Viability of Inland Waterways in a Globalized World : With reference to Indo-Bangla Connectivity

Inland Water is critical mode of transportation that is cost effective, environmentally friendly, and energy efficient. The significant advantages provided by inland water transportation makes in a suitable option for transportation of bulky cargo to and fro ports as well as for domestic consumption. Inland Water Transport also acts as an income generator for those living on the waterfront. However, in India, inland water transport has never been given priority as a means of transport. The current paper examines the causes of the indifferent attitude of India in developing the waterways as well as the importance of developing them in the context of the connectivity that it provides to Inda-Bangladesh trade potentials. INTRODUCTION Historically, riverbanks have been the site of all ancient settlement, as easy access to river provided not just water for consumption, but also the opportunity to navigate and connect to other settlements along the riverbank. These advantages that are provided by rivers have not been offset by technological advancements, and riverbanks continue to play major role in transportation of goods and people. In India, waterways were used extensively during the colonial era as all major colonial centres were located either on the bank of rivers or seas. But the importance of this mode has nosedived in the post-independent era because of the expansion of competitive and efficient modes like railways, roads and airways. The major problem of waterway India is that it is heavily relied on other modes of transport to carry goods and passengers. Insularity is also responsible for the decline of this mode of transport in India. However, post liberalisation of Indian economy, an increased importance is being given to inland water transport in both policy making as well as in academia. Bhadra •Address for Communication: *Department of Geography, Delhi School of Economics, Delhi University. The Oriental Anthropologist, Vol. 17, No. 2, 2017, Pages 289-302 © OICSR, Allahabad Corresponding Author E-mail: surajprasad27@gmail.com 290 Suraj Prasad and Nikhil Roy (2000) has analysed the multi modal transport system in Brahmaputra basin of Assam and suggested policy measures for improving inland trade along the Brahmaputra. Similarly, Sarma (1997) has touched on the historical development of inland waterways and highlighted the prospects of inland water transport in national growth. The development of inland waterways has also seen increased government funding in the ninth and tenth five year plans (Rangraj and Raghuram, 2007), as well as from Asian Development Bank (Indian Infrastructure, 2004). In recent studies, inland transport has also been established as the most cost effective means of transport as the cost of movement by this mode has been calculated at Rs 0.37 per tonne per kilometre, as compared to 0. 96 by road and 0.50 by rail (Rao and Kumar, 1996). A long term cost benefit analysis of inland transport by Sriraman, (2010) also this mode as the most sustainable, both economically as well ecologically for inland trade. Other studies on the topic have highlighted suitable waterways according to gradient of the channels and width of the waterway for future development (Sriraman, 2002; Brahma, 2006), viability of inland water transport in India (Rangraj and Raghuram, 2007), and the passenger and freight movement by inland waterways in India (IW AI, 2009). The present chapter deals with the potential of waterways in India, with reference to the Farakka-Haldia stretch of National Waterway I in West Bengal. Significance of Farakka-Haldia section of National Waterway I : Inland Water is critical mode of transportation that is cost effective, environmentally friendly, and energy efficient. The significant advantages provided by inland water transportation makes in a suitable option for transportation of bulky cargo to and fro ports as well as for domestic consumption. Inland Water Transport also acts as an income generator for those living on the waterfront. Willis and Garrod (1993) estimated the economic benefits of development of inland waterways on along the Thames riverfront and concluded that inland waterways helped to raise property price along the waterfront by 8 to 19 per cent. Development of waterways also plays a key role in regeneration of economic and social life along the river leading to increased urbanisation (Ecotec, 2007). In India, inland water transport has never been given priority as a means of transport. The indifferent attitude of India to her waterways has led to Patranabis (1975) calling the waterways of West Bengal as "Wasted Waterways". While inland water transport constitutes 47 per cent of trade in China and 40 per cent in Europe, in India, the share of inland waterways is only 3.5 per cent. In spite of the constant efforts of the government, this meagrely share of inland water transport in India is actually declining (Kesharwani, 1976). The Oriental Anthropologist Viability of Inland Waterways in a Globalized World: With reference to Indo-Bangla connectivity 291 Despite these political and economic hindrances, this mode of transport has shown a positive trend in West Bengal in recent years. The major advantages of Farakka-Haldia section of NW I in West Bengal as follows: • Close proximity to the Mineral rich region like Chotanagpur plateau • Presence of big urban-industrial centers like Kolkata, Howrah, Haldia etc. • Accessible to the agricultural hinterland • Accessibility to sea ports • Proximity to international markets like Bangladesh and South East Asia Recently, NTPC has signed a MoU with IW AI to supply coal to thermal plants of Farakka, Barh and Katwa through inland waterway I. The Ministry of Shipping has projected that FarakkaHaldia section of National Waterway will play a significant role to carry bulk goods like cement, iron ore, coal, crude oil, petroleum products, rock phosphate, chemicals and agricultural products for domestic and international markets in near future. DAT ABASE AND METHODOLOGY Database • The present study is carried out on the basis of secondary data. • Secondary data were collected from the handbooks of Census of India, Information Bulletins of government agencies like Inland Waterway Authority of India, Ministry of Transports, and Mi.1istry of Development of North Eastern Region, West Bengal Surface Transport Corporation (WBSTC), Hooghly Nadi Jalapath Paribahan Samabay Samity Limited (HNJPSSL) etc. Methodology • Statistical techniques like Degree of Connectivity, Composite Index etc. were used to analyze the data. ARCGIS 10.1 applications was used to create and delineate the shape file of the study area on the basis of Bing map and converted it into WGS 1984 coordinated system. Choropleth and Proportionate Circle techniques were used in GIS to interpret the data. Significance of National Waterways in a Globalised World: India has an extensive network of inland waterways in the form of rivers, canals, The Oriental Anthropologist 292 Suraj Prasad and Nikhil Roy backwaters and creeks. However, freight transportation by waterways is highly underutilised in the country as compared to other major economies like USA, China and European Union. In India, cargo traffic by inland waterways is only 0.1 per cent of the total inland traffic in the country. But, cost of inland waterway is only 0.5 rupees per kilometre, which is much cheaper than other modes of transport like railways (1 rupee/ km) and roads (1.5 rupees/km). Inland waterway has received special attention since India has one of the highest logistic costs among the major countries (18 per cent), while China has 8-10 per cent and European Union has an average of 10-12 per cent. Thus, it requires more investment to compete Indian commodities in the global market. Global economic cooperation has become an important element of inter-regional connectivity in the globalised era. Since, India is a member of South Asian Free Trade Area, the importance of inland waterways should lay more emphasis on South Asian connectivity. Planners should consider prospects of National Waterway 1 and National Waterway 2, as both these routes can be extended into the neighbouring country of Bangladesh. Planning Commission through a high committee under S. P. Shukla (1997) examined the gaps in infrastructure in North East regions of the country and as part of remedial measures to boost growth here, suggested "international linkages and transit/ transhipment arrangements with Bangladesh, Myanmar, and Bhutan". Adhikari (2000) analysed the potential of Ganga-Brahmaputra-Meghna Basin and the hindrances in operationalisation of inland waterway between Bangladesh and India. Common transport facilities in India and Bangladesh have also been promoted to reduce regional inequalities in various physical and social infrastructures across the two sides of border (De and Ghosh, 2001, 2003). Extending on this theme, Rahmatullah (2001) has established complementarities of resources between India and Bangladesh and suggested that the Chittagong port to be developed as transport hub for the entire region. Linking India and Bangladesh could lead to further linkages with the countries of South East Asia through trans-national waterways (Rasheed, 2000). This could also provide a transportation boost for countries of the Bay of Bengal Initiative for MultiSectoral Technical and Economic Cooperation (BIMSTEC) as there is huge potential for combining the resources of these countries in a supra-national economy (De, 2004). Based on the above mentioned factors, there is not just a great potential of developing inland water trade, but also there are huge social and economic gains to be made by developing it. The present chapter analyses the potentials of developing inland water trade in terms of development of intra-regional trade in eastern India, as well as international trade between India, Bangladesh and beyond. The Oriental Anthropologist V