[🇧🇩] Inland Riverine Shipping

[Bilal9]

Newly-formed shipping cell starts allocating vessels​

The Inland Vessel Owners Association of Chittagong withdrew its membership from the Water Transport Cell and launched a new shipping cell on Tuesday​

File photo: Collected

The Inland Vessel Owners Association of Chittagong, after breaking away from the Water Transport Cell, has begun allocating lighter vessels separately.

The Inland Vessel Owners Association of Chittagong withdrew its membership from the Water Transport Cell and launched a new shipping cell on Tuesday.

Amidst the contention, both organisations assure that the transportation of goods by inland water route will not be hindered, despite the separate allocation of lighter vessels.


In 2003, the Bangladesh Cargo Vessel Owners' Association, Coastal Ship Owners Association of Bangladesh, and the Inland Vessel Owners Association of Chittagong jointly established the Water Transport Cell. The organisation, responsible for allocating lighter vessels based on demand, continues to allocate 30 to 65 vessels per day for 34 sea routes. The Inland Vessel Owners Association of Chittagong says it adheres to the same rules for vessel allocation.

The transportation fees vary based on routes and distance, ranging from Tk583 per tonne from Chattogram port to Dhaka and Narayanganj, to fixed fares on other routes, such as Tk580 per tonne on the Barishal route and Tk1220 per tonne on the Chatak route.


Nurul Haque, convener of Water Transport Cell and general secretary of the Bangladesh Cargo Vessel Owners Association, alleges that the Inland Vessel Owners Association of Chittagong has been formed illegally, and the matter will be resolved through the directorate general of Shipping. He, however, asserted that the controlled movement of lighter ships by the two institutions will not negatively impact goods transportation.

Inland Vessel Owners Association of Chittagong President Shafiq Ahmad has expressed optimism about the smooth transportation of goods through their new cell, emphasising the priority given to ensuring importers face no problems.

The Inland Vessel Owners Association of Chattogram on Tuesday announced formulation of a policy with 15 points for overall management and established a nine-member committee to oversee activities, including the allocation of lighter ships.

While talking to The Business Standard, Chattogram Port Authority Secretary Md Omar Faruq, acknowledging the possibility of a new organisation of vessel owners, emphasised the importance of maintaining vessel movement for goods transportation within the port. He expressed no objection to new cells if it does not disrupt the supply chain.

There were 1,300 vessels under the control of the Water Transport Cell. But now with the control of 300 vessels under their ownership, the Inland Vessel Owners Association of Chattogram separated it from the Water Transport Cell to launch the new cell.

 

[Saif]

New classification of rivers on way

The Bangladesh Inland Water Transport Authority (BIWTA) is set to classify 10,187km of non-classified river aiming to protect them from unplanned structures, including bridges and culverts.

www.thedailystar.net

New classification of rivers on way​

Move aimed at saving waterways

The Bangladesh Inland Water Transport Authority (BIWTA) is set to classify 10,187km of non-classified river aiming to protect them from unplanned structures, including bridges and culverts.

It is also reviewing the vertical and horizontal limits already set for building bridges or other structures in or over the classified waterways.

The BIWTA has prepared a list of 367 river routes to be brought under classification afresh or to be reclassified and determined their standard high-water level (SHWL) and standard low-water level (SLWL) under a study project.
At present, only 5,968km of river on 95 routes are classified, meaning a total of 16,155km of river will be classified or reclassified once the draft rules incorporating the routes get approval.

The BIWTA, with assistance from the Institute of Water Modelling (IWM), is implementing the Tk 18.3 crore project titled "determination of SHWL, SHWL and re-classification of inland waterways in Bangladesh" from October 2021 to March 2024, said Project Director Rakibullah.
The development comes at a time when at least 308 rivers in Bangladesh have lost their navigability mainly due to unplanned structures in and over the water bodies.

The last time the river routes were classified was back in 1989. The river routes were classified into four classes based on the loaded draft of the mechanised cargo vessels and the least available depth requirement.

But numerous bridges and other structures have been constructed over the waterways obstructing navigation of bigger vessels later on, according to BIWTA officials.

Subsequently in 2010, the government published rules for control of construction of installations along the bank and foreshore of inland waterways.

The government made the BIWTA clearance mandatory before construction of installations over rivers, they said.

As per the 2010 rules, vertical and horizontal limits for class-I rivers would be 18.3 metres and 76.22 metres respectively.

For class II, the limits would be 12.2m and 76.22m; for class III, the vertical and horizontal limits are 7.62m and 30.48m respectively; and for class IV, the limits would be 5m and 20m, shows document.

And yet, agencies, especially while building small bridges, did not take the BIWTA's clearance, further obstructing the river navigability, they added.

Then in 2019, the BIWTA revised the rules incorporating 5,968km river under 95 routes.

Besides, the planning commission made BIWTA's clearance mandatory for getting approval for projects for building bridges and such structures, they said.

Still, low-height bridges were being constructed over the river routes that had not been classified and the BIWTA took up this project to bring more rivers under classification, they added.

The findings of the study were shared by officials of the BIWTA and the IWM yesterday at a workshop at the capital's Institution of Engineers, Bangladesh.

Data from the last 25 years of 442 water-level stations from four different organisations including BIWTA and Bangladesh Water Development Board were considered to determine the SHWL and the SLWL.

As per the study, the SHWL is the water level that is exceeded 2 percent of the time and the SLWL is the water level that is exceeded 95 percent of the time over a considerable period.

The inland waterways would be classified into six classes instead of the existing four classes considering the least available depth, the importance of the waterway, the traffic intensity and the level of dependency on the route.

The six categories would be Class-S (specialised), class-I, II, III, IV and V.

The vertical and horizontal limits for class-S river would be 20m and 100m respectively; while 18.5m and 100m for class I; 12.5m and 75m for class II and 8m and 35m for class III, 5m and 25m for class IV and 3.5m and 20m for class V, shows document.

Only three routes will fall under class S, while 41 will be under class I, 46 under class II, 112 under class III, 109 under class IV and 56 under class V, it shows.

In their recommendations, the officials said rules to control the construction of installations in or over the waterways shall be implemented strictly; routes, SHWL and SLWL should be reviewed and updated regularly.

Officials of the Roads and Highways Department, the Bangladesh Railway and the Local Government Engineering Department (LGED), however, criticised some observations and opinions mentioned in the study.

They said the classification of some of the rivers should be changed, for say, both Jamuna and Turag. They have very contrasting scenarios and yet remain enlisted in the same class-II category.

They said vertical clearance for four category rivers has been increased and it would have a serious cost impact on government bridge projects.

They also recommend that the authority first fix what types of vessels would be allowed in which routes and classify the rivers considering those vessels.

Many bridges have to be demolished if the new classification is applied, said an LGED engineer.

BIWTA Chairman Arif Ahmed Mustafa, however, said they were not asking them to demolish bridges but keep the classifications in mind for future projects.

"It is the duty of all and not only the shipping or water resources ministries to save the rivers," said Khalid Mahmud Chowdhury, the state minister for shipping.

So, there should be coordination here, he said, while urging the authorities concerned to give priority to rivers and project costs.​

 

[Saif]

308 rivers lost navigability

A total of 308 rivers in Bangladesh have lost their navigability while 931 are flowing as normal, Khalid Mahmud Chowdhury, the state minister for shipping, told the parliament yesterday.

www.thedailystar.net

308 rivers lost navigability​

Shipping minister tells JS

State Minister for Shipping Khalid Mahmud Chowdhury Photo: File

A total of 308 rivers in Bangladesh have lost their navigability while 931 are flowing as normal, Khalid Mahmud Chowdhury, the state minister for shipping, told the parliament yesterday.

Of the rivers that have lost navigability, 85 are in Dhaka division, 71 in Rangpur, 18 in Rajshahi, 11 in Chattogram, 10 in Sylhet, 26 in Mymensingh and 87 in Khulna, he said in his scripted answer to a question from ruling Awami League MP, M Abdul Latif from Chattogram-11.

In Dhaka division's Gazipur, Turag, Banar and Brahmaputra rivers don't have navigability, Chowdhury said based on the information received from the district administration and Bangladesh Water Development Board (WDB).

The 33 rivers of the Kishorganj district under the Dhaka division that have lost navigability are: Ghorautra, Dhaleswari, Cherapur, Haturia, Jhinuk, Narsunda, Betai, Singua, Old Brahmaputra, Surma, Dhanu, Kalni, Old Dhaleswari, Chinai, Ujan Dhanu, Bolakut, Boubatalai, Katiyarkona, Ghuchirdaho, Boulai, Katakhal, Borni, Samarchar Mora, Jalkiirail Bajuka Dair, Adashimuha, Chartaljanga, Kurikhai and Nali.

Chowdhury said the total number of rivers in Bangladesh is 1,008, according to the book titled "River of Bangladesh: Definition and Number" published by the National River Conservation Commission under the shipping ministry.

If there are updates from the deputy commissioner and the WDB, those will be added to the book. The process is ongoing, he said.


​

 

[Saif]

Kumar river under threat

A portion of the Kumar river is being filled up with sand for construction of a permanent bus stand in Magura’s Sreepur upazila.

www.thedailystar.net

Kumar river under threat​

Sreepur upazila parishad extracting sand to fill riverbank for constructing a bus stand

Sand being pumped to the shore via large pipes to fill up the bank of the Kumar river, inset, to construct a bus stand in Magura’s Sreepur upazila. The photo was taken recently. Photo: Star

A portion of the Kumar river is being filled up with sand for construction of a permanent bus stand in Magura's Sreepur upazila.

Sreepur Upazila Parishad has been filling the riverbank for the last three months by extracting sand from the same riverbed using dredger machines, locals said.

According to the law, filling up the riverbank without permission from the Department of Environment (DoE) is a criminal offence, yet Sreepur Upazila Parishad has already filled up around 140-feet-long and 120-feet-wide portion of the riverbank.

Local people alleged that the illegal act is not only threatening a big bridge, just 200 feet from the dredging spot, over the river, but also hampering study of several hundred students of Government Mahesh Chandra Secondary School, located near the proposed bus terminal.

A number of guardians and several teachers of the institution said filling up the riverbank for construction of any public establishment by excavating sands from the same river it is completely unlawful.

Moreover, if a bus stand is built here, academic activities of about 700 students of the nearby secondary school will be seriously hampered as a bus stand is always a noisy place.

While talking, many local residents said a few years back the upazila parishad authorities built a public park by occupying around 70 decimals of the river land, opposite to the proposed bus stand.

Before that the upazila authorities occupied a 20-feet portion of the river bank and built a CNG stand about three years ago.

The illegal occupation of river land was stopped for the while after different newspapers published several news in this regard, the alleged.

Several teachers at Government Mahesh Chandra Secondary School, seeking anonymity, said the school authorities have informed the upazila parishad chairman about the demerits of the bus terminal, but he did not pay heed to their words.

One of the guardians, seeking not to be named, said if filling up the riverbank is a part of any development work, local administration should fill up the entire river.

Head of Bangla Department at Rangpur Begum Rokeya University Dr Tuhin Adut, also president of Riverine People of Bangladesh, said though River Unnayan Committee of Bangladesh is trying to free the river land from the illegal occupiers, in some cases government officials are filling up riverbanks in the name of developments.

Sreekol Union Parishad (UP) Chairman Kutubullah Hossain said if the government officials take such initiative no one dares to say anything.

Contacted, Sreepur Upazila Chairman Mahmudul Goni Shahin said decision to construct a bus stand was taken at a upazila monthly meeting as there is no other suitable place.

Sreepur Upazila Nirbahi Officer (UNO) Momotaj Mohol said the decision was taken a few months before her joining, but she will look in to the matter. Magura Deputy Commissioner (DC) Mohammad Abu Naser said filling up the riverbank in order to setup a bus stand is completely unlawful and he should have been informed in this regard earlier.


​

 

[Saif]

Water Transport - Banglapedia

en.banglapedia.org

Water Transport​

Water Transport refers to the network for inland waterways. In Bangladesh about two-thirds of the land is vulnerable to flooding. Most areas remain under water for two to five months a year. As a result, costs of development and maintenance of roads and railways are high. On the other hand, inland water transport has always been a natural and relatively cheaper means of transport. In certain areas, it is the only mode of transport. Including the country's unclassified routes, the total length of its waterway (700 rivers) is about 13,000 km. Of this, 8,433 km is navigable by larger vessels in the rainy season (5,968 km of which is classified for navigation) while in the dry season about 4,800 km is navigable (classified 3,865 km). The inland navigable waterway routes as classified by bangladesh inland water transport authority (BIWTA) fall into four groups: Class-I: Four trunk routes (depth 3.66 m - 3.96m, length about 683 km)- Chittagong-Chowkighata-Chandpur-Shambhupura-Narayanganj/ Dhaka; Shambhupura-Demra; Shambhupura-Bhairab Bazar/Ashuganj; and Chowkighata-Barisal-Mongla-Khulna-Maheswarpasha; Class-II: Eight link routes (depth 1.83m - 3.65m, length about 1,000 km)- Mohanpur-Daikhawa; Bhairab Bazar-Chhatak; Chalna-Raimongal; Hijla-Saistabad; Satnal-Daudkandi; Chittagong-Cox's Bazar; Diara-Barisal via Nandir Bazar; and Chandpur-Ichuli; Class-III: Twelve secondary routes (depth 0.91m-1.82m, length about 1,905 km)- Dilalpur-Fenchuganj-Zakiganj; Chittagong-Kaptai; Rangamati-Kaptai; Kaptai-Belaichari; Rangamati-Chotohorina; Rangamati-Mahalchari; Rangamati-Marisha; Sripur (Bhola)-Nazirpur-Char Montaz; Jhalakati-Barguna- Patharghata; Charpower-Patuakhali-Galachipa-Bara Baishdia; Bara Baishdia-Khepupara-Mohipur; and Khulna-Bardia-Manikdah, and Class-IV: Seasonal routes (depth less than 0.91m, length about 2,380 km). In addition to the above, there are many unclassified routes. Most of these routes are used by the country-boat sector.
​

'Inland Water Transport The river network of Bangladesh as the most important transport artery in the country's communication sector plays a vital role in national life. Almost all big cities, towns and commercial centres of the country grew up on the banks of its rivers. In this part of the sub-continent, mechanised steam-powered vessels for inland water transport was introduced in the private sector by Indian General Navigation (IGN) and River Steam Navigation (RSN) during British rule. They dominated the scene throughout British rule and during the Pakistan regime. In the 1960's, a few local operators such as Pak Bay, Sinclair Murray, and Chalna Lighterage started operating in the cargo sector and Pak Waterways in the passenger sector. The entire passenger and cargo traffic was carried by the private sector, 70% of this being managed by the British owned companies.

With the creation of the East Pakistan Inland Water Transport Authority (EPIWTA) in 1958, situation charged rapidly. Navigation by waterways improved, Chalna anchorage was established, waterways mileage increased, and numerous points of embarkation/ disembarkation were established throughout the country. IWTA took steps to meet an ever-increasing demand through import and distribution of 400 gray marine diesel engines to local entrepreneurs in the early 1960s. As a result, the monopoly of the British owned companies in the passenger sector was broken. A number of wooden passenger vessels owned by local operators soon started to ply on the waterways of the country. During British rule, IGN and RSN Co. not only played a predominant role in the water transport sector, but also carried out river conservancy work in important waterways and provided landing facilities at some river side stations to cater to their own commercial interests. Later, IWTA converted the RSN and IGN into Pakistan River Steamers (PRS). After the emergence of Bangladesh, the abandoned companies including the PRS and Pak Bay Flotilla were taken over by the government-owned Bangladesh Inland Water Transport Corporation (BIWTC). Nevertheless, 85% of the passenger traffic is still carried by vessels owned by the private sector.

In the early 1960s, IWTA piloted a scheme for acquisition of 24 coasters in the private sector. These coasters, with carrying capacity ranging from 600 to 1,000 tons, were capable of crossing the bay and plied to and from the port of chittagong. The private sector thus entered a new field of specialised service and helped in easing the congestion at the seaport and bulk transportation of cargo to various points within the country at cheaper costs. There are as many as 100 coasters now plying on these routes. As an aftermath of the Indo-Pak War of 1965, as many as 193 Indian owned cargo vessels consisting of dumb flats, barges, tugs etc were seized and adjudicated as prize of war in the High Court (Prize Jurisdiction). Later, most of these vessels were sold to the private sector.

Over the years the pattern in the movement of inland cargo traffic changed and this created a demand for self-propelled cargo vessels with capacity ranging from 80 tons to 350 tons. The private sector again rose to the occasion to meet the demand. With the expert services rendered by IWTA, a large number of self-propelled cargo vessels were constructed in the private sector. Thus, 1,155 self-propelled cargo vessels with a total capacity of 268,603 tons are now owned in the private sector. Similar growth in the field of oil tankers took place. As a result, the number of oil tankers rose to 72 with a total capacity of 67,936 tons.

Inland Ports and Landing Stations While looking after the development of the IWT sector as a part of its chartered responsibilities, BIWTA undertook schemes for development of inland river ports. These ultimately resulted in the creation of five major inland river ports one each in Dhaka, narayanganj, Chandpur, Barisal and Khulna at the initial stage. By a Gazettee Notification on 9 September 1960, the government extended the provisions of the Ports Act 1908 to the above named five inland river ports. Subsequently, six new inland river ports were created one each at Patuakhali (in 1975), Nagarbari (1983), Aricha (1983), Daulatdia (1983), Baghabari (1983) and Narsingdi (1989) to cater to the growing requirements in the IWTA sector. BIWTA also developed 5 ferry terminals one each at Aricha, Daulatdia, Nagarbari, Mawa, and Char Janajat to connect the capital city with the districts situated on the other side of the rivers padma and the jamuna by ferry services.

BIWTA provided facilities in these river ports for public use.

In addition to the development of inland river ports at the main commercial and urban centres, BIWTA took up schemes to provide landing facilities to the people of far-flung areas alongside the waterways by developing launch stations at important wayside ghats (wharf). The first scheme was drawn in 1969 when 50 launch ghats were taken up for development. Subsequently, further schemes for development of wayside launch ghats were taken up in 1970, 1975, 1980 and 1986. The number of launch ghats so far developed by BIWTA is 292. The facilities provided in the launch ghats include floating steel pontoons of different sizes. The pontoons are connected with the shore by wooden jetties and gangways. The pontoons are used for berthing of vessels, embarkation and disembarkation of passengers, and loading and unloading of cargo. On board the pontoons, there are waiting facilities with toilets for both ladies and gents.

Three departments of BIWTA, namely Engineering, Conservancy and Pilotage, and Port and Traffic Department, are involved in the operation of inland river ports. The Engineering Department is responsible for construction, repair and maintenance of shore facilities such as terminal buildings, terminal sheds, jetties, gangways, quays, godowns, roads and parking yards. The Conservancy and Pilotage Department provides floating facilities such as pontoons, buoys and moorings. The Ports and Traffic Department is responsible for operation and utilisation of the above facilities and realisation of port revenue from their users. BIWTA's Hydrography Department maintains the waterways for safe and effective navigation and for other uses. Ports are operated and managed under certain specific legal provisions namely Ports Act 1908 and Port Rules 1966.

The main areas of port management cover (a) operation of different port facilities, (b) regulating the movement of traffic, and (c) co-ordination of IWT with other modes of transports, seaports and trade and agricultural interests. The operational functions of the inland ports include, besides administration and management of personnel employed in the ports, allocation of berths to vessels, arranging embarkation and disembarkation of passengers, arranging loading/unloading and transhipment of cargo, stopping unauthorised activities within ports, eviction of unauthorised structures/constructions from the port area, hoisting and announcing of weather signals, and controlling movement of vessels during inclement weather, stopping unauthorised operation/plying of vessels, coordinating with other concerned local agencies, displaying the rates of different port charges at conspicuous places of the ports, and realising different port charges within the frame-work of Ports Act 1908, Port Rules 1966 and BIWTA Ordinance 1958. The port officials work in close cooperation with the River Traffic Police, Inspector of Shipping, and the associations of launch owners.

BIWTA, however, cannot operate directly all the port facilities under its management due to manpower shortage and other physical constraints. Some facilities are, therefore, operated by ijaradars (leasehold operators) engaged on annual basis through public auction, re-auction, tender and negotiation. Since 1991-92 ijaradars are have been engaged through sealed tenders only. All the 292 wayside launch stations developed by BIWTA are also operated and managed by ijaradars engaged on an annual basis through sealed tenders. The activities of the ijaradars are guided by the terms and conditions of the bilateral agreement executed with the BIWTA and are supervised by the port officials.

IWTA Fleet and the Informal Sector The IWTA network consists mostly of passenger vessels, cargo vessels, tankers, tugboats and dumb crafts. In 2000, the number of registered passenger vessels (including sea trucks and ferries) was 1,868, cargo vessels (including tanker and coaster) 2,160, dumb craft 760 and towing vessel 194. The present (2011) fleet strength of BIWTC is 97, of which 41 are registered passenger vessels and 56 ferries. The static carrying capacity of the IWTA fleet is about 0.20 million passengers and 0.55 million tons cargo. In terms of carrying capacity, the private sector outweighs the contribution of the public sector both for the passenger and cargo movement (private sector 93% for passenger and 95% for cargo). In the informal sector, the country boats plying mainly in the perennial waterways play the key part. According to 1991/92 Bangladesh Bureau of Statistics, the number of country boats operating within the country was 745,000, a substantial part of which has already been mechanised mostly with low-cost shallow pump engines. Approximately 65% of the country boats are passenger boats and the rest are cargo boats. The static cargo capacity of the country boats is about one million tons, nearly double that of the formal IWTA sector. According to a recent report of ESCAP, Inland Waterways of Bangladesh are estimated to carry about 14% annual passengers (87.80 million per year) and 35% annual freight volume (.58 million tons per year).

Intransit and Inter-Country Traffic During the British period, IGN and RSN Co used to operate their cargo services from Calcutta to Assam via East Bengal. In late 1950s, the governments of Pakistan and India entered into an agreement to make use of the waterways of both countries for trade between them and for passage of goods between two places of one country through the territory of the other. The agreement was titled 'Protocol on Inland Water Transit and Trade'. The trade continued well up to September 1965, when it was suspended due to the Indo-Pak war. On 28 March 1972, the governments of Bangladesh and India revived the agreement and introduced eight trade routes. These were: Calcutta - Raimongal - Chalna - Khulna - Mongla - Kaukhali -Barisal - Nandir Bazar - Chandpur - Aricha - Sirajganj - Bahadurabad - Chilmari - Dhubri; Dhubri - Chilmari - Bahadurabad - Sirajganj - Aricha - Chandpur - Nandir Bazar - Barisal - Kaukhali - Mongla - Khulna - Chalna - Raimongal - Calcutta; Calcutta - Raimongal - Mongla - Kaukhali - Barisal - Nandir Bazar - Chandpur - Narayanganj - Bhairab Bazar - Ajmiriganj - Markuli - Sherpur - Fenchuganj - Zakiganj - Karimganj; Karimganj - Zakiganj - Fenchuganj - Sherpur - Markuli - Ajmiriganj - Bhairab Bazar - Narayanganj - Chandpur Nandir Bazar - Barisal - Kaukhali - Mongla - Raimongal - Calcutta; Rajshahi - Godagari - Dhulian; Dhulian - Godagari - Rajshahi; Bhairab Bazar - Mitamain - Itna - Lalpur - Sunamganj - Chhatak; and Chhatak - Sunamganj - Lalpur - Itna - Mitamain - Bhairab Bazar.

Regulation of Traffic Although regulation of traffic is mainly exercised by the Department of Shipping, the government, under BIWTA (Time and Fare Table Approval) Rules 1970 has delegated some regulatory powers to BIWTA also in respect of (a) approval of timetables and route permits of passenger vessels and (b) fixation of fares and freights. Timetables are issued to passenger launches plying on inland waters showing the time of departure from the originating station and time of arrival at the destination along with the timings at the intermediate stations. Applications for approval of timetables of passenger launches are invited twice in two seasons, summer and winter. The former commences from 1st June and ends on 31st October. The latter begins on 1st November and ends on 30th May. Timetables are issued after scrutiny of relevant documents as per the provisions of the Inland Shipping Ordinance (ISO) 1976. 595 timetables have been issued to 739 passenger launches on 230 routes. The government has deregulated the fixation of freight rate with effect from 21 August 1991. The Ports and Traffic Department also conducts traffic survey, collects and compiles traffic statistics, and brings out the annual Ports and Traffic Reports that substantially help in traffic regulation.

Waterways System and its contribution The IWTA system in Bangladesh is both extensive and well-connected with the rest of the transport system. In terms of traffic intensity, the inland waterways network generates about 1.57 million passenger-kilometres per route-kilometre of waterway. The density of inland ports and terminals is much higher on the inland waterways with approximately 3.7 berthing facilities per 100 route-kilometres. The density of passenger facilities on the inland waterways is also high at around 40 per 100 route-km. Even though there is considerable uncertainty attached to the forecasts, it is clear that inland water transport will continue to play a significant role in passenger and cargo movements.

The inland ports and landing ghats serve as feeder ports to the two seaports of the country. In addition to the cargo that moves from one inland port to another, inland ports handle about 40% of the country's total exports and imports. During floods, cyclones and other natural calamities, IWT and inland ports render essential services to the nation through transportation and handling of relief materials in areas where road and rail communication are not available or have become disrupted. Water transportation is cheaper, safer, and environment-friendly, and will thus continue to play a significant role in the economic life of Bangladesh in the future.

Bangladesh has significantly expanded the country’s road network and improved road communication through upgrading highways, creating new roads, a huge number of bridges over major and minor rivers. Recently, the government is paying attention to improve the railway communication also. These developments, contributed to ease load on the waterways but the water transport continues to remain its hold as an important communication infrastructure. The narrowed down waterways are being excavated to make them more navigable and expand their vessel movement capacity and it is still believed that the waterways have the potential to serve long as a cheap and effective mode of transport for carrying passengers (mostly in short routes in all lowland areas covered by water and more importantly, for carrying goods from ports to various part of the country. Following is brief statement of the developments in the water transport sector during 2010 – 2020. The summary is based on information from: Finance Division Ministry of Finance, Government of Bangladesh, Bangladesh Economic Review 2011, 2016 and 2020.

During the period between July 2009 and June 2015, Bangladesh Inland Water Transport Corporation (BIWTC) received 45 new vessels of different type (17 ferry, 10 pontoons, 4 sea trucks, 12 water buses, 2 inland passenger vessel) constructed at home. BIWTC operated 208 vessels in 2010 and Bangladesh Shipping Corporation (BSC) has built new vessels every year. BSC has built up a mixed fleet of 13 vessels in 2020. The 17 ferries of BIWTC carried 6300 – 6500 vehicles in all ferry routes every day. In 2019, BIWTC operated 177 vessels including 53 marine vessels deployed for service between 2009 and 2019. BIWTC had installed 124 new pontoons. In 2020, the country had 153 ferry boats and 60 ferry ghats (landing stations).​

 

[Saif]

Make protecting our rivers a top priority

The government must make the best use of the river route classification initiative.

www.thedailystar.net

Make protecting our rivers a top priority​

The government must make the best use of the river route classification initiative

VISUAL: STAR

We welcome the initiative taken by Bangladesh Inland Water Transport Authority (BIWTA) to bring 10,187 kilometres of non-classified river under classification to protect them from unplanned structures, such as bridges and culverts. It is also reviewing the already classified routes for reclassification. This initiative is supposed to ensure better navigability of our rivers and save many of them from extinction.

According to a report in this daily, the BIWTA is implementing a Tk 18.3-crore project, with assistance from the Institute of Water Modelling (IWM), to determine or review the standard high-water level (SHWL) and standard low-water level (SLWL) of 16,155 kilometres of river in total (Currently, 5,968 kilometres of river or 95 river routes are classified). Data from 442 water-level stations from four different agencies, including the BIWTA, accumulated over the last 25 years, has been analysed to figure out the SHWL and SLWL of these river routes. Based on the findings from this project, the BIWTA has prepared a list of 367 river routes that need to be classified or re-classified. The classification system will consider the least available depth, the importance of the waterway, the traffic intensity, and the level of dependency on the route.

On paper, this initiative seems rather promising. But given the rampant irregularities in river management that we have witnessed for years, we cannot help but feel sceptical about its success. Is the BIWTA properly equipped to withstand the exertion of power by the local political influentials—some of whom are closely connected with the government—from building structures over the rivers as they please? Then there are some government agencies who have also defied the BIWTA's authority in the past to build small bridges. And what about indiscriminate encroachment, which also disrupts natural water flow and kills navigability?

Only a couple of days ago, our state minister for shipping said almost one-third of our rivers had lost navigability. In order to bring them back to their former glory, this initiative could prove to be effective—if properly implemented and strictly adhered to. Saving our rivers must be a top priority for the government right now. This will need coordinated efforts from all agencies, and there can be no scope for anyone—even someone with political influence—to put their toe out of line. The government must also equip the BIWTA with the authority to hold anyone who defies its rules to account. We have no time to waste when it comes to our rivers.​

 

[Saif]

Rivers, one by one, are losing navigability

Government must take steps to restore our rivers

www.thedailystar.net

Rivers, one by one, are losing navigability​

Government must take steps to restore our rivers

VISUAL: STAR

Is it really surprising—after decades of rampant encroachment and pollution—that about a third of our rivers are on their deathbed? This is the estimate given by our state minister for shipping, who on Tuesday said that 308 rivers in Bangladesh, out of around a thousand, have lost their navigability. Dhaka division emerged as one of the worst sufferers in this case, with an astounding 85 of its rivers meeting this fate, while Khulna topped the list with 87. The number of rivers deemed to have normal flow or lost it over time may be debatable, but for the government to go on record with this admission is appreciable.​

​

The question is, what is the government going to do about it? Restoring the navigability of these rivers will take a monumental undertaking involving careful handling of various challenges such as pollution, encroachment, and sand lifting, as well as navigating various barriers, both legal and political. It will require a sustained administrative pushback against problems created by government departments themselves. As another report from Wednesday shows, the construction of an unplanned bridge by one such department is choking the Ichhamati River in Pabna. It is because of such incursions and constructions that the river has shrunk to a width of barely about 120 feet.​

​

And not just rivers, a vast number of canals and ponds in the country have also been ravaged. In Dhaka, for example, 95 canals have been lost or reduced to less than half of their original length over the past 80 years, as a recent study has shown. The list of waterbodies to be restored or recovered is long, and the government cannot pick and choose from them—it has to save all. That we haven't been able to take even baby steps in that regard, despite impassioned urgings by the PM, is alarming indeed. Therefore, we urge all respective government agencies and ministries to rise to the challenge, take drastic steps to address the deeply entrenched systemic issues, and save our rivers.​

 

[Saif]

A river indistinguishable from a canal is no river

Plight of the Karatoya highlights the pitiful state of our rivers

www.thedailystar.net

A river indistinguishable from a canal is no river​

Plight of the Karatoya highlights the pitiful state of our rivers

VISUAL: STAR

It appears no amount of coverage or warning is enough to stop the onslaughts on our rivers. Rivers are suffocating to death and, through our actions or inactions, we are all complicit in that. This was once again highlighted by a photo published by this daily on Tuesday revealing the ever-worsening state of the Karatoya River in Bogura. The river, from the picture, looks almost indistinguishable from a canal thanks to encroachment and pollution. Its water has been blackened by the waste and sewage regularly discharged into it, giving it an unnatural colour. The river thus is dying—shrinking, as per a 2018 survey, by a fifth of its total width at some points—but no one seems to care.


How is it that a country known for its rivers is so adamant on seeing their destruction? From unregulated waste disposal to grabbing of land to lifting sand, the mechanisms of destruction are many but preventive measures are scarce, if any. Only last Friday, we wrote in this column about how multiple rivers—Louhajang in Tangail, Mayur in Khulna, and Sonai in Sylhet—are struggling to breathe due to unabated encroachment and pollution. For this, the greed and neglect of both individuals and institutions—including those run by the government—are equally responsible.


The woes plaguing Karatoya in particular have been traced back to, among other factors, the construction of a three-vent regulator in Khalshi village in 1996. While the structure has reportedly served its initial purpose of saving the village from flooding, it has also caused it to remain dry for most of the year, resulting in obstruction of fish migration, pollution, and water stagnation which, in turn, helps with the breeding of mosquitoes and other disease-carrying organisms. This again shows lack of planning and care that is facing our rivers.
Read more​

​

This has to stop. The relevant authorities—including the National River Conservation Commission—must put an end to the rivercide being committed across the country. Rivers are national assets, and they must be protected for our own sake.​