India’s Inland Waterway Cargo Reaches 218 Million Tonnes, Exceeds 2030 Target

Summary

India’s inland waterway cargo reached 218 million metric tonnes in 2025–26, exceeding the 200-million-tonne target under Maritime India Vision 2030. The milestone comes as authorities expand navigation support, digital information and cargo incentives, with the next challenge being to turn higher volumes into dependable, commercially competitive freight services.

Cargo volumes rise more than sevenfold

India’s inland waterway cargo increased from 29 million metric tonnes in 2014–15 to 218 million tonnes in 2025–26, according to government figures highlighted on 16 October.

The increase represents approximately seven-and-a-half times the earlier volume. At 218 million tonnes, annual traffic stands 18 million tonnes, or 9%, above the Maritime India Vision 2030 benchmark.

The figures establish progress against a volume target. They do not, by themselves, measure how far cargo travelled or how much freight shifted from roads and railways.

Those distinctions matter when assessing waterways’ contribution to logistics: tonnage measures cargo handled, while tonne-kilometres also capture distance. A larger national volume therefore needs to be considered alongside service reliability, route utilization, and the economics of individual movements.

Operational network remains smaller than declared network

India has 111 National Waterways covering 20,187 kilometres across 23 states and four Union Territories. Of these, 32 were operational across 5,155 kilometres as of March 2026.

The difference between declaration and operation is important. A legally designated waterway still requires usable channels, terminals and navigation support before it can sustain organised transport.

The Union Budget 2026–27 announced the operationalisation of 20 additional National Waterways over five years. This represents a development programme rather than confirmation that all proposed routes already support regular commercial traffic.

The longer-term policy ambition includes raising inland water transport’s freight share from approximately 2% to 5% and reaching 500 million tonnes by 2047.

Navigation reliability becomes central to growth

As traffic expands, authorities are strengthening the information needed to operate vessels safely through changing river conditions.

By September 2026, regular surveys tracking the deepest navigable channel covered 22 National Waterways. Survey frequency varies between weekly, fortnightly and monthly assessments, depending on local requirements.

These surveys help determine the least available depth, which influences permissible vessel draft and cargo loading.

Electronic Navigational Charts had also been prepared for 18 operational and tidal waterways. Platforms including PANI and IWAI Vessel Tracker make navigation information more accessible to operators.

The commercial implication is straightforward: better information can help vessel operators plan loads and schedules with greater confidence. However, digital visibility must work alongside fairway maintenance and physical infrastructure; information alone cannot provide navigable depth.

Jalvahak addresses the cost of shifting cargo

Earlier policy measures sought to encourage cargo owners to test waterways as an alternative to established transport arrangements.

Launched in December 2024, Jalvahak provides incentives of up to 35% of eligible operating expenditure for the waterway leg of qualifying cargo movements. Its coverage includes National Waterways 1, 2 and 16 and relevant Indo-Bangladesh Protocol routes.

A separate component supports scheduled services operated by Inland and Coastal Shipping Limited, with funding from the Inland Waterways Authority of India.

The scheme addresses a practical constraint recognised by IWAI: although the waterborne leg can be economical, additional handling and connecting transport can make the complete multimodal journey more expensive.

Its incentive excludes first- and last-mile expenditure. Cargo owners must therefore assess the full movement, including terminal handling, connecting transport, sailing frequency and delivery requirements, rather than comparing river freight rates alone.

Infrastructure development supports the next phase

The earlier Jal Marg Vikas Project provides part of the infrastructure foundation on National Waterway 1.

Developments include multimodal terminals at Varanasi, Sahibganj and Haldia, an intermodal terminal at Kalughat and a navigation lock at Farakka. These facilities connect river transport with inland production and distribution networks.

Private investment is another part of the policy framework. The National Waterways (Construction of Jetties/Terminals) Regulations, 2025 were introduced to facilitate infrastructure development by companies, public bodies and joint ventures.

Crossing the 2030 tonnage benchmark gives the sector a stronger base for further development. The next commercial test is whether infrastructure, navigation services and scheduled operations can attract sustained customer commitments across more routes.

For manufacturers and logistics providers, that will depend on dependable end-to-end service as much as the availability of a river corridor.

FAQs

How much cargo moved on India’s inland waterways in 2025–26?

Government figures put the total at 218 million metric tonnes.

Which target has been exceeded?

The 200-million-tonne cargo target under Maritime India Vision 2030.

Are all 111 National Waterways operational?

No. Government figures identified 32 operational waterways as of March 2026.

What is the longer-term cargo ambition?

The government targets approximately 500 million tonnes by 2047.

What support does Jalvahak offer?

It provides incentives of up to 35% of eligible waterway operating expenditure for qualifying movements, alongside support for scheduled services.