1.2 1.2 1.2 (820-847) 32.0 MORKANG SELEK-PAGLAM 1.5 1.4 1.5 1.4 1.5 1.8 1.8 1.8 2.0 1.5 1.6 1.4 1.1 1.1 0.9 1.0 (847-872) 33.0 PAGLAM-SADIYA 1.2 1.4 1.0 1.0 1.1 1.0 1.0 1.2 1.0 1.3 1.3 1.2 1.0 1.0 0.8 0.8 (872-891) Source: IWAI(2006)

75 LEAST AVAILABLE DEPTHS IN RIVER BRAHMAPUTRA (B'BORDER-SADIYA) N.W. - 2 FROM APR'2004 TO MAR'2005

SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2004 2004 2004 2004 2004 2004 2004 2004 2004 2005 2005 2005 I II I II I II I II I II I II II II I II I II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN FN FN FN FN 1.0 B'BORDER-DHUBRI 2.0 2.1 2.1 2.5 2.9 2.7 2.1 2.8 3.0 3.0 2.9 2.6 2.1 2.1 2.3 2.0 2.2 2.1 2.6 2.6 2.7 (0.0-32) 2.0 DHUBRI-TULSIBARI 2.9 2.7 3.8 2.2 2.4 2.8 2.3 2.5 2.2 2.2 2.3 2.3 2.8 2.0 2.8 2.1 2.1 1.9 2.0 2.0 2.0 2.4 2.3 2.7 (32-62) 3.0 TULSIBARI-CHANDRADINGA 2.6 4.1 3.9 3.7 3.5 2.9 3.0 3.1 2.7 2.8 3.0 2.4 3.1 2.4 2.9 2.3 2.6 2.1 2.3 2.5 2.5 3.1 3.0 3.0 (62-84) 4.0 CHANDRADINGA-JOGIGHOPA 2.1 2.5 3.9 2.8 3.1 3.0 3.3 3.4 2.1 3.0 2.9 3.0 3.5 2.8 3.1 2.8 2.5 2.2 2.0 2.0 2.0 2.6 2.8 3.2 BRIDGE(84-108) 5.0 JOGIGHOPA BRIDGE-BAGBOR 2.3 2.1 2.5 3.0 2.5 2.5 2.3 4.3 2.2 2.5 3.5 2.2 2.7 2.3 2.5 2.2 2.3 2.4 2.0 2.3 2.2 2.2 2.1 2.4 (108-145) 6.0 BAGBOR-BAHARI 2.1 2.1 2.8 2.7 2.8 2.4 3.2 3.1 2.3 2.8 3.4 2.7 3.5 2.9 2.7 2.7 2.4 2.6 2.4 2.8 2.8 2.7 2.2 2.8 (145-178) 7.0 BAHARI-MUKALMUWA 2.1 2.2 2.2 2.1 3.4 2.6 3.1 2.4 2.2 2.5 2.2 2.7 2.0 2.1 2.8 2.5 2.5 2.6 2.2 2.2 2.8 2.5 2.1 (178-208) 8.0 MUKALMUWA-VIJAYNAGAR 3.9 4.2 3.2 2.8 2.8 2.5 3.1 2.2 2.5 3.0 3.5 3.5 2.5 3.4 4.1 5.0 3.3 4.3 4.7 4.0 5.5 4.8 5.7 (208-233) 9.0 VIJAYNAGAR-GUWAHATI 4.9 5.5 5.4 2.9 2.9 4.0 3.0 3.3 3.4 3.5 4.2 4.0 2.4 3.2 3.1 2.6 2.3 2.0 1.9 1.9 3.0 2.5 4.4 (233-260) 10.0 GUWAHATI-GANESH PAHAR 2.9 2.2 2.2 2.6 2.7 4.1 2.7 4.3 2.3 5.0 3.2 3.0 3.2 2.4 2.5 2.0 2.0 2.0 1.8 2.0 2.2 2.6 2.0 2.1 (260-293) 11.0 GANESH PAHAR-CHAHARIA 2.1 2.6 2.5 2.5 2.4 2.1 3.5 3.0 2.5 2.7 2.3 2.9 3.0 2.7 2.5 2.4 2.1 2.0 2.0 2.0 2.1 2.2 2.0 2.3 (293-328) 12.0 CHAHARIA-SIALMARI 2.6 2.0 2.2 5.1 2.6 4.0 2.2 3.1 2.7 2.9 2.5 2.9 2.8 2.2 2.3 2.2 2.6 2.5 2.1 2.1 2.0 2.7 2.0 2.7 (328-356) 13.0 SIALMARI-SINGRI 2.2 2.2 2.2 2.2 2.2 3.4 2.8 3.4 2.7 2.2 3.2 2.3 3.4 2.7 2.7 2.4 2.2 2.4 2.2 2.1 2.2 2.3 2.2 2.5 (356-387) 14.0 SINGRI-TEZPUR 2.4 2.9 2.4 3.0 2.2 2.8 2.2 3.3 2.8 2.6 2.4 2.9 3.0 2.5 2.7 2.3 2.5 2.0 2.1 2.0 2.2 3.5 2.3 2.3

76 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2004 2004 2004 2004 2004 2004 2004 2004 2004 2005 2005 2005 I II I II I II I II I II I II II II I II I II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN FN FN FN FN (387-423) 15.0 TEZPUR-HATHIMURA HILL 2.3 3.0 2.5 4.1 3.4 3.7 3.2 2.5 2.3 3.1 3.3 3.5 2.8 4.1 3.5 2.7 2.9 2.7 2.0 3.0 2.9 2.7 2.5 (423-448) 16.0 HATHIMURA HILL-VISHWANATH 2.3 1.8 2.3 2.3 2.4 2.3 3.1 2.9 3.0 3.0 3.3 3.0 3.2 2.8 2.5 2.0 2.1 2.0 2.0 2.0 2.1 2.0 2.2 (448-470) 17.0 VISHWANATH-BARGANG RIVER 2.3 3.1 2.4 1.9 2.4 4.0 3.0 2.6 2.4 3.0 2.7 4.0 2.3 2.5 2.5 2.4 2.1 2.4 2.2 2.2 2.9 2.5 2.5 (470-492) 18.0 BARGANG RIVER-GAMERI GHAT 2.8 3.1 2.6 4.5 3.7 4.5 3.2 2.5 2.6 2.5 4.9 3.9 3.3 3.0 2.7 2.9 3.0 2.6 2.2 2.7 2.5 2.9 3.6 (492-512) 19.0 GAMERI GHAT-DHANSIRIMUKH 2.9 2.4 2.9 2.8 3.3 2.5 3.6 2.3 3.0 2.4 3.6 3.1 2.3 2.0 2.2 2.0 1.9 2.0 2.0 2.0 2.1 2.1 2.1 (512-538) 20.0 DHANSIRIMUKH-CHELEK GAON 2.1 2.5 2.2 4.3 3.1 2.3 3.0 3.0 2.3 3.4 2.9 2.7 3.2 2.3 2.1 2.3 2.1 2.1 2.0 2.2 2.3 2.1 2.5 (538-558) 21.0 CHELEK GAON-CHAKALA SATRA 2.0 2.2 2.3 2.1 2.2 2.1 3.1 2.6 2.9 3.0 2.5 2.7 2.7 2.0 1.8 1.9 1.9 1.8 2.0 2.0 2.2 2.0 2.2 (558-585) 22.0 CHAKALA SATRA-POHUMARA 2.1 2.0 2.0 2.2 2.2 2.4 3.1 2.6 2.5 2.8 2.5 2.8 2.4 2.0 2.4 2.1 2.2 2.1 2.0 2.2 3.1 3.0 2.1 (585-607) 23.0 POHUMARA-NEAMATI 2.1 2.5 2.7 3.8 2.2 3.2 2.9 3.2 2.7 2.7 2.7 2.7 2.7 2.4 2.2 2.0 2.0 1.8 2.0 2.0 2.5 2.9 3.7 (607-629) 24.0 NEAMATI-TELIADONGA 2.5 2.5 2.4 2.0 2.6 2.5 3.0 2.4 2.9 2.3 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.2 2.4 2.1 (629-660) 25.0 TELIADONGA-MADARGURI 2.0 1.8 2.0 2.1 2.3 2.2 2.7 2.6 3.4 2.5 2.4 2.1 2.0 2.0 2.0 1.9 2.0 2.1 2.0 2.0 (660-692) 26.0 MADARGURI-RANGADURIA 1.8 1.3 2.0 1.7 2.3 2.0 2.6 2.2 2.6 2.0 2.1 2.1 2.0 2.0 1.8 1.9 2.0 2.0 2.0 2.0 (692-716) 27.0 RANGADURIA-KATHALGURI 1.6 1.3 1.3 2.0 2.2 2.4 2.9 2.5 2.9 1.8 2.1 2.0 2.0 1.8 2.1 2.0 2.3 2.1 2.9 2.1 (716-736) 28.0 KATHALGURI-DIBRUGARH 2.0 1.8 2.0 2.5 2.0 2.0 2.5 2.4 2.5 2.2 2.0 2.0 2.0 1.5 1.6 1.9 1.9 2.0 2.2 2.0 (736-768) 29.0 DIBRUGARH-OAKLAND PILLAR 2.0 1.8 2.9 2.3 2.0 1.8 2.6 2.4 2.0 1.7 1.9 1.5 1.4 1.4 1.5 1.5 1.5 1.7 1.6 1.6

77 SL# NAME OF THE BEAT APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER JANUARY FEBRUARY MARCH (CHAINAGE IN kms.) 2004 2004 2004 2004 2004 2004 2004 2004 2004 2005 2005 2005 I II I II I II I II I II I II II II I II I II I II FN FN FN FN FN FN FN FN FN FN I FN II FN FN FN I FN FN I FN FN FN FN FN FN FN FN (768-794) 30.0 OAKLAND PILLAR-BULKACHPARI 1.8 1.9 2.3 2.1 2.0 2.1 2.1 2.1 1.8 1.8 2.0 1.8 1.5 1.5 1.5 1.5 1.4 1.8 1.7 1.6 (794-820) 31.0 BULKACHPARI-MORKANG SELEK 1.4 1.8 1.5 1.9 1.8 2.0 2.0 2.0 1.5 1.5 1.5 1.5 1.5 1.5 1.1 0.9 0.9 1.1 1.1 1.2 (820-847) 32.0 MORKANG SELEK-PAGLAM 1.4 1.8 1.7 1.2 1.4 1.1 1.1 1.1 1.1 1.3 1.2 0.9 0.9 0.9 0.8 0.8 1.3 1.3 1.4 (847-872) 33.0 PAGLAM-SADIYA 1.1 1.7 1.6 1.4 0.9 1.0 0.9 0.9 0.9 0.8 0.8 1.1 1.1 1.2 (872-891) Source: IWAI(2006)

78 Appendix C. Shoal locations causing recurrent problems on NW-2

DETAILS OF SHOALS OCCURRED DURING SEASON SEP. 1999 - AUG. 2005 IN THE STRETCH B'BORDER (0.0) - PANDU (255) (N.W.- 2)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL CHAINAGE OF ZONE ZONE OF LAD DAYS OCCURRENCE LAD LAD LAD SL# LAD LAD LAD BEATS SHOAL SHOAL SHOAL LOCATIONS LENGTH SHOAL SHOAL SHOAL SHOAL (1999- LENGTH LENGTH LENGTH LENGTH LENGTH LENGTH LAD <2m LAD <2m LAD <2m LAD <2m LAD <2m LAD <2m 2005) RED/ (KMS.) (m) (m) (m) day (m) (m) day (m) (m) day (m) (m) day (m) (m) day (m) (m) day (m) (m) (DAYS) MONTHS YELLOW D/S 1 1.0-1.5 YELLOW 500 1.8 190 60 190 1.8 60 DEC/JAN/FEB/MAR SUKHCHAR B'Border- Dhubri 2 HARDIYACHAR 7.0-7.5 YELLOW 500 1.8 150 75 150 1.8 75 JAN/FEB/MAR D/S GOLAPIR 3 35.6 YELLOW 50 1.9 50 15 50 1.9 15 DEC ALGA Dhubri- Tulsibari 4 D/S TULSIBARI 59.0 YELLOW 100 1.8 100 15 100 1.8 15 NOV D/S SILDUBI 5 120.5 YELLOW 100 1.8 100 15 100 1.8 15 DEC HILL 123.0- Jogighopa 6 D/S SILDUBI YELLOW 500 1.8 200 30 200 1.8 30 JAN/FEB 123.5 Br.-Bagbor 7 RAMAPARA 137.5 YELLOW 100 1.9 100 15 100 1.9 15 DEC Bagbor- 8 D/S BAHARI 175.0 YELLOW 400 1.8 400 15 400 1.8 15 JAN Bahari UZAN 190.5- 9 DORMARI YELLOW 500 1.7 300 30 300 1.7 30 DEC 191.0 GAON Bahari- 10 AGUMI 204.0 YELLOW 100 1.8 100 15 100 1.8 15 JAN/FEB Mukalmuwa D/S 11 205.5 YELLOW 200 1.3 200 30 200 1.3 30 OCT/NOV MUKALMUWA U/S Vijaynagar- 12 RAKSHASHINI 245.5 YELLOW 100 1.9 100 30 100 1.9 30 JAN/FEB Pandu HILL

AVE. LAD / TOTAL LENGTH 0 2,400 1.6 700 45 1.8 500 35 1.8 200 30 1.8 290 60 1.8 150 1.9 150 45 1,990 1.8 75 TOTAL NO. OFSHOALS 3150 750 3 15 3 0 1 0 2 0 1 0 2 2 SUM AVE.

S RED ZONE Permanent Shoal Zone S RED ZONE Shoal Zone (Constant observation required) S YELLOW ZONE Temporary Shoal Zone S YELLOW ZONE Shoals

Source: IWAI(2006)

79

DETAILS OF SHOALS OCCURRED DURING SEASON SEP. 1999 - AUG. 2005 IN THE STRETCH PANDU (255) - TEZPUR (423) (N.W.- 2)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SL# CHAINAGE OF ZONE ZONE LAD LAD LAD LAD LAD LAD OF LAD DAYS OCCURRENCE BEATS LOCATIONS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) (KMS.) RED/YELLOW (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS 1 DUMPARA 280.0 YELLOW 100 1.7 100 15 100 1.7 15 JAN D/S GANESH Pandu- 2 289.5 YELLOW 50 1.8 50 15 50 1.8 15 JAN PAHAR Ganesh GANESH 292.0- Pahar 3 YELLOW 1000 1.6 1000 75 1000 1.6 75 NOV/JAN/FEB PAHAR 293.0 U/S GANESH 4 294.5 YELLOW 400 1.6 400 15 400 1.6 15 FEB PAHAR U/S GANESH 296.5- 5 YELLOW 500 1.9 200 30 200 1.9 30 DEC PAHAR 297.0 KACHUSITA 300.5- 6 YELLOW 1000 1.5 350 30 1.7 100 15 350 1.5 45 FEB/MAR PAHAR 301.5 Ganesh 305.0- 7 GORUBHANDA YELLOW 500 1.6 500 15 1.8 250 30 500 1.6 45 JAN/FEB Pahar- 305.5 Chaharia U/S 307.5- 8 YELLOW 500 1.8 350 30 350 1.8 30 FEB/MAR GORUBHANDA 308.0 9 GAGALMARI 314.0 YELLOW 100 1.9 100 15 100 1.9 15 DEC U/S GANESH 10 323.8 YELLOW 100 1.8 100 15 100 1.8 15 DEC PAHAR 11 PABHAKATI 332.5 YELLOW 150 1.7 150 30 150 1.7 30 JAN/MAR 12 PABHAKATI 334.0 YELLOW 50 1.8 50 15 50 1.8 15 NOV Chaharia- 13 SEMLACHARI 339.0 YELLOW 100 1.9 100 30 100 1.9 30 FEB Sialmari SIALMARI 14 350.8 YELLOW 50 1.8 50 15 50 1.8 15 MAR GAON 15 U/S SIALMARI 357.0 YELLOW 150 1.8 150 15 1.9 50 15 150 1.8 30 DEC/JAN 16 CHITALMARI 361.0 YELLOW 60 1.9 60 15 60 1.9 15 NOV Sialmari- 17 SIALMARI 376.5 YELLOW 100 1.9 100 15 100 1.9 15 JAN Singri 18 SINGRI HILL 378.0 YELLOW 150 1.9 150 15 150 1.9 15 OCT Singri- 19 U/S SINGRI 397.5 YELLOW 150 1.9 150 15 150 1.9 15 JAN Tezpur AVE. LAD / TOTAL LENGTH 0 3,900 1.7 2750 105 0 0 1.9 250 30 1.8 1250 105 1.9 210 45 1.8 50 15 4,110 1.8 TOTAL NO. OF ZONES / 5210 1,310 7 0 0 0 2 0 9 0 3 0 1 1 SUM AVE. SHOALS

S RED ZONE Permanent Shoal Zone S RED ZONE Shoal Zone (Constant observation required) YELLOW S Temporary Shoal Zone ZONE YELLOW S Shoals ZONE Source:

IWAI(2006)

80 DETAILS OF SHOALS OCCURRED DURING SEASON SEP. 1999 - AUG. 2005 IN THE STRETCH TEZPUR (423) - NEAMATI (629) (N.W.- 2)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SL# CHAINAGE OF ZONE ZONE LAD LAD LAD LAD LAD LAD OF LAD DAYS OCCURRENCE BEATS LOCATIONS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) (KMS.) RED/YELLOW (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS 424.0- 1 U/S TEZPUR YELLOW 1000 1.8 300 60 300 1.8 60 DEC/FEB/MAR 425.0 JIABHARALI Tezpur- 2 433.0 YELLOW 100 1.9 100 15 100 1.9 15 JAN RIVER Hatimura JIA BHARALI 3 434.5 YELLOW 300 1.8 300 45 300 1.8 45 FEB/MAR RIVER U/S 4 HATHIMURA 451.0 YELLOW 250 1.9 250 15 250 1.9 15 JAN HILL U/S Hathimura- 5 HATHIMURA 452.5 YELLOW 100 1.8 100 15 1.8 50 15 100 1.8 30 DEC/APR Vishwanath HILL 457.8- 6 KUKARAKATA YELLOW 700 1.8 300 45 300 1.8 45 DEC/JAN 458.5 U/S 7 476.0 YELLOW 50 1.9 50 15 50 1.9 15 DEC VISHWANATH 481.5- 8 BARME BILL YELLOW 500 1.9 150 15 1.9 50 15 150 1.9 30 DEC/MAY 482.0 Vishwanath- U/S Bargang River 9 486.5 YELLOW 200 1.8 200 15 200 1.8 15 FEB VISHWANATH D/S HANUMAN 10 488.0 YELLOW 350 1.9 350 15 350 1.9 15 OCT HILL 505.5- 11 MAITHANMARA YELLOW 500 1.8 150 45 150 1.8 45 JAN/FEB Bargang 506.0 River- 12 BHATIAMARI 510.5 YELLOW 100 1.8 100 15 100 1.8 15 MAR Gamerighat U/S 13 516.5 YELLOW 50 1.9 50 15 50 1.9 15 DEC GAMERIGHAT Gamerighat- 14 AMGRUTELNI 524.0 YELLOW 200 1.9 200 30 200 1.9 30 FEB/MAR Dhansirimukh 15 AMGRUTELNI 533.6 YELLOW 100 1.7 100 15 100 1.7 15 FEB 538.2- 16 DHANSIRIMUKH YELLOW 800 1.7 425 45 425 1.7 45 FEB/MAR 539.0 U/S 542.0- Dhansirimukh- 17 YELLOW 1000 1.8 650 45 650 1.8 45 NOV/FEB/MAR DHANSIRIMUKH 543.0 Selekgaon U/S 550.5- 18 YELLOW 500 1.9 350 30 350 1.9 30 JAN DHANSIRIMUKH 551.0 560.0- 19 SADHUCHAPRI YELLOW 500 1.8 150 60 150 1.8 60 NOV/DEC/JAN 560.5 U/S CHELEK 567.5- 20 YELLOW 2000 1.8 750 60 750 1.8 60 JAN/FEB GAON 569.5 Selekgaon- 21 MAJGAON 575.0 YELLOW 100 1.8 100 15 100 1.8 15 JAN U/S Sakalasatra 22 U/S MAJGAON 582.5 YELLOW 50 1.9 50 15 50 1.9 15 NOV D/S CHAKLA 584.0- 23 YELLOW 1500 1.8 500 60 500 1.8 60 JAN/FEB VILL. 585.5 588.0- 24 ECOLI CHAPRI YELLOW 1000 1.8 100 15 1.5 100 15 100 1.5 30 NOV/MAY 589.0 25 LEN CHAPRI 590.0 YELLOW 50 1.9 50 15 50 1.9 15 JAN U/S Sakalasatra- 26 NEULGAON 599.5 YELLOW 50 1.8 50 15 50 1.8 15 JAN Pahumara D/S 27 601.5 YELLOW 100 1.6 100 15 100 1.6 15 JAN POHUMARA U/S Pahumara- 28 607.5 YELLOW 100 1.9 100 15 100 1.9 15 FEB POHUMARA Neamati

29 D/S 613.0 YELLOW 150 1.8 150 15 150 1.8 15 FEB

81 1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SL# CHAINAGE OF ZONE ZONE LAD LAD LAD LAD LAD LAD OF LAD DAYS OCCURRENCE BEATS LOCATIONS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) (KMS.) RED/YELLOW (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS KAMALABARI 30 ALIMAR GAON 614.5 YELLOW 50 1.8 50 15 50 1.8 15 JAN D/S 616.0- 31 YELLOW 500 1.8 200 15 1.9 50 15 200 1.8 30 NOV/MAR KAMALABARI 616.5 624.0- 32 KAMALABARI YELLOW 500 1.9 100 15 1.8 100 15 100 1.8 30 JAN/MAR 624.5 DARBAR 627.5- 33 YELLOW 500 1.7 100 15 1.8 100 15 100 1.7 30 OCT/MAR CHAPRI 628.0 AVE. LAD / TOTAL LENGTH 0 12,150 1.8 3650 105 1.8 200 15 1.9 500 30 1.8 1425 90 1.8 1050 165 1.8 300 60 6,675 1.8 TOTAL NO. OF ZONES / 13950 1,800 11 0 1 0 2 0 10 0 12 0 3 4 SUM AVE. SHOALS

S RED ZONE Permanent Shoal Zone S RED ZONE Shoal Zone (Constant observation required) S YELLOW ZONE Temporary Shoal Zone S YELLOW ZONE Shoals Source:

IWAI(2006)

DETAILS OF SHOALS OCCURRED DURING SEASON SEP. 1999 - AUG. 2005 IN THE STRETCH NEAMATI (629) - DIBRUGARH (768) (N.W.- 2)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SL# SHOAL LOCATIONS CHAINAGE OF ZONE ZONE LAD LAD LAD LAD LAD LAD OF LAD DAYS OCCURRENCE BEATS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) (KMS.) RED/YELLOW (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS 1 U/S NEAMATI 631.5 YELLOW 400 1.7 400 15 400 1.7 15 FEB 2 HATI KHAL 633.0 YELLOW 100 1.9 100 60 100 1.9 60 DEC/JAN/FEB 644.0- 3 U/S TELIADANGA YELLOW 2000 1.7 1050 75 1050 1.7 75 DEC/JAN/FEB Neamati- 646.0 Teliadanga 647.8- 4 TINIGHARIA YELLOW 200 1.7 200 30 200 1.7 30 JAN/FEB 648.0 5 RUPAIMUKH 655.0 YELLOW 100 1.8 100 30 100 1.8 30 FEB 6 U/S DIKHOMUKH 661.0 YELLOW 50 1.8 50 15 50 1.8 15 APR Teliadanga- D/S 662.0- 7 DIKHOUMUKH YELLOW 500 1.6 150 15 1.9 50 15 150 1.6 30 JAN Madarguri 662.5 665.0- 8 DIAGHARIA YELLOW 500 1.5 400 30 400 1.5 30 FEB/MAR 665.5 670.5- 9 CHARNIPARA GAON YELLOW 1500 1.8 450 45 450 1.8 45 NOV/JAN/FEB 672.0 10 MARI SATTI 675.5 YELLOW 75 1.9 75 15 75 1.9 15 JAN 11 HALDIBARI 677.0 YELLOW 75 1.9 75 15 75 1.9 15 FEB 12 MAJAR BARI 679.0 YELLOW 300 1.6 300 15 300 1.6 15 FEB 13 D/S TECLIPATA F.G. 681.0 YELLOW 100 1.8 100 15 100 1.8 15 JAN

82 1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. NO. SHOAL CATEGORY SHOAL LENGTH LEAST OF PERIOD OF SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SL# SHOAL LOCATIONS CHAINAGE OF ZONE ZONE LAD LAD LAD LAD LAD LAD OF LAD DAYS OCCURRENCE BEATS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) (KMS.) RED/YELLOW (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS 14 D/S MADARGURI 682.0 YELLOW 150 1.8 150 15 150 1.8 15 OCT 15 GUDAM GAON 685.0 YELLOW 100 1.6 100 15 100 1.6 15 FEB

OCT/NOV/DEC/JAN/ GUDAM GAON - 687.0- 16 RED 14000 1.5 2600 135 1.5 1525 165 1.5 550 75 1.3 400 90 1.8 150 30 2600 1.3 495 FEB/MAR/APR/MAY/ BANDHANA GAON 701.0 JUN

17 BARBILGAON 702.0 YELLOW 100 1.8 100 15 100 1.8 15 APR D/S D/S MOJA CHAPRI - 704.5- RED- JAN/FEB/MAR/APR/ Madarguri- 18 4000 1.4 1800 165 1.7 50 30 1800 1.4 195 MOZA CHAPRI 708.5 YELLOW MAY/AUG Rangaduria 19 U/S MOZACHHAPRI 709.5 YELLOW 100 1.8 100 15 100 1.8 15 OCT 20 U/S CHAULKHOWA 712.0 YELLOW 100 1.9 100 300 300 1.9 300 NOV/DEC 21 D/S GARIALGAON 715.0 YELLOW 75 1.8 75 15 75 1.8 15 FEB 22 GERIALGAON 717.0 YELLOW 150 1.3 150 45 1.8 100 15 150 1.3 60 JAN/MAR 23 U/S GOLDENCHAPRI 718.0 YELLOW 200 1.8 200 15 200 1.8 15 OCT 720.0- NOV/DEC/JAN/FEB/ 24 D/S DIHINGMUKH R.F. YELLOW 1000 1.3 500 120 500 1.3 120 721.0 APR

25 D/S DIHINGMUKH R.F. 722.0 YELLOW 150 1.3 150 15 150 1.3 15 MAY Rangaduria- 726.8- Kathalguri 26 D/S DIHING MUKH R.F. YELLOW 700 1.8 300 30 1.9 100 15 300 1.8 45 FEB/MAY 727.5 27 D/S DIHING MUKH R.F. 729.0 YELLOW 50 1.8 50 15 50 1.8 15 MAY 28 U/S DIHING R.F. 731.0 YELLOW 150 1.8 50 15 50 1.8 15 DEC 733.0- 29 U/S DIHING MUKH YELLOW 800 1.9 200 30 200 1.9 30 JAN/FEB 733.8 30 MUKTIAR GAON 736.5 YELLOW 250 1.5 250 15 250 1.5 15 FEB 738.0- 31 CHAULKHOWA YELLOW 3000 1.6 400 15 1.5 550 45 1.5 700 75 700 1.5 135 JAN/FEB/APR/MAY 741.0 743.5- 32 BOGIBILL YELLOW 500 1.9 175 30 175 1.9 30 JAN/FEB 744.0 U/S CHUNRI FERRY 749.8- DEC/JAN/FEB/MAR/ 33 YELLOW 700 1.3 500 120 1.9 50 15 500 1.3 135 GHAT 750.5 APR Kathalguri- 34 D/S DIBRUGARH 752.0 YELLOW 200 1.7 200 15 200 1.7 15 NOV Dibrugarh 754.0- OCT/NOV/DEC/JAN/ 35 CHUNARI FERRY GHAT RED 3000 1.7 850 90 1.7 650 75 1.8 200 30 1.8 300 75 1.5 150 60 850 1.5 330 757.0 FEB/MAR/APR/JUN

SEP/OCT/NOV/DEC/ MUKTIAR GAON - 758.0- 36 RED 10000 1.5 1400 90 1.4 4000 195 1.3 675 90 1.5 800 75 1.8 250 30 4000 1.3 480 JAN/FEB/MAR/APR/ DIBRUGARH 768.0 MAY/JUN/AUG

AVE. LAD / TOTAL LENGTH 27000 42,900 1.6 5550 195 1.6 7400 225 1.5 3050 165 1.6 5500 210 1.7 3150 240 1.7 450 75 16,950 1.7 TOTAL NO. OF ZONES / SHOALS 18375 2,475 9 60 4 15 5 15 12 15 21 45 4 7 SUM AVE.

S RED ZONE Permanent Shoal Zone S RED ZONE Shoal Zone (Constant observation required) S YELLOW ZONE Temporary Shoal Zone S YELLOW ZONE Shoals

Source: IWAI(2006)

83

DETAILS OF SHOALS OCCURRED DURING SEASON SEP. 1999 - AUG. 2005 IN THE STRETCH DIBRUGARH (768) - SADIYA (891) (N.W.- 2)

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. CATEGOR NO. SHOAL SHOAL LENGTH LEAST PERIOD OF Y OF OF CHAINAGE ZONE SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD OF LAD DAYS OCCURRENCE SL# SHOAL LOCATIONS ZONE LAD LAD LAD LAD LAD LAD BEATS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) RED/ (DAY (KMS.) (m) (m) (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS YELLOW S)

SEP/OCT/NOV/DEC/ 768.0- 1 DIBRUGARH - D/S NAGHULI RED 17500 1.0 7400 165 1.5 2350 195 1.3 2725 210 1.5 1600 135 1.2 1150 150 1.4 1000 265 7400 1.0 1120 JAN/FEB/MAR/APR/ 785.5 MAY/JUN/JUL/AUG Dibrugar h- 787.0- RED- 2 D/S OAKLAND PILLAR 2000 0.9 500 15 1.6 300 15 1.5 400 30 1.8 100 15 500 0.9 75 SEP/DEC/FEB/MAR Oakland 789.0 YELLOW 793.0- 3 GARHPARA GAON YELLOW 800 1.5 50 15 1.8 50 15 50 1.5 30 DEC/APR 793.8 795.3- 4 YELLOW 700 1.2 50 15 1.8 100 15 100 1.2 30 OCT/JAN SARUGAON 796.0 5 ROHMORIA 797.0 YELLOW 100 1.5 100 75 100 1.5 75 NOV/DEC/FEB/MAR 798.5- OCT/NOV/DEC/JAN/ 6 U/S GHARAPARA GAON RED 2500 1.8 250 15 1.6 225 60 1.7 75 15 1.4 100 15 1.4 200 45 250 1.4 150 801.0 FEB/MAR/APR/MAY Oakland- 7 U/S OAKLAND 805.0 YELLOW 300 1.8 300 15 300 1.8 15 MAR Bulukach apari SEP/OCT/NOV/DEC/ 808.0- 8 U/S OAKLAND - MALUKGAON RED 9000 0.6 4100 180 1.0 1050 90 1.0 2130 165 1.5 1750 150 1.1 1250 135 1.4 200 45 4100 0.6 765 JAN/FEB/MAR/APR/ 817.0 MAY/JUN/AUG

819.0- DEC/JAN/FEB/APR/ 9 MALUKGAON YELLOW 1000 1.5 250 45 1.4 300 45 300 1.4 90 820.0 JUN/JUL

D/S RANGAGURI TEA ESTATE - U/S 821.0- DEC/JAN/FEB/APR/ 10 RED 6000 1.0 400 30 1.5 750 60 1.9 150 30 1.4 1800 75 1.9 50 15 1.6 150 45 1800 1.0 255 BULKACHAPARI 827.0 MAY/JUN/AUG

11 LYCA GAON-I 828.5 YELLOW 100 1.8 100 15 100 1.8 15 JUL Bulukach OCT/NOV/DEC/JAN/ D/S RANGAGURI TEA ESTATE - U/S 830.0- apari-U/S 12 RED 8000 1.0 2600 45 1.5 650 45 1.0 850 60 1.6 150 15 1.2 750 75 1.2 450 60 2600 1.0 300 FEB/MAR/APR/MAY/ GUIZAN 838.0 Markang JUN selek

SEP/OCT/NOV/DEC/ 839.5- 13 U/S GUIZAN - D/S PAGLAM RED 11000 0.7 5800 165 1.7 350 30 1.5 1050 90 1.0 700 120 0.9 1350 195 5800 0.7 600 JAN/FEB/MAR/APR/ 850.5 MAY/JUN/JUL/AUG

SEP/NOV/DEC/JAN/ LYCA RF-D/S TAMULI GAON - 852.5- 14 RED 6500 1.0 800 45 1.5 1000 45 1.8 50 15 1.4 750 60 1.1 700 105 1.1 1350 105 1350 1.0 375 FEB/MAR/APR/MAY/ TAMULI GAON 859.0 JUN/AUG

OCT/NOV/DEC/JAN/ 860.5- 15 LYCA FOREST - D/S PAGLAM RED 7500 1.0 2100 75 1.2 1400 135 1.4 200 15 1.4 825 90 0.9 750 75 0.8 1100 105 2100 0.8 495 FEB/MAR/APR/JUN/ 868.0 AUG

SEP/OCT/NOV/JAN/ D/S 870.0- 16 D/S PAGLAM - D/S SAIKHOWA RED 6000 1.0 900 45 1.0 950 60 1.4 825 90 1.4 750 60 1.4 250 30 1.1 150 45 950 1.0 330 FEB/MAR/APR/MAY/ Paglam- 876.0 JUN/AUG Sadiya

84 1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 TOTAL TOTAL MAX. CATEGOR NO. SHOAL SHOAL LENGTH LEAST PERIOD OF Y OF OF CHAINAGE ZONE SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD SHOAL LAD OF LAD DAYS OCCURRENCE SL# SHOAL LOCATIONS ZONE LAD LAD LAD LAD LAD LAD BEATS LENGTH LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m LENGTH <2m SHOAL (1999- 2005) RED/ (DAY (KMS.) (m) (m) (m) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) (m) (m) (DAYS) MONTHS YELLOW S)

SEP/OCT/NOV/DEC/ 877.5- 17 D/S SAIKHOWA - SADIYA F.G. RED 12500 0.9 3900 135 0.8 8175 300 0.7 2600 240 1.0 1650 165 0.8 1250 180 0.8 900 150 8175 0.7 1170 JAN/FEB/MAR/APR/ 890.0 MAY/JUN/JUL/AUG

AVE. LAD / TOTAL LENGTH 86500 91,300 1.0 28800 255 1.4 17175 315 1.4 10055 315 1.5 10850 320 1.3 7150 285 1.3 7450 350 35,975 1.1 1,840

TOTAL NO. OF ZONES / LAD<1.5m 5000 200 11 195 11 270 10 225 12 195 13 255 29 303 SUM AVE. 1,443

S RED ZONE Permanent Shoal Zone S RED ZONE Shoal Zone (Constant observation required) S YELLOW ZONE Temporary Shoal Zone S YELLOW ZONE Shoals

85 Appendix D. Movement of cargo on NW-2 by selected operators

2001-2002

COMPANY OPERATOR TYPE OF GOOD VOLUME (MT) ORIGIN DESTINATION

1 P T GAUR + 2B CIWTC CRANE 19 PANDU KOLKATA 2 M.V. RAJANIKANTH CIWTC DETERGNET 313 KOLKATA PANDU 3 M.V. RAJANIKANTH CIWTC TEA 151 PANDU KOLKATA 4 M.V. ATULPRASAD CIWTC BAMBOO 375 PANDU KOLKATA

SOAP BATTERERY & 5 M.V. RAJAGOPALACHARI IWAI CEMENT 418 KOLKATA PANDU 6 M.V. RAJAGOPALACHARI IWAI TEA 547.11 PANDU KOLKATA 7 M.V. NAHARKATIA CIWTC HSD 1200 SILGHAT KOLKATA 8 P T GAUR + 2B CIWTC CRANE 19 PANDU KOLKATA TOTAL 3042.11

2002-2003

COMPANY OPERATOR TYPE OF GOOD VOLUME (MT) ORIGIN DESTINATION

1 M.V. RAJAGOPALACHARI IWAI CEMENT 615 KOLKATA PANDU 2 M.V. RAJAGOPALACHARI IWAI TEA 53858 PANDU KOLKATA 3 M.V. RAJANIKANTH CIWTC CEMENT 600 KOLKATA PANDU 4 M.V. RAJANIKANTH CIWTC COAL 525 JOGIGOPA KOLKATA 5 P T GAUR + 2B CIWTC CEMENT 1500 KOLKATA PANDU TOTAL 3778.58

2003-2004

COMPANY OPERATOR TYPE OF GOOD VOLUME (MT) ORIGIN DESTINATION

1 P.T. GOWALIAR+2B CIWTC CEMENT 1500 KOLKATA PANDU

86 COMPANY OPERATOR TYPE OF GOOD VOLUME (MT) ORIGIN DESTINATION

2 M.V. RAJAGOPALACHARI IWAI CEMENT 622.7 KOLKATA PANDU 3 M.V. RAJAGOPALACHARI IWAI SURVEYAL 20 PANDU KOLKATA 4 P.T. GOWALIAR+2B CIWTC COAL 1185 JOGIGOPA KOLKATA 5 P T GAUR + 2B CIWTC COAL 1176 JOGIGOPA B'DESH 6 M.V. ATULPRASAD CIWTC CEMENT 650 KOLKATA PANDU 7 M.V. ATULPRASAD CIWTC COAL 331 JOGIGOPA KOLKATA 8 P T AMBALA CIWTC COAL 1180 JOGIGOPA KOLKATA 9 P T GAUR + 2B CIWTC COAL 1035 JOGIGOPA KOLKATA TOTAL 7679.7

2004-2005

COMPANY OPERATOR TYPE OF GOOD VOLUME (MT) ORIGIN DESTINATION

S.D..V. 1 RAJAGOPALACHARI VIVADAH BITUMIN / DRUMS 650 KOLKATA PANDU S.D.V. PANDU 2 RAJAGOPALACHARI VIVADAH CHARAIDEW & JUTE 300 DHUBRI KOLKATA

3 P.T. GOWALIAR+2B VIVADAH BITUMIN / DRUMS 1502 KOKATA PANDU

4 P.T. GOWALIAR+2B VIVADAH PARAFIN/WAX/TEA/JUTE 713 PANDU KOLKATA S.D..V. 5 RAJAGOPALACHARI VIVADAH BITUMIN / DRUMS 620 KOLKATA PANDU S.D.V. 6 RAJAGOPALACHARI VIVADAH COAL 483 JOGIGOPA PANDU

7 P T GAUR + 2B VIVADAH BITUMIN / DRUMS 1454 KOLKATA PANDU 8 P T GAUR + 2B VIVADAH COAL 1454 KOLKATA PANDU 9 M.V. RAJANIKANTH CIWTC CEMENT 600 KOLKATA DHUBRI 10 M.V. RAJANIKANTH CIWTC COAL 600 JOGIGOPA KOLKATA 11 P.T. TANATARPUR TRIDENT CEMENT 1500 KOLKATA TEZPUR TOTAL IN 9 MONTHS 9876 Source:Study for collection of cargo and Passenger movement statistics in National Waterways (2006) by Prof.Manas Das

87 Appendix E. Movement of cargo in Assam on selected routes

MOVEMENT OF CARGO BY IWT MODE (GOVT. OF ASSAM )DURING THE YEAR 2002-03

Sl # ROUTE DISTANCE GOODS TYPE OF CARGO KM MT MT.KM. 1 Guwahati-North Guwahati 4 4584 18336 Two wheelers 2 Guwahati 4 4574 18296 Two wheelers 3 Guwahati-Madhyamkhanda 4 3898 15592 Two wheelers 4 Guwahati-Kurua 10 7795 77950 Two wheelers 5 Guwahati-Sunsall-Kurua-Guwahati 16 2875 46000 Essential goods 6 Larkuchi-Majorchar-Kalachar 10 2544 25440 Essential goods 7 Pandu-Amingaon 4 5510 22040 Essential goods 8 Guwahati-Kachamari 80 10591 847280 Essential goods 9 Guwahati-Umananda 4 121 484 Essential goods 10 Guwahati- Ashaklanta 4 12 48 Essential goods 11 Auniati-(Susaja)-Guwahati 4 3510 14040 Essential goods 12 Adabari-Sialmari-Kurihamari 14 1823 25522 Essential goods 13 Chaparmukh-Kachuwa 1.5 2570 3855 Essential goods 14 Lowkhowe-Tezpur 17 3965 67405 Essential goods 15 Palashbari-Sualkuchi 5 1450 7250 Essential goods 16 Dhing-Singri 22 2632 57904 Essential goods 17 Hohuwa-Sambaria/ Bhogdia-Directory 10 939 9390 Essential goods 18 Sontall-Bohari-Aiikash 30 25909 777270 Essential goods 19 Ngerbera-Alopatti-Majorchar 7 546 3822 Essential goods 20 Baghbor-Goalpara 20 2835 56700 Essential goods 21 Joleswar-Dhubri 20 43649 672980 Essential goods 22 Phulbari-Dhubri 17 29817 606889 Essential goods 23 Dhubri-Fakiraganj 10 28529 285290 Essential goods 24 Bamundi-Sialmari-Guimari 23 790 18170 Essential goods 25 Mukaimua-Bhanganmari 10 38211 382110 Essential goods 26 Guwahati-Sualkuchi 10 310 3100 Essential goods 27 Dokuchi-Bhokuradia-Rameshwari-Puzpara 1 515 515 Essential goods 28 Guwahati-Kirakara 20 46158 923960 Essential goods 29 Borohala-Moirhari 20 1815 72640 Essential goods 30 Saidia-Salkhowa 12 34376 412512 Essential goods 31 Saikhowa-Paglum 25 35847 896175 Essential goods 32 Dibru-Sonalti-Burisuti 30 16878 506340 Essential goods 33 Kibru-Kacharii-Orumghat 100 27169 2716900 Essential goods 34 Dibru-Sissi-Machkhowa 60 13595 815700 Essential goods 35 Dehingmukh-Sissi-Kaighar 40 1494 59760 Essential goods 36 Bebejia-Mornol 4 14 56 Essential goods 37 Dehkhowmukh-Sikarighat-Via Mamui 27 13166 356022 Essential goods 38 Dekhowmukh-Sikarighat-Via Mamui 22 34727 763994 Essential goods 39 Neamati-Kamalabari 12 40 Luit 3 86670 10664040 Essential goods 41 Khabalu 3 13152 39456 Essential goods 42 Badati 5 780 2340 Essential goods 43 Desangmukh-Matmora 25 780 3900 Essential goods 44 Deangmukh-Matmora 32 35416 885400 Essential goods 45 Sikarighat-Jamugurihat-Via Karatipara 30 38277 1224864 Essential goods 46 Dhansiri-Gamiri 30 25574 762220 Essential goods 47 Vibrugarh-Majorbari 10 43990 1319700 Essential goods 48 Ramkhowa-Rampur 6 15 150 Essential goods

88 Sl # ROUTE DISTANCE GOODS TYPE OF CARGO KM MT MT.KM. 49 Ghagar 1 22678 136068 Essential goods 50 Fulartal 1 1514 1514 Essential goods 51 Silghat 1 223 223 Essential goods 52 Baghpur 1 5 5 Essential goods 53 Sonal 1 309 309 Essential goods 54 Sonabari 1 2618 2618 Essential goods 55 Gangapur 1 220 220 Essential goods 56 Beranga 1 5 5 Essential goods 57 Gandhighat 1 514 514 Essential goods 58 Chotto-Dudhpatil 1 3246 3246 Essential goods 59 Boro-Dudhatil 1 1611 1611 Essential goods 60 Annapurna 1 1821 1821 Essential goods 61 Massimpur 1 5 5 Essential goods 62 Jatinga 1 822 822 Essential goods 63 Rani 1 936 936 Essential goods 64 Rajangar 1 214 214 Essential goods 65 Dhaleswari 1 25 25 Essential goods 66 Sidheswari 1 2018 2018 Essential goods 67 Narayanpur 1 1205 1205 Essential goods 68 Mohanpur 1 2012 2012 Essential goods 69 Ratajpur 1 1507 1507 Essential goods 70 Gaglacherra 1 1079 1079 Essential goods 71 Lalacherra 1 1807 1807 Essential goods 72 Katii Chera 1 1922 1922 Essential goods 73 Badri 1 320 320 Essential goods 73 Amingaon-Fancy Bazar 6 2844 17064 Essential goods TOTAL 756938 17176897

MOVEMENT OF CARGO BY IWT MODE (GOVT. OF ASSAM) DURING THE YEAR 2003-04 Sl # ROUTE DISTANCE GOODS TYPE OF CARGO KM MT MT.KM. 1 Guwahati-North Guwahati 4 4546 18184 Two wheelers 2 Guwahati 4 4677 18709 Two wheelers 3 Guwahati-Madhyamkhanda 4 3898 15592 Two wheelers 4 Guwahati-Kurua 10 7796 77960 Two wheelers 5 Guwahati-Sunsall-Kurua-Guwahati 16 2885 46160 Essential goods 6 Larkuchi-Majorchar-Kalachar 10 2544 25440 Essential goods 7 Pandu-Amingaon 4 5510 22040 Essential goods 8 Guwahati-Kachamari 80 10591 847280 Essential goods 9 Guwahati-Umananda 4 221 884 Essential goods 10 Guwahati- Ashaklanta 4 32 128 Essential goods 11 Auniati-(Susaja)-Guwahati 4 3510 14040 Essential goods 12 Adabari-Sialmari-Kurihamari 14 1844 258816 Essential goods 13 Chaparmukh-Kachuwa 15 2570 3855 Essential goods 14 Lowkhowe-Tezpur 17 3965 67405 Essential goods 15 Palashbari-Sualkuchi 5 1456 7280 Essential goods 16 Dhing-Singri 22 2670 58740 Essential goods 17 Hohuwa-Sambaria/ Bhogdia-Directory 10 990 9900 Essential goods 18 Sontall-Bohari-Aiikash 30 25909 777270 Essential goods 19 Ngerbera-Alopatti-Majorchar 7 679 4753 Essential goods 20 Baghbor-Goalpara 20 2865 57300 Essential goods 21 Joleswar-Shubri 20 43640 972800 Essential goods

89 Sl # ROUTE DISTANCE GOODS TYPE OF CARGO KM MT MT.KM. 22 Phulbari-Dhubri 17 29817 506889 Essential goods 23 Dhubri-Fakiraganj 10 28529 285280 Essential goods 24 Banundi-Sialmari-Guimari 23 790 18170 Essential goods 25 Mukaimua-Bhanganmari 10 38211 6100 Essential goods 26 Guwahati-Sualkuchi 10 610 715 Essential goods 27 Dokuchi-Bhokuradia-Rameshwari-Puzpara 1 715 923960 Essential goods 28 Guwahati-Kirakara 20 46190 72640 Essential goods 29 Borohala-Moirhari 40 1816 413712 Essential goods 30 Saidia-Salkhowa 12 32276 896175 Essential goods 31 Saikhowa-Paglum 25 35847 509640 Essential goods 32 Dibru-Sonalti-Burisuti 30 16988 2799900 Essential goods 33 Kibru-Kacharii-Orumghat 100 27999 819480 Essential goods 34 Dibru-Sissi-Machkhowa 60 13658 66280 Essential goods 35 Dehingmukh-Sissi-Kaighar 40 1657 96 Essential goods 36 Bebejia-Mornol 4 24 356022 Essential goods 37 Dehkhowmukh-Sikarighat-Via Mamui 27 13186 763994 Essential goods 38 Neamati-Kamalabari 22 34727 1064040 Essential goods 39 Luit 12 88670 39456 40 Khabalu 3 13152 2340 Essential goods 41 Badati 3 780 3900 Essential goods 42 Desangmukh-Matmora 5 780 885400 Essential goods 43 Deangmukh-Matmora 25 35140 908032 Essential goods 44 Sikarighat-Jamugurihat-Via Karatipara 32 28376 770310 Essential goods 45 Dhansiri-Gamiri 30 25677 779970 Essential goods 46 Vibrugarh-Majorbari 30 25999 779970 Essential goods 47 Ramkhowa-Rampur 10 35 350 Essential goods 48 Ghagar 6 22776 136656 Essential goods 49 Fulartal 1 1768 1768 Essential goods 50 Silghat 1 233 233 Essential goods 51 Baghpur 1 7 7 Essential goods 52 Sonal 1 409 409 Essential goods 53 Sonabari 1 2629 2629 Essential goods 54 Gangapur 1 340 340 Essential goods 55 Beranga 1 7 7 Essential goods 56 Gandhighat 1 3651 3651 Essential goods 57 Chotto-Dudhpatil 1 3270 3270 Essential goods 58 Boro-Dudhatil 1 1879 1879 Essential goods 60 Massimpur 1 9 9 Essential goods 61 Jatinga 1 809 809 Essential goods 62 Rani 1 989 989 Essential goods 63 Rajangar 1 990 990 Essential goods 64 Dhaleswari 1 27 27 Essential goods 65 Sidheswari 1 2019 2019 Essential goods 66 Narayanpur 1 1409 1409 Essential goods 67 Mohanpur 1 1124 1124 Essential goods 68 Ratajpur 1 1870 1870 Essential goods 69 Gaglacherra 1 1860 1860 Essential goods 70 Lalacherra 1 1809 1809 Essential goods 71 Katii Chera 1 1922 1922 Essential goods 72 Badri 1 320 320 Essential goods 73 Amingaon-Fancy Bazar 6 2844 17064 Essential goods 74 Balarimari-Gudhua 50 83.8 4190 Essential goods 75 Baralimari-Guwahati(Kharni 85 1002.3 85195.5 Essential goods

90 Sl # ROUTE DISTANCE GOODS TYPE OF CARGO KM MT MT.KM. 76 Chutigaon-Kasemehar 10 84.7 84.7 77 Choulkhuwa-Panikhati 25 5610 14045 78 Buragaon-Dhansiri 220 121.7 26774 79 Silghat-Panpur 10 0 0 80 Kaplabari-Bhalakhati 15 724.5 10867.5 81 Chawlkhowa-Guwaahti 45 2664.3 119893.5 82 Kirakara-Chandrapur 7 722.1 5054.7 83 Khuriahamari-Palashbari 30 968.8 29064 84 Chunari-Dudhnath 45 305.6 13752 85 Dhalpur-Guwahati 50 411 20550 86 Kurihamari-Guwahati 52 9865 512990 87 Kolimukh-Korothipara 8 49.4 395.2 88 Dakhinpat-Nimati() 35 173.7 6079.5 89 Somoimari-Niamati(Mujuli) 45 101.1 4549.5 90 Somoimari-Niamati(Mujuli) 22 110.5 2431 91 Bagariguri-Niamatighat 15 33528 502890 92 Barbari-Guwahati 9 20 180 93 Sialmari-Tapabarji 15 123.5 1852.5 94 Bogibil-Kanangbal 20 10 360 95 Dibrugarh-Panhari 25 0 0 96 Cintatali-Neamah 13 18 234 97 Chunari-Goalpara 50 175.7 8785 98 Chunari-Dhubri 35 328.3 11490.5 99 Joypur-Goalpara 60 63.3 3798 100 Similitola-Goalpara 40 39.3 1572 101 Rakhadubi-Goalpara 30 28.9 867 102 Nagarbera-Goalpara 48 0 0 TOTAL 786172.3 17820263.4

Source:Study for collection of cargo and Passenger movement statistics in National Waterways (2006) by Prof.Manas Das

91 Appendix F. Passengers carried by IWTD 2003–2004

MOVEMENT OF PASSENGERS BY IWT MODE (GOVT. OF ASSAM) DURING THE YEAR 2003-04

SL. NO. FERRY ROUTE DISTANCE PASSENGERS K.M (NO) (NO.KM) 1 Guwahati-North Guwahati 4 420508 1682032 2 Guwahati 4 420512 1682048 3 Guwahati-Madhyamkhanda 4 440055 1703420 4 Guwahati-Kurua 10 270431 2704310 5 Guwahati-Sunsall-Kurua-Guwahati 16 64000 1024000 6 Larkuchi-Majorchar-Kalachar 10 236668 2366680 7 Pandu-Amingaon 4 214704 858816 8 Guwahati-Kachamari 80 438639 35091120 9 Guwahati-Umananda 4 0 0 10 Guwahati- Ashaklanta 4 2987 11948 11 Auniati-(Susaja)-Guwahati 4 42050 171400 12 Adabari-Sialmari-Kurihamari 14 92850 1299900 13 Chaparmukh-Kachuwa 15 244513 3667695 14 Lowkhowe-Tezpur 17 336415 5719055 15 Palashbari-Sualkuchi 5 98690 493450 16 Dhing-Singri 22 320157 7043454 17 Hohuwa-Sambaria/ Bhogdia-Directory 10 78577 785770 18 Sontall-Bohari-Aiikash 30 4120299 123608970 19 Ngerbera-Alopatti-Majorchar 7 315852 2210964 20 Baghbor-Goalpara 20 45520 8050400 21 Joleswar-Shubri 20 384735 7694700 22 Phulbari-Dhubri 17 481550 8186350 23 Dhubri-Fakiraganj 10 435400 4354000 24 Banundi-Sialmari-Guimari 23 112404 2587132 25 Mukaimua-Bhanganmari 10 1643702 16437020 26 Guwahati-Sualkuchi 10 62120 621200 27 Dokuchi-Bhokuradia-Rameshwari-Puzpara 1 25933 25933 28 Guwahati-Kirakara 20 478495 9569900 29 Borohala-Moirhari 40 218207 8728280 30 Saidia-Salkhowa 12 36896 4042740 31 Saikhowa-Paglum 25 320229 8005725 32 Dibru-Sonalti-Burisuti 30 1923727 57711810 33 Kibru-Kacharii-Orumghat 100 1925802 192500200 34 Dibru-Sissi-Machkhowa 60 219875 13192500 35 Dehingmukh-Sissi-Kaighar 40 22938 917520 36 Bebejia-Mornol 4 6328 25312 37 Dehkhowmukh-Sikarighat-Via Mamui 27 417967 11285649 38 Neamati-Kamalabari 22 212110 4666420 39 Luit 12 590896 7090752 40 Khabalu 3 143863 431589 41 Badati 3 198317 594951 42 Desangmukh-Matmora 5 95513 477585 43 Deangmukh-Matmora 25 57725 1443125 44 Sikarighat-Jamugurihat-Via Karatipara 32 317817 10170144 45 Dhansiri-Gamiri 30 364271 10928130 46 Vibrugarh-Majorbari 30 429876 12896200 47 Ramkhowa-Rampur 10 2875 28750 48 Ghagar 6 397444 2276664 49 Fulartal 1 131400 131400 50 Silghat 1 124100 124100 51 Baghpur 1 17300 17300 52 Sonal 1 18250 18250 53 Sonabari 1 292000 292000 54 Gangapur 1 65250 65250 55 Beranga 1 18999 18999 56 Gandhighat 1 630500 630500 57 Chotto-Dudhpatil 1 630650 630650 58 Boro-Dudhatil 1 55650 55650

92 SL. NO. FERRY ROUTE DISTANCE PASSENGERS K.M (NO) (NO.KM) 60 Massimpur 1 9760 9760 61 Jatinga 1 88760 88760 62 Rani 1 147000 147000 63 Rajangar 1 44900 44900 64 Dhaleswari 1 47450 47450 65 Sidheswari 1 58450 58450 66 Narayanpur 1 23500 23500 67 Mohanpur 1 138700 138700 68 Ratajpur 1 131500 131500 69 Gaglacherra 1 66590 66590 70 Lalacherra 1 156000 156000 71 Katii Chera 1 58400 58400 72 Badri 1 76500 76500 73 Amingaon-Fancy Bazar 6 0 0 74 Balarimari-Gudhua 50 16504 82520 75 Baralimari-Guwahati(Kharni 85 3566 303110 76 Chutigaon-Kasemehar 10 13345 133450 77 Choulkhuwa-Panikhati 25 37320 933000 78 Buragaon-Dhansiri 220 13437 2956140 79 Silghat-Panpur 10 4405 44850 80 Kaplabari-Bhalakhati 15 34237 513555 81 Chawlkhowa-Guwaahti 45 4450 200250 82 Kirakara-Chandrapur 7 30608 214810 83 Khuriahamari-Palashbari 30 5752 17250 84 Chunari-Dudhnath 45 54726 2462670 85 Dhalpur-Guwahati 50 15785 789250 86 Kurihamari-Guwahati 52 35859 18664668 87 Kolimukh-Korothipara 8 3039 24312 88 Dakhinpat-Nimati(Majuli) 35 13135 459725 89 Somoimari-Niamati(Mujuli) 45 7368 331560 90 Somoimari-Niamati(Mujuli) 22 20852 458744 91 Bagariguri-Niamatighat 15 35858 537870 92 Barbari-Guwahati 9 291 2619 93 Sialmari-Tapabarji 15 16232 243480 94 Bogibil-Kanangbal 20 7400 148120 95 Dibrugarh-Panhari 25 0 0 96 Cintatali-Neamah 13 5611 72943 97 Chunari-Goalpara 50 14826 741300 98 Chunari-Dhubri 35 2260 79100 99 Joypur-Goalpara 60 10910 854600 100 Similitola-Goalpara 40 2873 114920 101 Rakhadubi-Goalpara 30 1109 33270 102 Nagarbera-Goalpara 48 769 36912 TOTAL 23976003 613400010.5

MOVEMENT OF PASENGERS BY IWT MODE (GOVT. OF ASSAM )DURING THE YEAR 2002-03 SL. NO. FERRY ROUTE DISTANCE PASSENGERS K.M (NO) (NO.KM) 1 Guwahati-North Guwahati 4 419805 1679220 2 Guwahati 4 426125 1704500 3 Guwahati-Madhyamkhanda 4 441585 1766340 4 Guwahati-Kurua 10 266134 2661340 5 Guwahati-Sunsall-Kurua-Guwahati 16 63402 1014432 6 Larkuchi-Majorchar-Kalachar 10 236668 2366680 7 Pandu-Amingaon 4 214702 858808 8 Guwahati-Kachamari 80 435639 34851120 9 Guwahati-Umananda 4 363978 1455912 10 Guwahati- Ashaklanta 4 2897 11588 11 Auniati-(Susaja)-Guwahati 4 42085 168340 12 Adabari-Sialmari-Kurihamari 14 91754 1284556 13 Chaparmukh-Kachuwa 1.5 243315 364972.5 14 Lowkhowe-Tezpur 17 336415 5719055 15 Palashbari-Sualkuchi 5 92960 464800

93 SL. NO. FERRY ROUTE DISTANCE PASSENGERS K.M (NO) (NO.KM) 16 Dhing-Singri 22 320178 7043916 17 Hohuwa-Sambaria/ Bhogdia-Directory 10 78752 787520 18 Sontall-Bohari-Aiikash 30 4120299 123608970 19 Ngerbera-Alopatti-Majorchar 7 315285 2206995 20 Baghbor-Goalpara 20 452250 9045000 21 Joleswar-Dhubri 20 383337 7666740 22 Phulbari-Dhubri 17 481550 8186350 23 Dhubri-Fakiraganj 10 435400 4354000 24 Bamundi-Sialmari-Guimari 23 12484 2587132 25 Mukaimua-Bhanganmari 10 1643702 16437020 26 Guwahati-Sualkuchi 10 62120 621200 27 Dokuchi-Bhokuradia-Rameshwari-Puzpara 1 259333 259333 28 Guwahati-Kirakara 20 478495 9569900 29 Borohala-Moirhari 20 218207 8728280 30 Saidia-Salkhowa 12 395958 4751496 31 Saikhowa-Paglum 25 318992 9794800 32 Dibru-Sonalti-Burisuti 30 1923717 57711510 33 Kibru-Kacharii-Orumghat 100 1925802 192580200 34 Dibru-Sissi-Machkhowa 60 219859 13191540 35 Dehingmukh-Sissi-Kaighar 40 22936 917440 36 Bebejia-Mornol 4 6223 24892 37 Dehkhowmukh-Sikarighat-Via Mamui 27 417978 11285406 38 Dekhowmukh-Sikarighat-Via Mamui 22 212110 4666420 39 Neamati-Kamalabari 12 40 Luit 3 589886 7078632 41 Khabalu 3 143683 431049 42 Badati 5 196317 588951 43 Desangmukh-Matmora 25 94215 471075 44 Deangmukh-Matmora 32 576125 15503125 45 Sikarighat-Jamugurihat-Via Karatipara 30 317817 10170144 46 Dhansiri-Gamiri 30 383271 11498130 47 Vibrugarh-Majorbari 10 427756 13832680 48 Ramkhowa-Rampur 6 2657 26570 49 Ghagar 1 379444 2276664 50 Fulartal 1 131400 131400 51 Silghat 1 124100 124100 52 Baghpur 1 17200 17200 53 Sonal 1 18250 18250 54 Sonabari 1 292000 292000 55 Gangapur 1 65250 65250 56 Beranga 1 18980 18980 57 Gandhighat 1 620500 620500 58 Chotto-Dudhpatil 1 430000 430000 59 Boro-Dudhatil 1 52560 52560 60 Annapurna 1 109500 109500 61 Massimpur 1 8760 8760 62 Jatinga 1 87600 87600 63 Rani 1 146000 146000 64 Rajangar 1 43800 43800 65 Dhaleswari 1 47450 47450 66 Sidheswari 1 58400 58400 67 Narayanpur 1 23360 23360 68 Mohanpur 1 138700 138700 69 Ratajpur 1 131400 131400 70 Gaglacherra 1 65700 65700 71 Lalacherra 1 153300 153300 72 Katii Chera 1 58400 58400 73 Badri 1 76500 76500 73 Amingaon-Fancy Bazar 6 15470 92820 TOTAL 24528182 613366673.5

Source:Study for collection of cargo and Passenger movement statistics in National Waterways (2006) by Prof.Manas Das

94 Appendix G. Inland water transport: Potential employment generation Sl. Waterway Stretch State Length Population Population Employment Remarks No. in Km. density in Influence Potential (Person/ km2) Area (person davs) 1 NW-1 a) Haldia-Farakka West Bengal 560 094 506240 63253 NCAER report b) Farakka-Patna Bihar 460 880 404800 61332 NCAER report c) Patna-Buxar Bihar 175 880 154000 23332 Based on b) of col.3 d) Buxar-Allahabad 425 689 292825 44366 Based on b) of col.3 2 NW-2 e. Dhubri-Sadia Assam 891 340 302940 210004 NCAER 3 NW-3 f. Kottapuram- 205 819 167895 20978 Based on b) of col.3 4 - g.Bankimgham in 188 478 89864 6230 Based on b) of col.3 Tamil Nadu h. Rest of Waterways Andhra 907 275 249425 17294 Based on b) of col.3 Pradesh 5. Barak i) Karimganj-lakhipur Assam 140 340 47600 3300 Based on b) of col.3 6 E.C.C. j) ECC in West Bengal West Bengal 91 904 82264 10279 Based on b) of col.3 k) ECC in Orissa Orissa 532 236 125552 8704 Based on b) of col.3 7 Extension of NW- l) Kottapuram-Kasaragod & Kerala 469 819 384111 47994 Based on e) of col.3 3 Kollam-Kovalam 8 Training facilities Lump-sum 1000 Lumpsum 9 State Waterways Various states 4000 324 1296000 89857 Based on e) of col.3 10 IWT protocol West Bengal & Bangladesh 1135 904 102640 128200 Based on e) of col.3 route 11 Vessels for cargo 2000 vessels - - Na 80000 Taking 20 direct and 20 indirect per vessel (total-40) Total 10178 636123

Source: NCAER report (2005)-Study on economic gains of cargo movement through IWT mode in NW-1 & NW-2

95 Appendix H. Indo-Bangladesh Protocol on Inland Water Transit and Trade

Protocol Routes • Kolkata-Haldia-Raimongal-Chalna-Khulna-Mongla-Kaukhali-Barisal-Hizla-Chandpur- Narayanganj-Aricha-Sirajganj-Bahadurabad-Chilmari-Dhubri-Pandu • Pandu-Dhubri-Chilmari-Bahadurabad-Sirajganj-Aricha-Narayanganj-Chandpur-Hizla- Barisal-Kaukhali-Mongla-Khulna-Chalna-Raimongal-Haldia- Kolkata • Kolkata-Haldia-Raimongal-Mongla-Kaukhali-Barisal-Hizla-Chandpur-Narayanganj- Bhairab Bazar-Ajmiriganj-Markuli-Sherpur-Fenchuganj-Zakiganj- Karimganj • Karimganj-Zakiganj-Fenchuganj-Sherpur-Markuli-Ajmiriganj-Bhairab Bazar- Narayanganj-Chandpur-Hizla-Barisal/ Kaukhali- Mongla-Raimongal-Haldia-Kolkata • Rajshahi-Godagari-Dhulian • Dhulian-Godagari-Rajshahi • Karimganj-Zakiganj-Fenchuganj-Sherpur-Markuli-Ajmiriganj-Bhairab Bazar- Narayanganj-Chandpur-Aricha-Sirajganj-Bahadurabad-Chilmari-Dhubri-Pandu • Pandu-Dhubri-Chilmari-Bahadurabad-Sirajganj-Aricha-Chandpur-Narayanganj-Bhairab Bazar- Ajmiriganj-Markuli-Sherpur-Fenchuganj-Zakiganj- Karimganj

Salient Features of Indo-Bangladesh Protocol for Transit and Trade • Conservancy and Pilotage- each country will maintain the river routes falling within its territory in a navigable condition and provide essential pilotage, conservancy services, hydrographic survey, supply of charts, provide navigational aids • Port dues and other charges- port dues may be levied by the competent authorities in either country on the vessel belonging to the other country and engaged in inter country trade, charge conservancy dues, pilotage and other specific services, provide an agreed sum of money for the maintenance of routes to the other country. • Handling facilities- each country will permit the vessels of the other country to utilize all available cranes and other handling facilities. • Supply of bunkers- Vessels are permitted to purchase fuel for the purpose of their operation on payment in convertible currency • Purchase of essential stores- Vessels are permitted to purchase in convertible currency the stores for operation during voyage from places of bunkering • Purchase of provisions by the fleet persons during voyage • Repair facilities • Assistance to be provided by either country to the vessels of the other in distress • Submission of voyage forecast for voyage permission to use waterways

96 • Nomination of “Ports of Call” on equal basis- Narayanganj, Khulna, Mongla, Sirajganj, Chittagong, Baghabari and Ashuganj in Bangladesh and Kolkata, Haldia, Karimganj and Pandu in India. • Recognition of survey certificates and other documents • Flying of flags- vessels of each country will carry its national flag and the flag of the country through which it is transiting. • Use of radio-telephone by river craft • Registration and issue of identity cards • Permission to fleet personnel and traveling officers to go by rail, road or air in special circumstances • Prohibition on vessels carrying transit cargo • Sharing of inter country trade and transit cargo • Common freight rates • Evolving uniform documentation for vessels • Customs check and documentation • Freight remittance facilities • Permission to operate trucks between places in India and river stations in Bangladesh • Bangladesh trucks and/or tractor-trailers may carry cargoes transshipped from river crafts at Sherpur to the Indian border • Cargoes brought by deeper draft vessels from India to Bangladesh may be transshipped into shallow draft vessels and vice-versa. • Opening of branch offices and appointment of agents. • Arrangement for settlement, clearance & remittance • Setting up of Standing Committee

97 Appendix I. IWAI administrative setup for NW-2 (Office at Guwahati)

DIRECTOR

A.H.S. DRAUGHTS ASSISTANT ASSISTANT SECTION ACCOUNTS MAN DIRECTOR DIRECTOR OFFICER OFFICER GRADE I

J. H. S. (4) DRAUGHTS TECHNICAL TECHNICAL STENO ACCOUNTS MAN ASSISTANT ASSISTANT GRADE C ASSISTANT GRADE III

FIELD SUPERVISOR SUPERVISOR SUPERVISOR SUPERVISOR STENO ASSISTANTS GRADE D (4)

HEAD PILOT HEAD PILOT HEAD PILOT HEAD PILOT UPPER DIVISION CLERCK

PILOT (3) PILOT (2) PILOT (2) PILOT (3) LOWER DIVISION CLERCKS (3)

DRIVER

ATTENDE3NT

98 Appendix J. Inland Water Transport Directorate, Assam: Administrative setup

DIRECTOR

ADDITION AL

DEPUTY DIRECTOR DEPUTY DIRECTOR (COMMERCIAL) (COMMERCIAL)

COMMERCIAL COMMERCIAL OFFICER OFFICER

ASSISTANT ASSISTANT ENGINEER ENGINEER

SUPPORTING SUPPORTING STAFF STAFF

JOINT DIRECTOR JOINT DIRECTOR JOINT DIRECTOR GENERAL) (SURVEY) (TECHNICAL)

ADMINISTRATIO RIVER TRAINING EXECUTIVE EXECUTIVE EXECUTIVE N OFFICER SURVEYOR SUPERINTENDEN ENGINEER ENGINEER ENGINEER T (GUWAHATI) (DIBRUGARH) (SILCHAR)

REGISTRAR ASSISTANT ASSISTANT ASSISTANT ASSISTANT ASSISTANT RIVER TRAINING EXECUTIVE ENGINEER ENGINEER SURVEYOR SUPERINTT ENGINEER

FINANCE SUPPORTING SUPPORTING JUNIOR JUNIOR JUNIOR OFFICER STAFF STAFF ENGINEER ENGINEER ENGINEER

SUPPORTING SUPPORTING SUPPORTING SUPPORTING STAFF TSAFF STAFF STAFF

VESSEL CREW VESSEL CREW VESSEL CREW

99 Bibliography Detailed Project Report for development of National Waterway-2 (1990) by WAPCOS (India) Ltd Techno-economic feasibility study for development of navigation in river Barak (1998) by RITES Inland Waterway Development Programme (phase-I report- 2004) for Asian Development Bank by CPCS Transcom Techno-economic feasibility study in river Brahmaputra for development of inland water transport for tourism traffic (1999) by M/s CP Consultants (P) Ltd. Detailed Project Report for the Kolodyne-Myanmar Project ( 2004) by RITES Development of National Waterways for IWT-Selected bulk commodities – identification of bankable projects (2002) by NCAER Master Plan Studies of Gumti Basin (1996) by Brahmaputra Board Master Plan Studies of Lohit Basin (2000) by Brahmaputra Board Master Plan Studies of Dhansiri Basin (1996) by Brahmaputra Board Master Plan Studies of Subansiri Basin (2002) by Brahmaputra Board Master Plan Studies of Haora Basin (2003) by Brahmaputra Board Hydrographic survey charts of Gumti river by Minor Ports Survey Organisation (2005) Hydrographic survey charts of Haora river by Minor Ports Survey Organisation (2005) Study on Economic Gains of Cargo movement through IWT mode in National Waterways-1 and 2 by NCAER (2005) Study for Collection of cargo and passenger movements in National Waterway (2005) by Prof. Manas Das, IIM, Kolkata Brochure of “An interactive session on Problems and prospects of Indo-Bangladesh riverine trade”- Nov 2005 by Kolkata Port Trust S. P. Shukla Commission Report on Transforming the North East (1997) India-2005 Census Data, 2001 Website of North Eastern Council- for general details Website of North East Frontier Railway- Railways in the NE region Website of Department of Road Transport and Highways- Development of National Highways in the NE region.

100