[🇧🇩] 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.


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[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.​

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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.​

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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​

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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.​

 

[Saif]

Daudkandi to Tripura inland waterway route gets terminal, jetty

A new inland waterway terminal and a permanent jetty were inaugurated in Tripura’s Srimantapuron Tuesday, which is expected to strengthen trade and economic relations between India and Bangladesh.

www.thedailystar.net

Daudkandi to Tripura inland waterway route gets terminal, jetty​

A new inland waterway terminal and a permanent jetty were inaugurated in Tripura's Srimantapuron Tuesday, which is expected to strengthen trade and economic relations between India and Bangladesh.

The development came nearly four years after the Indo-Bangla inland waterway protocol route between Sonamura of Tripura and Daudkandi of Bangladesh was first started, reported The Indian Express yesterday.

In July 2020, Tripura readied a floating jetty on the Gomati river in Sonamura, located 60km from Agartala, as part of the Indo-Bangla inland waterways connectivity project.

The jetty was included in the list of routes as part of an Indo-Bangladesh protocol signed between the India's high commissioner to Bangladesh, Riva Ganguly Das, and Bangladesh's shipping secretary, Md Mezbah Uddin Chowdhury, in Dhaka in May 2020.

Tripura Chief Minister Manik Saha, who virtually inaugurated the new infrastructure, said: "Import and export of commodities between both countries through waterways will be easier. Besides, the tourist footfall will also increase and also enhance scope of employment."

Small boats and ferries capable of carrying 50 tonnes of goods were scheduled to start moving through this route to Bangladesh soon.

The authorities are trying to further boost the navigability of the rain-fed river, including through plans to dredge the Gomati riverbed to make way for small ships and boats from Sonamura to Bangladesh's Ashuganj river port, which is only 60km away, during the winters.

India's Tourism Minister Sushanta Chowdhury said that Prime Minister Narendra Modi had emphasised connecting the northeast of India with different states and neighbouring countries through roadways, waterways, railways and airways.

"Currently, we have six highways and a few more will come up. We have been connected with different places of the country through railways. We had never thought that the Rajdhani Express would run here. We had never dreamt of waterways connectivity to Bangladesh," he said.

Sarbananda Sonowal, union minister for ports, shipping and waterways, who joined the inauguration virtually, unveiled different projects worth Rs 308 crore, including upgraded terminals at Karimganj and Badarpur, a passenger-cargo terminal at Bogibeel near Dibrugarh in Assam and the inland water transport terminal at Sonamura.​

 

[Saif]

Water transport workers to go on indefinite strike from Tuesday

Water transport workers across the country is set to go on an indefinite work abstention from early Tuesday to press home their 11-point demand

www.thedailystar.net

Water transport workers to go on indefinite strike from Tuesday​

Photo: Star/File

Water transport workers across the country is set to go on an indefinite work abstention from early Tuesday to press home their 11-point demand.

Bangladesh Water Transport Workers Federation announced the strike for an indefinite period at a press conference at Jatiya Press Club today, its General Secretary Chowdhury Ashiqul Alam told The Daily Star.

The 11-point demand includes forming a contributory provident fund through the Directorate of Seamen and Emigration Welfare and Trustee Board, implementation of decision to provide appointment letters, identity cards and service book, and providing Tk 10 lakh compensation if a worker dies at the workplace or accident.

Their demand also includes the withdrawal of the decision to cancel the licence of four masters and drivers of the Ovijan-10 launch.​

 

[Bilal9]

Water transport workers to go on indefinite strike from Tuesday

Water transport workers across the country is set to go on an indefinite work abstention from early Tuesday to press home their 11-point demand

www.thedailystar.net

Water transport workers to go on indefinite strike from Tuesday​

View attachment 3770
Photo: Star/File

Water transport workers across the country is set to go on an indefinite work abstention from early Tuesday to press home their 11-point demand.

Bangladesh Water Transport Workers Federation announced the strike for an indefinite period at a press conference at Jatiya Press Club today, its General Secretary Chowdhury Ashiqul Alam told The Daily Star.

The 11-point demand includes forming a contributory provident fund through the Directorate of Seamen and Emigration Welfare and Trustee Board, implementation of decision to provide appointment letters, identity cards and service book, and providing Tk 10 lakh compensation if a worker dies at the workplace or accident.

Their demand also includes the withdrawal of the decision to cancel the licence of four masters and drivers of the Ovijan-10 launch.​

These guys are hypocrites. Their behavior in the launches with customers is well known. That was the time before Padma bridge. when they flouted loading rules and safety rules with abandon and took no responsibility for accidents.

Now that the tables are turned and no one wants to take a launch trip, they are whining again.

 

[Saif]

These guys are hypocrites. Their behavior in the launches with customers is well known. That was the time before Padma bridge. when they flouted loading rules and safety rules with abandon and took no responsibility for accidents.

Now that the tables are turned and no one wants to take a launch trip, they are whining again.

I think we should put inland shipping under Bangladesh navy. They will fix these buggers.

 

[Saif]

Int’l Day of Action for Rivers: Shitalakkhya a deathbed for fish now

Sanjit Babu, from Baghia village in Gazipur’s Kapasia upazila, has been running a tea stall at Narayanpur market on the bank of the Shitalakshya river for the last four years.

www.thedailystar.net

Int’l Day of Action for Rivers: Shitalakkhya a deathbed for fish now​

Factories releasing untreated waste into the river

Effluents from garment and dyeing factories are being released into the Shitalakkhya at Demra Ghat near the Sultana Kamal Bridge in Dhaka. The pollution is affecting people and worsening biodiversity of the river. The photo was taken recently. Photo: Amran Hossain

Sanjit Babu, from Baghia village in Gazipur's Kapasia upazila, has been running a tea stall at Narayanpur market on the bank of the Shitalakshya river for the last four years.

Until five years ago, he used to fish in the river for a living. Both his father and grandfather were also fishermen. But the depletion of the fish stock in the river due to industrial pollution forced them all to turn to other professions.

His father now works as a farm labourer.

"There is hardly any fish in the river now, so I cannot catch any. Now, I buy dry fish from different places and sell them for livelihood," said Akhil Babu, Sanjit's grandfather.

Like these three generations of the Babus, many fishermen along the bank of the Shitalakshya in Gazipur have left fishing and taken up other occupations, as untreated industrial waste continues to flow into the river unabated, turning the water into a toxic, pitch-black substance.

Visiting different areas in Gazipur recently, The Daily Star found that the waste from numerous factories flowing into the Shitalakshya from Bhaluka through the Matikata river and Sutia river in Bormi area of Sreepur, Gazipur.

The 110km long Shitalakshya, which flows along different parts of Gazipur, Narsingdi, Narayanganj and Dhaka, was once the mainstay for fishermen.

Even some years ago, different species of fish, such as Rui, Katla, Kalbaush, Gutum, Boal, Puti, Shrimp, Shail, Chapila and Baira, were plentiful in the river, locals say.

Rafiqul Islam, a hotelier in Bormi Bazar, said, various species of dead fish are now seen floating in the river.

"Many fishermen from whom I used to buy fish have abandoned fishing and turned to various other occupations," he said.

According to the Department of Environment (DoE), there are 350 dyeing and washing factories and hundreds of readymade garment factories in Gazipur. Of them, 617 factories have effluent treatment plants (ETPs).

The Upazila Fisheries Department say waste released by different factories is the main reason behind the decline in the fish stock in the river.

Md Ashrafullah, senior upazila fisheries officer at Kapasia, said aquatic life, including fish, is near-extinct due to the pollution.

Nayan Mia, deputy director of the DoE in Gazipur, said there are very few factories without ETPs in Gazipur.

"But even those that have the ETPs are polluting the environment and rivers. Factories are not using ETPs properly. They keep the ETPs operational only when we visit factories and stop those after we leave. As a result, billions of litres of liquid waste end up in the river," he told The Daily Star.

Due to the closure of ETPs in the factories at night, liquid waste from Bhaluka and Mawna areas flows into the Shitalakshya through the Sutia river and Matikata river, he added.

"When dyeing factories run along a river, it is very difficult to protect the river from pollution."

Sharif Jamil, an environmentalist, blamed unplanned industrialisation along the river banks for destruction and pollution of rivers.

He also lamented the fact that the government did not adequately empower the River Commission to take action against river polluters.

"The government needs to think about how to save rivers. Without taking tough actions, including shutting down of the polluting factories, our rivers cannot be saved," said Nayan Mia of the DoE, Gazipur.​

 

[Saif]

Rivers and environment stand threatened

THE first blow to the river system resulted from a wrong river management during the British period. Afterwards, dams were constructed...

www.newagebd.net

ENCROACHMENT AND POLLUTION
Rivers and environment stand threatened
Zillur Rahaman | Published: 00:00, Mar 16,2024

A New Age file photograph shows the grabbing of the banks inside the boundary demarcation of the River Buriganga at Lalbagh in Dhaka. — Sony Ramany

THE first blow to the river system resulted from a wrong river management during the British period. Afterwards, dams were constructed in the name of green revolution in the 1960s which harmed the system. Flood control embankments set up at the advice of the World Bank in the 80s did more harm the rivers. In two decades, rivers have been encroached on and polluted because of the expansion of industries and business.


Twenty-seven ministries and departments are involved in keeping the flow of water in the rivers, keeping them free of pollution and preventing encroachment on them. There is the National River Protection Commission to prevent encroachment on and pollution of the rivers. The encroachment and pollution of rivers, however, could not be averted. From villages to cities, we are throwing garbage into rivers everywhere. Industrial waste flows into them. The silt coming down from the upstream harms the water flow. Aquatic life also stands threatened because of the garbage.


There are about 700 rivers in Bangladesh with branches and tributaries. At least 28 rivers flowing through cities are dying because of encroachment and pollution. More than 10,000 individuals and organisations have grabbed various parts of rivers and canals in 53 districts. According to the River Conservation Commission, the number of river encroachers is higher. In fact, large factories have been built along the river, in breach of all regulations. The influential quarters, with the impunity they supposedly enjoy, keep taking over the rivers by filling them in.

In some cases, a section of locally influential quarters are directly or indirectly involved with the grabbers. Three years ago, in compliance with a High Court order, a report was prepared that identified the grabbers of the rivers. But neither the report has so far been made public nor have there been any noticeable changes in the situation. Although the encroachment on and pollution of rivers and canals in and around the capital Dhaka have for long been in discussion, the encroachment and pollution have continued apace. What is worrying is that everything is back to square one after almost every drive against encroachment on and pollution of rivers, tanks and other water bodies. What the government is left with is to ensure that the process of encroachment does not restart after eviction drives.


Many people have erected various structures, including houses and business establishments, on river banks and the canals in may areas, especially in urban areas. Even markets have been set up illegally on the banks of rivers. It is alleged that there is a collusion between a section of government officials and politicians in the encroachment on rivers and canals. Appropriate measures should be taken against such collusion.

The environment department should take all measures to stop the dumping of garbage in the river and the land ministry should stop the lease of wetlands. The fisheries department should also shoulder the responsibility for protecting wetlands and increasing the flow of water in rivers. Effective measures should be taken to demarcate rivers, identify encroachers and evict them and save the rivers. Nothing can be done without the political will.

River protection should first be considered a priority and work should be done accordingly and everyone should come forward. The government needs to draw up a long-term plan to save the rivers. People involved in river encroachment and pollution should be deterrently punished. The rivers should be dredged immediately. The government should take strict action in this regard. Social movements should also be set in motion to increase public awareness to stop river pollution.

The government should take early initiatives to make relevant laws more stringent to prevent encroachment on and pollution of rivers and wetlands, by dredging the rivers to keep waterways operational, by setting up industrial waste treatment plants in all factories to prevent pollution of rivers and wetlands. However, there are complaints that although there are purification devices, waste in some factories is not purified and is directly dumped into the rivers, canals and sewers. This creates an opportunity for various harmful chemicals to enter the food cycle. Effective measures should, therefore, be taken to prevent river pollution.

The course of river flow is changing because of the encroachment on rivers and canals. In addition to disruption in the natural flow of rivers in the monsoon season, rainwater collects in many places and submerges crops and houses. Some locally influential people continue to try to claim ownership to river land and canals by forging deeds and documents. The River Conservation Act should be stringently applied to reclaim the lost river land.


An initiative was taken in 2020 to enhance the powers and scope of the National River Protection Commission. But it does not appear to have progressed much in four years. The draft proposed a maximum penalty of 10 years’ imprisonment or Tk 50 million in fine or both for river encroachment and pollution. The 2013 law has not prescribed any punishment for such offences. The commission’s decisions in terms of river protection, conservation, development and beautification should be made binding.

The commission has no function but to make recommendations to prevent river pollution and encroachment. The new draft lays out that the commission would issue directives to agencies concerned to prevent encroachment on and pollution of rivers and development of rivers. If any organisation fails to fulfil its responsibilities, the commission can take action against by considering such failures as criminal offences. The draft also proposes the institution of river protection courts to try river-related offences.

The law, as of now, does not provide for specific penaly for river encroachment and pollution. The Penal Code, however, provides for punishment for obstructing the river flow. The environment act also has provision for punishment in case of encroachment on and the pollution of rivers. The water act also provides for penalty for river-related offences. But the legal provisions are not enforced in case of river encroachment and pollution.

The law should stipulate that any relevant organisation would be held to account in cases of failures to to implement the law.

Rivers are inextricably linked with life, livelihood, culture, art and literature. For thousands of years, the rivers have enriched agriculture, nature and economy. Bangladesh’s future will be saved if the rivers are protected. Everyone should try to save rivers and the environment.

Md. Zillur Rahaman, a banker, is a columnist.​

 

[Saif]

Riverine trade in BD's economic growth

Bangladesh, a country marked by its complex network of rivers, has long relied on these waterways as a critical component of its economic infrastructure. The country's geographical features, defined by the vast Ganges-Brahmaputra delta, create an extensive river system as a lifeline for trade, agri

thefinancialexpress.com.bd

Riverine trade in BD's economic growth
Matiur Rahman
Published :
Dec 05, 2024 22:15
Updated :
Dec 05, 2024 22:15

Labourers unload bricks from a trawler on the bank of the Buriganga river in Dhaka, Bangladesh, March 6, 2023 Photo : REUTERS

Bangladesh, a country marked by its complex network of rivers, has long relied on these waterways as a critical component of its economic infrastructure. The country's geographical features, defined by the vast Ganges-Brahmaputra delta, create an extensive river system as a lifeline for trade, agriculture, and transportation. Riverine trade in Bangladesh is not just a remnant of history but an essential driver of the nation's economic growth.

Bangladesh's rivers have historically been central to its civilisation and economy. The Indus Valley civilisation flourished thousands of years ago and was primarily based around river systems. The same holds for Bengal's later empires, such as the Mauryas and Guptas, who understood the strategic importance of rivers for trade and transportation. The rivers acted as natural highways, allowing goods to be transported efficiently across vast distances. This early reliance on waterways set the foundation for modern riverine trade.

Today, rivers like the Padma, Meghna, Jamuna, and many others play a pivotal role in Bangladesh's economic activities. Despite the rapid expansion of road and rail networks, river transport remains vital, especially for moving goods to remote rural areas. Most trade within the country and a significant portion of external trade is conducted via waterways. The low-cost nature of river transport, compared to road and rail, has made it particularly attractive for bulk goods like agricultural products, sand, timber, and coal, which are integral to the country's development.

One of the main advantages of riverine trade is its cost-effectiveness. A dense river network can relatively cheaply transport goods over long distances. This is particularly crucial for Bangladesh, where economic growth is often linked to the agricultural sector. Bangladesh's key agricultural regions, such as Khulna, Barisal, and Sylhet, are along the riverbanks. These regions rely heavily on river transport to get their goods to markets within the country and for export purposes. Furthermore, river transport reduces the strain on road networks, which are often congested and underdeveloped in rural areas.

For Bangladesh's economy, riverine trade is also crucial for the country's export sector. Bangladesh's major exports-such as ready-made garments, textiles, and food products-often use river transport to reach the country's seaports, such as Chittagong, one of the busiest ports in South Asia. The riverways connect inland production centres and the international market, enabling goods to be shipped to global destinations. Moreover, Bangladesh's strategic location, with its access to the Bay of Bengal and neighbouring countries like India, Myanmar, and China, provides it with opportunities to strengthen regional trade through river routes.

While riverine trade has been central to the economic life of Bangladesh for centuries, it is not without its challenges. Environmental factors, such as flooding and erosion, often disrupt river routes, making them less reliable. The seasonality of river water levels can cause significant fluctuations in transport capacity, leading to delays and higher costs during the dry season when rivers are shallow. Moreover, the increasing siltation of riverbeds and the encroachment of waterways by human settlements have led to the narrowing and changing of river routes, further complicating trade.

Another primary concern is river pollution, exacerbated by industrialisation and urbanisation. Polluted rivers hinder navigation and have broader implications for public health and the environment. This urgently requires infrastructure investments in river management and environmental conservation. Developing navigational aids, such as dredging and improving ports and terminals along the rivers, can mitigate some of these issues. However, these challenges must be addressed systematically to unlock the full potential of riverine trade.

In recent years, the Bangladeshi government has recognised the importance of riverine trade in its economic development strategy. The government has undertaken several initiatives to improve river navigability, including dredging programmes and developing modern river ports. The Inland Water Transport Authority (IWTA) has been working on expanding and upgrading the country's river transport infrastructure, including constructing new terminals and introducing more modern, efficient vessels.

In addition to government efforts, private sector involvement in river transport has also increased. Companies involved in shipping, logistics, and river transport have been innovating with new technology, improving the efficiency of operations and reducing environmental impacts. The rise of digital platforms and logistics apps has also made it easier to manage riverine trade, enabling businesses to track shipments in real time and optimise supply chains.

As Bangladesh continues to grow, riverine trade holds the potential to play an even more significant role in its economic future. The regional connectivity rivers offer is substantial for facilitating trade with neighbouring countries. Bangladesh's inland waterways provide a relatively low-cost, efficient option for cross-border trade, particularly with India, where river systems also play a central role. Moreover, Bangladesh's rivers can promote more significant trade with Myanmar and China through improved access to the Bay of Bengal.

In the future, Bangladesh could further capitalise on its riverine trade by developing a "Blue Economy," which involves the sustainable use of water-based resources for economic growth. Expanding the use of waterways for tourism, fisheries, and renewable energy, alongside trade, could open up new avenues for growth. Developing water-based transport hubs and creating green infrastructure could provide sustainable solutions to urbanisation and climate change challenges.

Bangladesh's focus on sustainable development also offers an opportunity to integrate riverine trade with environmental goals. By adopting eco-friendly practices, such as using cleaner vessels and reducing the environmental impact of industrial activities along riverbanks, the country can ensure that river trade remains a viable and green option for future generations.

Moreover, adopting international standards and agreements on waterway management will ensure that riverine trade continues to thrive while minimising adverse environmental effects. Thus by wisely leveraging its river systems, Bangladesh can position itself as a critical player in the regional and global economy while ensuring that its rivers remain a vital part of its socio-economic fabric.

Dr. Matiur Rahman is a researcher and development worker.​

 

[Saif]

Foreigners showing more interest to invest in shipping sector, says Sakhawat

Shipping, and Labour and Employment Adviser Brig Gen (retd) Dr M Sakhawat Hussain on Sunday said foreigners have been showing more interest to invest in the country’s shipping, maritime and port infrastructure development sectors. “The government has already taken various steps f

thefinancialexpress.com.bd

Foreigners showing more interest to invest in shipping sector, says Sakhawat
FE ONLINE DESK
Published :
Dec 15, 2024 22:38
Updated :
Dec 15, 2024 22:38

Shipping, and Labour and Employment Adviser Brig Gen (retd) Dr M Sakhawat Hussain on Sunday said foreigners have been showing more interest to invest in the country’s shipping, maritime and port infrastructure development sectors.

“The government has already taken various steps for maritime sector development, including reducing the port congestion to ease imports-exports,” he said while speaking at a view-exchange with a delegation of the Shipping Reporters’ Forum at his ministry in Dhaka.

Sakhawat Hussain said the ministry has planned to build an international stander dockyard in Matarbari Deep Sea Port with support of the World Bank, reports BSS.

He said the ministry also took steps to increase facilities of carrying passengers and goods via waterway.

Besides, the shipping ministry has taken steps to turn Mongla Sea Port into an environmental friendly green port.

The present interim government is working relentlessly for the country and its people, he added.

The adviser urged the journalists to publish objective news for the development of the country.​

 

[Saif]

Govt committed to ensuring security on waterways: Adviser Sakhawat

Adviser to the Ministry of Labour and Employment and the Ministry of Shipping, Brigadier General (retd) M. Sakhawat Hossain, has said that overall security will be ensured on all inland waterways with the cooperation of the River Police. He made these remarks today during a meeting held at the Lab

thefinancialexpress.com.bd

Govt committed to ensuring security on waterways: Adviser Sakhawat
UNB
Published :
Dec 29, 2024 22:21
Updated :
Dec 29, 2024 22:21

Adviser to the Ministry of Labour and Employment and the Ministry of Shipping, Brigadier General (retd) M. Sakhawat Hossain, has said that overall security will be ensured on all inland waterways with the cooperation of the River Police.

He made these remarks today during a meeting held at the Labour Building conference room to review the overall situation of inland vessel operations in Bangladesh.

The adviser expressed condolences for the seven lives lost on board the MV Al Bakhera on the Meghna River in Chandpur, and prayed for the eternal peace of their souls. He also expressed deep sympathy to the grieving families.

The adviser said that the district administration had already provided Tk 20,000 to each of the victim families, and the police had given Tk 10,000 for burial expenses.

He also said, "The RAB has already arrested one suspect in connection with the murders. An investigation is ongoing to determine if anyone else is involved in the crime."

He called for the continued operation of the shipping sector to keep the country's economy functioning. He also instructed the River Police to promptly receive complaints in accident-prone areas.

The meeting was attended by the Secretary of Labour and Employment, the Secretary of Shipping, and other officials.​

 

[Saif]

Baghabari port fading from inland water map as river silts up

Once a key supply hub for agricultural inputs and fuel to the greater northern region, Baghabari river port in Shahzadpur upazila of Sirajganj is now seeing more and more cargo vessels avoiding it due to years of neglect in navigability management and inadequate port facilities.

www.thedailystar.net

Baghabari port fading from inland water map as river silts up

Established in the 1980s on the banks of Baral river, Baghabari river port currently offers a draft of only 7-8 feet during the dry season, which allows vessels with roughly 300 tonnes of cargo. PHOTO: AHMED HUMAYUN KABIR TOPU

Once a key supply hub for agricultural inputs and fuel to the greater northern region, Baghabari river port in Shahzadpur upazila of Sirajganj is now seeing more and more cargo vessels avoiding it due to years of neglect in navigability management and inadequate port facilities.

Fertiliser-laden vessels arriving from Chattogram now offload their consignments at Nawapara port in the southwestern district Jashore, from where the agricultural inputs are then transported to northern districts.

"I travelled to Baghabari port around one and a half years ago carrying imported fertiliser, but I was unable to reach the port directly due to navigability problems," said Md Eusuf Mollah, master of an inland water vessel.

"Now we use Nawapara port regularly instead of Baghabari to unload fertiliser," Mollah added.

He said that Nawapara port can accommodate vessels carrying 1,000-1,200 tonnes of cargo, a capacity that Baghabari cannot match.

Established in the 1980s on the banks of Baral river, Baghabari currently offers a draft of only 7-8 feet during the dry season, which allows vessels with roughly 300 tonnes of cargo.

Although minor dredging of the nearby Jamuna channel was carried out in recent years, there has been no visible improvement in navigability in the Baral as water levels have been declining rapidly.

"Fertiliser vessels usually have a draft of 10-12 feet, but the current water level in the river is only 9 to 9.5 feet. Therefore, only ships with a draft of 7-8 feet can navigate this channel in winter," Md Asaduzzaman, in-charge of Baghabari port, told The Daily Star.

He said that during the monsoon, heavier vessels with drafts more than 10-12 feet can easily access the port.

Asaduzzaman said that over the years, both the size and the load capacity of inland vessels have increased, but the port's facilities have failed to keep pace.

These decades-old port facilities are inadequate for handling larger vessels, leaving the port yard largely empty during the dry season.

Port officials said some small cargo vessels carrying cement still arrive at the port, but fertiliser and coal-laden ships are less regular.

For hundreds of port workers, this decline in activity has put pressure on them to find alternative livelihoods.

"Around 400-500 workers had sufficient income at the port even a few years ago, now even 100-150 workers struggle to make their ends meet with the income here," said Md Jahangir Sardar, a local labour leader.

Many port workers have left the port in search of new jobs, Jahangir added.

The empty port yards have also impacted the buffer fertiliser warehouse at the port area, leaving it with insufficient stocks.

"We have a demand for 10,281 tonnes of fertiliser for Sirajganj district in January, but we currently have a reserve of 7,734 tonnes," said Md Abdullah Al Ansari, in-charge of the warehouse at the port.

Run under the Bangladesh Chemical Industries Corporation (BCIC), Ansari said the warehouse is receiving truckloads from Nawapara, but they do not arrive on time.

"Fuel-laden vessels can load a minimum of 10 to 12 lakh litres, but now each fuel-laden vessel carries a maximum of 8 to 9 lakh litres of fuel to reach the port," said Md Abul Fazal, in-charge of the Jamuna oil depot at Baghabari.

Baghabari fuel depot is one of the largest fuel depots in the northern districts, with a fuel reserve capacity of more than 7.5 crore litres.

"We have the capacity to unload three fuel ships daily at the three fuel jetties in the port, but they all arrive with reduced loads," he said, adding that if the Baral river channel is improved, fully loaded ships could be accommodated without any issue.​

 

[Saif]

Renewing inland water trade & transit protocol

Even before the independence of Bangladesh, the waterway was one of the key modes for the movement of freights with India like it was historically the case through the railway. Most of the railway network of Bangladesh was also built and developed in the British period, starting with a

thefinancialexpress.com.bd

Renewing inland water trade & transit protocol
Asjadul Kibria
Published :
May 18, 2025 00:27
Updated :
May 18, 2025 00:27

Even before the independence of Bangladesh, the waterway was one of the key modes for the movement of freights with India like it was historically the case through the railway. Most of the railway network of Bangladesh was also built and developed in the British period, starting with a 53-km long broad-gauge track between Darsana and Jagati, in 1862. The record also shows that steam navigation in inland waterways began in the mid-nineteenth century with passenger services between Kolkata and key river ports of erstwhile East Bengal. The river routes were relatively cheap compared to road transport. Nevertheless, since the independence of Bangladesh in 1971, the importance of waterways started declining, as the country became focused more on developing roads and highways. The emphasis on roadways has also put the developmental issues of railway to the backburner. Bilateral trade with India also largely depends on roadways, although waterways are still used to carry freight.

In 1972, two countries signed the Protocol on Inland Water Transit and Trade (PIWT&T) in accordance with Article VIII of the Indo-Bangla bilateral trade agreement. The protocol was signed to make mutually beneficial arrangements for the use of their waterways for commerce between the two countries. The protocol also allowed the passage of goods between two places in one country and to third countries through the territory of the other. So far, it is one of the few Indo-Bangla bilateral deals that is still working.

The protocol was initially renewable every two years. Later, in 2015, with a few amendments, the deal became renewable every five years. The relevant section of the protocol said: "It shall automatically be extended for successive five years unless either Government terminates the protocol by giving a written notice of its intention to terminate to the other Government at least six months before end of term. In case of termination, it shall cease to operate on the expiry of the respective term. But termination shall not affect the actions taken or agreements reached pursuant to this protocol."

Consequently, the protocol was formally renewed on May 20, 2020, extending the scope. Two new routes and five new ports of calls were included in the protocol, making the total number of routes and ports of calls ten and eight, respectively. As the renewed period of five years will end on Tuesday next, it is to see what the governments on both sides of the border do. Suppose the governments maintain silence and neither side gives any notice for termination. In that case, the protocol will get another five years of extension, with the current terms and conditions unchanged. The automatic renewal will be effective from May 21, 2025. So far, there has been no indication from any of the governments to terminate the deal, especially when the two countries' bilateral ties have come under serious strain.

In the face of a mass uprising, Sheikh Hasina, the autocratic prime minister of Bangladesh, resigned and fled to India for shelter. Since then, the two neighbouring countries' bilateral relations have deteriorated. New Delhi's unconditional support to Hasian and persistent intervention in the domestic affairs of Bangladesh during one and half decades of the Hasina regime made the people of Bangladesh angry and disappointed. Hasina unleashed a reign of terror and oppression in Bangladesh with the backing of India. Her regime brutally killed around 1,400 people during the student-led mass uprising when more than 20,000 were also injured. As Hasina took shelter in Delhi on August 5 last year, a new era of Indo-Bangla ties has also emerged where Bangladesh signalled for a balanced and mutually respectful relationship. As Hasina had turned the country almost into a 'vassal state' of India, her ouster irritated the Indian establishment. Even after nine months of the fall of Hasina, India is yet to accept the reality in Bangladesh, making it difficult to restore normalcy in bilateral relations.

Nevertheless, bilateral trade is going on as both countries are interdependent regarding many products and services, and it is not easy to shift the sources of imports within a short period. The trade and transit cargo movements under the inland waterway protocol routes have also continued, though the volume has declined. The Bangladesh Inland Water Transport Authority (BIWTA) statistics showed that the total volume of cargo carried under the protocol declined by 13 per cent to 4.13 million tonnes (MT) in FY23 from 4.74 MT in FY22. In FY24, the volume declined further by 2.50 per cent in FY24 to 4.02 MT. The official statistics also showed that during the first half (July-December) of FY25, the water vessels carried some 1.97 MT of cargo in various protocol routes. Despite adding new routes under the protocol five years ago, most of the routes remained unused.

The protocol's main objective is to reduce the cost of bilateral trade and allow India to transfer goods using Bangladesh's inland waterways. It is also known as a river transit facility.

Around 99 per cent of the cargo was carried under the inter-country trade arrangements, which means a negligible amount of cargo was transited through Bangladesh waterways from one part of India to another part. Another interesting feature of the cargo movement under the protocol is the dominance of Bangladeshi vessels, as around 99 per cent of the trip is conducted by Bangladeshi ships. It indicates that Bangladeshi water vessel owners have gained significantly in carrying bilateral trade cargo.

Against the backdrop, it is clear that the importance of the protocol is there, and both countries need to continue the arrangement for bilateral trade. The protocol also provides necessary transit routes for India to connect the northeastern region, known as the seven-sisters, with mainland India. Though the usage of transit routes is small, keeping them open is helpful for India in reducing the cost of transferring products from one part to another. Bangladesh also needs to continue the facility for the neighbouring country as the movement of transit cargo is still limited and does not bring additional pressure on the movement of local cargo vessels. It is to see whether both governments will go for auto-renewal of the protocol or amend the agreement.​

 

[Saif]

No disruption expected in river transport during Eid: Shipping Adviser

Like the previous Eid, holidaymakers are unlikely to face any trouble while travelling via waterways this time as well, said Shipping, Labour and Employment Adviser Brig Gen (retd) M Shakhawat Hossain on Saturday. "Our government has improved the communication network in the southern region. Durin

thefinancialexpress.com.bd

No disruption expected in river transport during Eid: Shipping Adviser

Published :
May 31, 2025 22:36
Updated :
May 31, 2025 22:36

Like the previous Eid, holidaymakers are unlikely to face any trouble while travelling via waterways this time as well, said Shipping, Labour and Employment Adviser Brig Gen (retd) M Shakhawat Hossain on Saturday.

"Our government has improved the communication network in the southern region. During the last Eid, there were no problems with the waterways last Eid, and there won't be any this time either," he told journalists while visiting the Ilisha ferry terminal in Bhola during a two-day visit, UNB reports.

Responding to a query about launching government-run ferry services on the Bhola-Dhaka route, Shakhawat said, “There is currently a shortage of ferries. Some are outdated, while others are still operating on the Aricha-Daulatdia route. If we had enough ferries, there would be no issue in deploying them.”

He noted that government ferries are currently serving several locations facing transport difficulties. “We’ve deployed ferries in Maheshkhali and Sandwip and now Kutubdia has also requested one.”

The adviser said that some new ferries are expected to arrive later this year, and “we’ll be able to distribute them across different locations accordingly.”

Bhola Deputy Commissioner Md Azad Jahangir and Additional Superintendent of Police (Administration and Finance) Md Sohan Sarkar, along with other senior officials, were present during the visit.​