However, the project faces significant technical, economic, and geographical challenges, the biggest being transporting seawater to higher elevations.

Detailed studies on geographical feasibility, engineering challenges, economic viability, and environmental implications are going on for the proposed Jalore (Sanchore) Inland Port (National Waterway-48).

The proposed waterway will originate from the Gulf of Kutch in the Arabian Sea and traverse the enormous sandy terrain of the Rann of Kutch before reaching Sanchore in Rajasthan.

Supported by the Inland Waterways Authority of India (IWAI) under the Union Ministry of Ports, Shipping and Waterways, it aims to connect Rajasthan's desert with the sea. 

Challenges For Proposed Waterway

Seawater cannot naturally flow uphill. So, wherever the natural gradient is inadequate, lift pumping stations will have to be installed.

The project plans to utilise the basin of the Luni river and its tributary Jawai, where seawater from the Arabian Sea and the Gulf of Kutch will be lifted and brought through a canal system. 

Since Jalore is located around 100 to 150 metres above sea level, the water cannot flow naturally uphill. Scientists have therefore proposed the use of a lock system to facilitate navigation.

The second major challenge is the need to remove millions of tonnes of sand and silt from the riverbeds as well as the Rann of Kutch to create a navigable channel. If achieved, barges and small vessels with a carrying capacity of 2,000 to 3,000 tonnes could operate on the waterway. 

The project involves installation of multiple lift pumping stations and extensive dredging of river basins and canal alignment. Navigable water levels will have to be maintained throughout the year. 

The Luni river, however, is seasonal and does not carry adequate water year-round. 

It may entail environmental and soil impact due to saline seawater. High recurring expenditure on pumping, dredging and maintenance. Multiple approvals will be required from both the Central and state governments.

The estimated expenditure on dredging and development of the waterway is over ₹10,000 crore.

Technical And Economic Feasibility 

Former Secretary of the Union Ministry of Water Resources B.N. Navalawala, a renowned water resources expert, told The Secretariat: "River-based sea connectivity models exist in several countries across the world. However, in our case, the stability of the sea, its carrying capacity, and several geographical factors require detailed study.” 

“Lifting seawater to higher elevations is an engineering feat that also demands long-term maintenance. Inland waterways are relatively easier in rivers, but diverting seawater through canals is not a simple process. The economic viability also has to be carefully assessed."

Navalawala, who also served as Chairman of the Task Force on Interlinking of Rivers in India, further, said: "During the construction of the main canals of the Narmada Project in Gujarat, engineers faced similar challenges in lifting water, but they successfully addressed them and continue to maintain the system. Transportation through small vessels is technically possible in the proposed Rajasthan project, but its costs and viability will have to be evaluated.” 

According to studies by IWAI and RITES, transporting one tonne of cargo over one kilometre costs approximately ₹2.50–₹2.58 by road, ₹1.36–₹1.41 by rail, and around ₹1.06 through inland waterways, making waterways the most economical mode for bulk cargo movement.

“Generally, transporting cargo through waterways is cheaper and more efficient than highways or railways. India has a long history of transportation through perennial rivers, although some water projects inevitably involve significant challenges," Navalawala said.

Final DPR Coming Up

According to Rajasthan Water Resources Minister Suresh Singh Rawat, the state government will provide 14 km of land for the project and will operate the port after completion. 

During a recent review meeting, Rajasthan Chief Minister Bhajan Lal Sharma directed officials to prepare a comprehensive report on the project. Chief Secretary V. Srinivas and Additional Chief Secretary (Water Resources) Abhay Kumar also offered suggestions. 

The report is expected to include technical assessments, financial estimates, and a comparative study of projected cargo traffic.

The Inland Waterways Authority of India is providing technical guidance and support to the Rajasthan government. Water and Power Consultancy Services Ltd. (WAPCOS) has prepared the project's pre-feasibility report, while IIT Madras has completed the Detailed Project Report (DPR). 

The Rajasthan government has already carried out technical and field evaluations and obtained comments from various departments. 

Rajpal Singh, a senior engineer of the Rajasthan government, said that after IIT Madras submitted the DPR, work has begun on preparing the Final DPR. 

Last year, the Rajasthan River Basin and Water Resources Planning Authority signed a Memorandum of Understanding with the Inland Waterways Authority of India in Mumbai for the project. Once the studies are completed, a proposal will be submitted to the Central government for approval.

What The Port Will Facilitate

The project is expected to facilitate international exports of textiles, granite, guar, pulses, pearl millet, oilseeds, and agricultural produce from Jalore, Barmer, and neighbouring regions.

It will also provide the HPCL Rajasthan Refinery at Balotra with a faster and more economical logistics option for transporting crude oil and petroleum products. 

Similar Models In India

The Kolkata Inland Port is connected through the Hooghly river, while National Waterway-1 facilitates cargo movement between Varanasi, Sahibganj, and Haldia.

The Jalna Dry Port is another successful model, connected to seaports through rail and road networks. Jalore could now become India's next inland port.