EAST COAST CANAL SYSTEM AND ITS IMPORTANCE FOR INLAND NAVIGATION & INLAND WATER TRANSPORT

1. Introduction: -

The East Coast Canal (ECC) System providing the connectivity between Kolkata Port and Cuttack along with other trade canters in the coastal districts of Odisha through Inland Water Transport during the British era was the lifeline of Odisha being the first mode of surface transport. The canal system was developed during nineteenth century primarily for inland navigation connecting the River Hooghly at Goenkhali in West Bengal  72 km from Kolkata Port with the river Matai at Charbatia, Odisha. The waterways system from Charbatia was extended up to False Point port (harbour) on the estuary of the river Mahanadi near Paradeep port through the delta rivers from the major river systems like Brahmani, Baitarani, Mahanadi and the creeks. The connectivity of ECC from the then riverine & sea port facilities at Balasore, Chandbali, Dhamra, Mangoljodi, False Point harbour to Cuttack and the important trade centers through delta and coastal irrigation canal systems facilitated the inland navigation and Inland water transport with Kolkata Port and also within the state for the movement of freight and passengers. The importance of the ECC system, however, lasted for a short period and it declined with complete discontinuance during twentieth century with the development of the rail and road network. Although NW-5 (National Waterways No-5) along with the ECC system has been declared during 2008 for developing the waterways and restoring the IWT system with further connectivity to the neighboring states, no progress has yet been made.

2.0 History of developing ECC system 

The ECC system for a total length of 217 Km (Fig-1) consists of Hijli (Hidgelee) Tidal Canal (HTC) for 93 km from Goenkhali to Rasulpur in W.Bengal and Odisha Coast Canal (OCC) for 124 km from the border of W. Bengal to Charbatia connecting the river Matai in Odisha. The development of Hijlii tidal canal stretch was commenced in the year 1869 and completed during 1872-73. The OCC stretch was constructed from 1881 to 1888 and the entire ECC system was made operational. Although Sir (Col) Arthur Cotton, the eminent hydraulic engineer in his report on the Mahanadi river submitted in May 1858 recommended for developing the delta rivers and canal system from the series of weirs & anicuts on the river Mahanadi for irrigation and navigation purposes with emphasis on providing connectivity to Kolkata Port with Cuttack through a separate coastal canal system, same was not considered for implementation. Therefore, development of the ECC &  delta irrigation canal system for navigation along with the development of the navigation lock system was EAST COAST CANAL SYSTEM AND ITS IMPORTANCE FOR INLAND NAVIGATION & INLAND WATER TRANSPORT attributed mainly to the devastating famine in the colonial history of Odisha during 1865-66 popularly known as “Na Anka famine (Durbhiko)” which came in the 9th Regnal year of king Divya Singh Deva, the Gajapati king of Orissa with a huge loss of life because of the complete failure in the transportation & distribution of the food grain from Kolkata,  Madras & nearby towns in the absence of any mode of transport system such as rail, road and inland Water Transport. The existing trade between Kolkata and Odisha through sea routes touching the sea & riverine ports on the coast did not have the adequate infrastructures for functioning as the all-weather ports along with the absence of suitable connectivity to the hinterlands.

The British Empire after setting up a famine commission under the chairmanship of Sir George Campbell during 1866 for finding the causes of huge loss of life and the measures for avoiding such catastrophists in the future, the landmark decision in the colonial history of Odisha was taken for the development of the transportation network through rail, road and inland navigation for providing connectivity to Kolkata and subsequently to Vijayawada & Madras. And this landmark decision was instrumental in the immediate development of the grand truck road from Cuttack to Kolkata and subsequent Howrah-Madras Railway line besides inland navigation system through ECC & delta Irrigation canal system.

3.0 Brief description of ECC

The ECC originating from Goenkhali connecting the river Hooghly in W. Bengal flows towards southern direction almost parallel to the sea coast within the distance of 5km to 30km. Since the rivers in West Bengal and Odisha flow towards the eastern direction and merge with the Bay of Bengal, the canal system traverses parallel to the sea coast, crossing several important rivers such as Haldi, Rasulpur, Subarnarekha, Panchpara, Bura-Balang, and finally connects to the Matai river (Fig-2).



   
Fig-1:  The East Coast Canal system, and
Fig-2: The schematic diagram showing the locks on the ECC passing through different rivers

The connectivity of ECC from Charbatia to Paradeep and Cuttack & other trade centers was made through the various delta rivers and irrigation system constructed during 1858- 1869. While the waterways stretch Charbatia to Dhamra for 39 km passes through river Matai, the stretch Dhamra to Mangalgadi for 28 km is through the river Brahmani & Dhamra. However, Mangalgadi to Paradip stretch of 67 km was connected through Mahanadi delta rivers and its estuary. Further, through the delta irrigation canal system constructed from the anicuts (barrages) built over on the river Mahanadi at Jobra and Birupa river at Jagatpur, the inland navigation could be established to Cuttack & Kendrapara and other important trade centers like Marshaghai, Pattamundai. Aul, Salepur, Jajpur, Bhadrak & Balasore. These important delta irrigation canals suitable for navigation were High level canal I & II, Kendrapara, Taltanda, Patamundai, Marshaghai & Gobari canal system. It is observed that there was even a plan for facilitating inland navigation system from Kolkata Port up to Astarang an ancient coastal port in Puri district and Gopalpur through Chilika lake.

The crossing of ECC through different rivers was achieved through 12 nos navigation locks constructed at each junction of the river with canal. The locks on the northern side and southern side of ECC are not on opposite points across the river. There is a shift in the location of southern side lock towards eastern side, in order to continue the route of ECC almost nearer & parallel to the coast. The dimensions of the lock compartments are 6 m to 7.5 m wide & 60 m to 65 m length. However, the lock systems provided for the irrigation canal system are 100 ft (30.48m) X17 ft (5.18m) for Kendrapara canal and 105ft (32.0m) X20 ft (6.09m) for Taltanda canal. The lock gates were operated with manual winches & also attached with sluice gates for irrigation & draining of the water. The locks constructed in tidal region at the confluence of each river having effect of tidal variation used to facilitate in the storage of water from the river during high water and for retaining inside the lock chambers.

The bottom width of the canal system beyond the lock for various ranges was different. However, mean width was between 40 ft (12.20m) to 70 ft (21.33m). Mean water depth maintained in the canal was between 8 (2.43m) to 10 ft (3.04m). The dimensions of the lock system on the ECC and irrigation canal system influenced on the dimension of the country boats and steamer boats for safe navigation and transportation of the freight and passengers. Because of the lower dimension of the locks and channel width in the irrigation canal system, the boats of lower capacity were under operation directly between Kolkata and Cuttack and higher capacity between the main riverine & coastal ports. The passenger services from Cuttack and other trade centers were available up to Chandbali & False point port from where direct passenger services to Kolkata by steamers were reported to be available through ECC and coast. M/s India General Steam Navigation Company and M/s Mac Neiland Company Ltd were the major operators, with a host of private operators for both cargo and passenger services. From the scanty evidences, averagely 4000 boats of different types and sizes were under operation on ECC system & the irrigation canal system, facilitating the trade and commerce between Kolkata and Cuttack till the decline of its importance.

On the discontinuance of the inland navigation and also the O & M, both OCC and HTC have been deteriorated & lying completely abandoned. In certain stretches, the encroachment of canal is reported for cultivation and piscicultures (Fig-3 & 4).

 
Fig-3: Damaged & abandoned canal system  

5.0 Declaration of NW-5 & present status of development

Inland waterways Authority of India (IWAI), a statutory body under the Ministry of Shipping, Port and Waterways being the apex & statutory body for development of inland navigation system and promotion of IWT in the country declared the ECC along with the river Brahmani & Mahanadi Delta river system for a total length of 588 km as NW-5 (National Waterways-5) for development during 2008 (Fig-1). In consultation with the stakeholders during 2010, decision for developing only the river stretch from Talcher to Dhamra & Paradeep for a length of 323km connecting the coal mines with the ports through PPP (Public Private Participation) or JV (Joint Venture) basis was taken followed by preparing the DPRs and subsequently the development of PPP models for engagement of the concessioner. While these models did not workout, an MOU was entered between IWAI, Water Resources Department, Government of Odisha, PPT (Paradeep Port Trust) and DPCL (Dhamra Port Company Ltd) during 2015 for developing the stretch under two phases through a SPV (Special Purpose Vehicle). Under phase-I, the stretch between Ponkopal (for connecting Kalinga Nagar) with Dhamra & PPT and for providing connectivity with Talcher during phase-II was decided. There has been delay in completion of the consultancy services awarded during 2017-18 for developing the detailed design and engineering drawings for execution of the project of developing the fairway on Kharsuan, & Kani river and the realigned stretch on Mahanadi delta rivers along with the terminal infrastructures. The ECC system since then has remained untouched, with no further effort for its development.

5.0 Reasons for the decline of the navigation on the ECC and irrigation canal systems

The importance of inland navigation on ECC, the delta rivers and irrigation canal systems started declining after the construction & operation of Cuttack- Vijayawada Railway line (Present East Coast Railway) in the year 1896 and Cuttack- Howrah Railway line during 1899. The navigation on the ECC was partially discontinued from 1905 for the stretch Matai to Subarnarekha river and completely abandoned since 1928 on the recommendation of the Odisha Flood protection committee with no further O & M. The navigation between Subarnarekha to Hooghly river stretch was reported to be continued in sporadic manner up to 1970. The inland navigation on the delta rivers and irrigation canals, however, continued for approximately two decades after the independence of the country.
 
Besides the development of the rail and road system being the reasons in the decline of the navigation, the IWT through the ECC was not economical mainly on the account of the tedious and time-consuming operation of the lock systems having considerable lockage time for each boat, the faulty design and construction and the orientation of the locks on each river. The navigation round the year (at least  8 months) with 24X7days could not be ensured because of the dependent on the tides and non-availability of adequate water during dry season from March-May. During monsoon and flooding, the canal system was stated to be flooded in certain stretches, making the navigation impossible. The frequent shifting of the navigable channel in the river from the lock system and the siltation of the lock mouth and consequent delay in restoring the fairway is also attributed to the uneconomical operation. The canal system being fed with tidal & saline water was also not suitable for irrigation. The effort of the flood advisory committee set up during 1927-28 for converting the canal system to a flood drainage canal system & providing protection from the cyclone in Odisha and Bengal having a detailed study was also not found to be techno-economically feasible.

6.0 Importance of ECC system in the present day

The Ministry of Shipping, Ports and Waterways, Government of India in its Maritime Agenda have prioritized the need for the development of both major ports under the control of the Central Government and Non-Major Ports in Maritime States to bridge the gap between port capacity requirement and the available port capacity. With the liberalization policy adopted by the Government of India and based on the growing demand, the Government of Odisha felt the necessity for augmenting the port capacities along its coastline and accordingly the development of the non-major ports with the help of private participation.
Odisha with 480 km long coastline stretching from Subarnarekha mouth in Balasore district in the north to Bahuda river mouth in Ganjam district in the south has been endowed with conducive, unique, natural and strategic locations for developing the modern ports and harbors infrastructures. The developments achieved towards rapid industrialization in the State particularly on the mineral based industries (ie steel, aluminium, chromates), the hubs of petroleum & chemicals, LNG & LPG, and mineral exploitation (coal, iron ores, bauxite, chromates etc) besides increased agricultural activities and fisheries development have provided the ample facilities for the development of the ports and shipping sector. With an integrated Port Policy, Odisha Govt has identified 14 potential sites on its coast as in Fig-4 which are poised for a very rapid growth, playing a pivotal role in the emerging buoyancy in the national & international trade and commerce. 

Fig-4: Locations for developing port & harbor facilities on the coast of Odisha

Out of the above, Paradeep is the major Port trust having the highest-ranking port in handling the freight in the year 2020-21 with a host of development projects for its further expansion. The Dhamra, a green field project developed through private investment mode with the initial capacity of 25 MMTPA to 100 MMTPA under phase-II expansion, is currently under operation by APSEZ (Adani Ports & SEZ Pvt Ltd). The Gopalpur, an all-weather minor port with capacity of handling capsize vessels of 1,00,000 Tone, is being operated and managed by M/s Shapoorji and Pallonji Pvt Ltd. The Subarnarekha Port Pvt Ltd at Kirtania in Balasore district on the mouth of Subarnarekha river is being developed on BOOST (Build, Own, Operate, Share & Transfer) basis jointly by M/s Tata Steel Pvt Ltd and Chennai-based M/s Creative Port Development Pvt. Ltd for catering the need of the industries at Tatanagar. A decision for developing the riverine port on the mouth of Mahanadi river in Akhdasali village of Mahakalpada block of Kendrapara district just opposite to Paradeep port with initial capacity of 18 MMTPA during phase-I and 45 MMTPA in phase-II has been taken recently with the floating of RFP for its development through private investment on BOOST basis. 

Apart from the above, progress has been achieved in setting up two other minor ports. One is at Chudamani in Bhadrak by signing the MOU with M/s Essel Mining and Industries Ltd of Aditya Birla Group during 2010 for developing the deep water & multi user port. The second port will be developed at Astaranga in Puri district with the collaboration of M/s Navayuga Engineering Company Ltd, also a deep-water and multi-user port. The concessioner agreement with M/s Navayuga has been signed with State Government during 2017 after the DPR for developing the port in two phases. While phase-I will be developed with capacity of 25 MMTPA, during phase-II it will be 70 MMTPA. Besides the identified port sites, M/s JSW Steel Plant Ltd has evinced interest by signing an MOU with the State Government for developing the captive jetties at the mouth of Jatadhari river for the upcoming steel plant at the POSCO acquired site near Paradeep with annual handling capacity of 13.2 MMT.

 After the implementation of these projects, Odisha is expected to become the vital exit point for not only the state, but other land-locked states like Chhattisgarh, Jharkhand, Bihar and Madhya Pradesh. During February 2021, Bihar Government has evinced keen interest by visiting Odisha by a high-level committee for discussion with the State Govt for developing a captive port for the state at one of the identified locations. Odisha Govt is also active in developing the port facilities towards north of Dhamra at Bichitrapur, Bahalpur, Inchudi & Chandipur and accordingly necessary dialogue with the Ministry of Defense GOI for finding out the amicable solution to the objections raised on developing these ports by the defense establishments such as Missile Interim Test Ranges at Chandipur and Wheeler island (Dr. Abdul Kalam Island).

The integrated port policy with clear vision & mission and administered and managed by the OMB (Odisha Maritime Board) already in last leg for setting up would definitely encourage and laydown the pathway for the development of all weather, deep-water and multi-user ports of international standards and the associated infrastructures for promoting industries, trade and commerce. The major advantages in this front are the vast hinterland connectivity for generating cargo traffic to & from the NER, Central India and eastern India along with the potential in setting up of the port-based processing industries, CFS (Container Freight Station) and storage areas for handling containers & thus changing the global shipping scenarios. The port locations and the perennial river system of the state in the coastal region along with ECC System are ideal in adapting the current development trend and technology in port and shipping sector, making it economically viable.

Besides, the existing modes of rail & road over EC Railway and NH-5 with State Highway which will be saturated in future even with further development may have the dependency on the inland water transport sector & particularly on ECC system for connecting it to the ENWTG (Eastern National waterways Transportation Grids) conceived by IWAI for development facilitating the seamless movement of goods from Odisha to W. Bengal, Jharkhand, Bihar, UP, NER & Bangladesh and vice versa. The ENWTG may further provide connectivity to the neighboring countries like Nepal and Bhutan through the existing arrangement of multi-modal & transit facility. From the traffic projection made by IWAI for NWs grid in the preliminary studies during 2012-13 and also the studies by different ports, there may not be dearth of traffic for IWT sector. Therefore, the ECC with the development of river stretches of NW-5 may together play a decisive role in transforming the movement of freight through multi-modal sector, including the coastal cum inland shipping & transshipping.

6.0 Future Development Strategies
 

The unique characteristic of the canal system of traversing parallel to the seacoast and crossing several rivers with several cross structures and encroachment & damages already inflicted over a period may pose difficulties for developing the canal system for the economically viable inland navigation system. Further, the land acquisition for increasing the capacity of the waterways enabling the navigation of the vessels of higher capacities say 1000 Tones for SPV (self-propelled Vessels) and 1500 Tones for TBF (Tug barge Flotilla) may also be a serious issue. The issues of obtaining the clearance for environment, forest & wildlife because of the fragile ecology on the existing wildlife sanctuaries (crocodile farm at Bhitarkonika), nesting place of Olive Ridley tortoise at Gahirmatha and mangrove forest on the coast) and the compliance to CRZ regulation may be important.

 Therefore, a detailed TEF (Techno-Economic & Feasibility) study may be required for developing the canal system for an optimized fairway and modern navigation lock system ensuring traffic movement in two-way lane basis. The opening and closing of the lock gates ensuring lockage time of maximum 30 minutes should be provided with the efficient mechanism supported by the state-of-the-art technology. The detailed design & engineering of the canal along with navigation locks system need to be covered in the DPR with usual economic and financial analysis followed by project appraisal for execution with the required environment & socio-economic management and resettlement plan. Since the canal system crosses the several rivers, the concept of navigable aqueduct (water bridge) built and under operation (Fig-5 & 6) on some waterways of Europe may be examined for adoption in the development of the canal system. And this may avoid the lock system for crossing the rivers, rail and roads increasing the operational efficiency eliminating the loss of time on the lockage of each barge and the development & maintenance of the fairways on the rivers.
 


Fig-5: Magdelburg Water bridge (Aqueduct) in Germany


 
Fig-6:  The road passing under the Veluwemeer aqueduct in the Netherlands


There has recently been some impetus in the Ministry and IWAI for a comprehensive study in developing the ENWTG involving NW-5 for both river and canal stretches in order to devise planning and budget allocation. The World Bank has expressed strong interest in funding the technical assistance, studies and then funding the project. Some port and infrastructure developers have shown interest as well. Thus, if these are realized with the construction of ports along the Odisha coast as projected in the Odisha Port Policy and Planning, the ECC, along with the EC Railway, NH-5, State Highway, and the proposed 450-kilometer Coastal Highways connecting Gopalpur to Digha in West Bengal under the Center's “Bharatmala Pari yojana”, could play a critical role in the overall transportation system along the Odisha coast.

6. Conclusion

Rapid industrialisation and mining exploration, combined with Odisha's port policy of developing all prospective ports through private investment and connecting the hinterlands, may necessitate the development of effective and vibrant transportation infrastructures. And the ability & potential of NW-5 integrated with ECC to play a decisive role assisting in the most effective evacuation of traffic through the ENWTG, the multi-modal transport grid, the desired vibrant transportation infrastructure could be developed with existing rail and road modes of transportation. Therefore, the development of ECC system with NW-5 should be taken up without further delay 

By S. Dandapat,
Former Chief Engineer (Project & Marine), IWAI & Sr. Consultant to Howe Engineering Project (I) Pvt Ltd,
Ahmedabad.
Email Id: Suvadandapat@gmail.com,
Mobile No: +919717622733