Problems of Water Transport in BangladeshAnd It’s Possible Solutions

1.0 Introduction

Transportation, as old as human civilization means movement of people and goods to meet

the derived demands for the time being. Transportation systems permit people and goods

to overcome the friction of geographical space efficiently in order to participate in a timely

manner in some desired activities. The major classification of transportation system is

given below:

Fig 01: Classification of transportation system.

Travel by water is a very ancient practice. It predates the wheel, and still remains a vital

part of the transport mix for millions of people in rural and urban areas. Yet in a world

which associates roads and motor vehicles with progress and development, water transport

is neglected and undervalued. Rivers have long been natural 'highways' through land that

would otherwise be impassable. Rivers and canals are often viewed for their potential to

provide new land routes, or land for building development.

Water transport Bangladesh lies at the apex of the Bay of Bengal and has rivers that come

down from the surrounding countries and flow through it. Nearly the whole area of the

country consists a low and plain lands and about 7% of its surface is covered by a dense

24,000 km long network of inland waterways. Three major river systems and their

confluence form the world’s largest DELTA here. Bangladesh has about 9,000 sq km of

territorial waters with a 720-km long coast line and 20000 sq km of Economic Resources

Zone (ERZ) in the sea.

Air Transport

Transportation System

Land Transport Water Transport

Inland Costal

Highway Railway Domestic International

2.0 Existing Water Transportation System in Bangladesh

Water transport is an important component of Bangladesh's transport infrastructure. More

than half of the country's total land area is within 10 kilometers of a navigable waterway.

Inland water transport is responsible for carrying 36 per cent of the freight and 13 per cent

of all passengers in the country (World Bank Project No. BD-PE-9540).

2.1 At a glance (i)Total Length of waterways : 14000 km.(700 Rivers)(ii) Navigable Waterways : 5968 km. (Rainy season)

3600 km. (Dry season)(iii) No. of Inland River ports : 11 (Dhaka, Narayanganj, Chandpur,

Barisal, Khulna, Patuakhali, Baghabari,Aricha, Nagarbari, Daulatdia & Narsingdi)

(iv) No. of Coastal Island Ports : 23(Developed by BIWTA)

(v) No. of Ferry ghats : 7 (Aricha, Nagarbari, Daulatdia, Bhuapur,Sirajganj, Mawa and Charjanajat)

(vi) No. of Launchghats : 1330(vii) No. of Launchghats : 233

(Developed by BIWTA)(viii) No. of Passenger vessels : 230

Routes(ix) No. of Registered : 4372

Mechanised Vessels(x) No. of Registered : 783

Non- Mechanised Vessels(xi) No. of Passenger carried : 72.08 Million

(a) By Motor Launch : 65.72 Million(b) By Steamer : 0.97 Million(c) By Ferry service : 5.39 Million

(xii) Quantum of cargo carried : 5.87 Million (M. Ton)(xiii) Water Route Maintained by BIWTA (a) 12” Draft : Trunk Route Class-I 683 k.m. (b) 6” Draft : Transit Route Class-II 1000 km. (c) 3” Draft : Secondary Route Class-III 1885 km. (d) Less than 3’ draft : Class-IV 2400 km.

Source: Fleet: Register of Inland Shipping Dhaka, POMMD Chittagong and BIWTC; Statistical Yearbook of Bangladesh, Year Book of Chittagong Port Authority & Mongla Port Authority; Cargo: Individual operator and BIWTA; Department of Hydrography BIWTA; Between Bangladesh & India.

2.2 Existing Scenario

The water transportation networks, which vary from 6,000 km in navigable waterways

during the monsoon to about 3,800 km during the dry season, not only cater for inland

movement of freight and passenger but also play a key role in the transportation of import

and export cargo through the ports of Chittagong and Mongla. While the government

provides the infrastructures for inland transport, the services are dominated by the private

sector. The country boat plays a significant role and provides for about 58 % of the total

employment in the transport sector as a whole. The following public sector generally

provide all types of facilities, maintenances and make policies to stimulate the water

transportation system in Bangladesh:

Bangladesh Inland Water Transport Authority (BIWTA)

Bangladesh Inland Water Transport Corporation (BIWTC)

Chittagong and Mongla Sea-Port

Bangladesh Shipping Corporation (BSC)

The infrastructure facilities and services in the inland water transport (IWT) sub-sector are

provided by the Bangladesh Inland Water Transport Authority (BIWTA) and the

Bangladesh Inland Water Transport Corporation (BIWTC) respectively.

The seaports serving Bangladesh are Chittagong in the east and Mongla in the west. About

77% of total sea-borne export and import of the country are handled by the Chittagong

port. On average, Chittagong port handles about 80 percent of the imports and 70 percent

of the exports, while Mongla port handles the rest of export and imports freight. Both the

seaport of Bangladesh are suffering from “draft” problem, requiring lighter age to carry

cargo up to jetty from distant anchorage accommodating big vessels of over 25 thousand

DIVT. This problem will be attended to in concrete terms in the Fifth Plan.

In maritime shipping, the Bangladesh Shipping Corporation (BSC), a public sector

organization provides about 60 percent of the services in respect of Dead Weight Tons

(DWT), while Bangladeshi private sector provides only 40 percent. Presently, Bangladesh

handles only 16 percent of the overall import and export cargo.

2.3 Bangladesh Inland Water Transport Authority (BIWTA)

Under Ordinance No. LXXV of 1958 the Authority was set up in November, 1958

development, maintenance and control of Inland Water Transportation and certain inland

navigable waterways in Bangladesh.

2.3.1 Function of the Bangladesh Inland Water Transport Authority (BIWTA)

Carryout the river conservancy works including river training works for

navigational purpose and for provisions of aids to navigation, including marks,

buoys, lights and semaphore signals.

Disseminate navigational and meteorological information including publishing

river charts. Carry out removal of wrecks and obstruction in inland navigable

waterways.

Maintain pilot age and hydrographic survey services. Draw up programs of

dredging requirements and priorities for efficient maintenance of existing

navigable waterways and for resuscitation of dead or dying rivers, channels or

cannels including development of new channels or cannels for navigation.

Develop, maintain and operate inland river ports, landing ghats and terminal

facilities. Approve time tables for passenger services.

Conduct traffic surveys to establish passengers and cargo requirements on the

main rivers, feeders and crack routes.

Develop the most economical facilities for passengers’ traffic to ensure comfort,

safety and speed on mechanized craft. Fix maximum and minimum fares rates and

fright for Inland Water Transport on behalf of the Government.

Develop rural water transport by progressing of schemes for modernizing and

mechanizing country craft.

Ensure co-ordination of Inland Water Transport with other forms of transport, with

major sea ports and with trade and agriculture interests for the optimum utilization

of the available transport capacity.

Conduct research in matters relating to Inland Water Transports including

development of: a) Craft design b) Technique of towage c) Landing and terminal

facilities d) Port installations.

Arrange programs of technical training for Inland Water Transport personnel

within and outside Bangladesh.

Maintain liaison with the shipyard and ship repair industry to meet the

requirements of the Inland Water Transport fleet repairs and new construction.

2.3.2 Departments of BIWTA

Following 3 departments of BIWTA are involved in the operations of inland river port:

Engineering Department – responsible for construction, repair and maintenance of

shore facilities, such as, terminal buildings, terminal sheds jetties, wrong ways,

quays, godowns, roads and parking yards.

Conservancy and Pilotage – provides floating facilities, such as, pontoons, buoys

and moorings.

Port and Traffic – responsible for operation and utilization of the above facilities

and realization of port revenue from their users.

BIWTA’s Hydrography Department maintains the water ways for safe and effective

navigation and for other uses. Ports are operated and managed under certain specific legal

provision namely Port Act – 1908 and Port Rules – 1966.

Fig 02: Organization Setup of Bangladesh Inland Water Transport Authority

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Organization Chart

Chairman

Member Engineering Member Finance

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Fiel

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Bar

isal

N

aray

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j

Fiel

d of

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: B

aris

al

Nar

ayan

ganj

Fiel

d of

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: na

raya

n-ga

nj

Mym

ensh

ingh

Fiel

d of

fices

Bar

isha

l C

hitta

gong

Sira

jgan

j A

richa

Dha

ka

Nar

ayan

ganj

Khu

lna

Fiel

d of

fices

: Dha

ka

Nar

ayan

ganj

khu

lna

Bar

isha

l Cha

ndpu

r C

hitta

gong

Fiel

d of

fices

: Bar

isal

N

aray

anga

nj

Sira

jgan

j Aric

ha

Fiel

d of

fices

: Khu

lna

Cha

ndpu

r

Fiel

d of

ficer

s N

aray

anga

nj

Cha

ttago

ng

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

2.4 Inland Port Facilities

Following eleven Inland river ports have been developed and provided with modern port

facilities. These inland ports are directly controlled, managed and administrated by the

Ports & Traffic Department of BIWT Authority.

2.4.1 Dhaka Port

This port about 17 km ling situated on the bank of the river Buriganga at Dhaka. The port

was formally opened in June, 1967. Facilities include 2 nos. two storied terminal

buildings, 3 RCC jetties, 8 steel gangways and 20 pontoon jetties. Local traffic is mixed

with cargo trucks and passengers for the launches which is a real problem. There is no

railway connection to the port though the rail station is only 4 km away. The passenger

terminals serving the private launch services are provided with an 80 m long pontoon.

2.4.2 Narayanganj Port

The port situated on the bank of the river Sityalakhya at Narayanganj. The port was

formally opened in June 1955. Facilities include one two storied terminal building, 7 RCC

jetties, 19 pontoon jetties, Godowns covering 62,000 sq-ft (5,760sq-m). This port situated

about 25 km south of Dhaka, is served by rail and is considered on alternative access and

departure point for Dhaka bound & Dhaka originated cargo. Many private industrial

establishments such as jute processing industry have their own berthing and handling

facilities.

2.4.3 Chandpur Port

This port is about 7 km Long and is situated on the bank on the river Dakatia at

Chandpur. The port was formally opened in August, 1967. Facilities include one single

storied terminal building, 3 RCC jetties, and 8 pontoon jetties. Main activities are 2 jute

mills with berthing and handling facilities, intermediate stations of a good number of

passenger service and POL. The Government has a large store about 3 km inside the port

area.

2.4.4 Barishal Port

The port is about 5 km Long is situated by the bank on the river Kirtankhola at Barishal.

The port was formally opened in September, 1967. Facilities include one single storied

terminal building, one floating terminal and one terminal shed and 9 pontoon jetties. Main

cargoes handled are food, grain and fertilizer. This port is considered as the main

distribution point for southern area between Chittagong and Dhaka.

2.4.5 Khulna Port

This port about 20 km long was formally opened in March 1967 and is situated by the

bank on the river Rupsha at Khulna. Facilities include 2 (two) storied terminal building, 1

RCC jetties, 8 pontoon jetties, 2 godowns covering 4200 sq ft (about 400 sq-m). This port

handles a considerable volume of cargo and partially serves the function of a sea port as

most cargo originates from or destined or ocean going ships at Mongla, which is not

connected to the railway system. Jute bailing companies are dominating on the eastern

bank and Khulna shipyard is the most prominent for other industries.

2.4.6 Patuakhali Port

This port is situated by the bank of the river Lohalia. The port was formally opened in

November, 1975. Facilities include 1 (one) storied terminal building, 2 pontoon jetties.

Main activity is passenger traffic and local service of country boats.

2.4.7 Baghabari Port

This port about 5 km long, and is situated by the bank on the river Hoorasagar. The port

was formally opened in November, 1983. Facilities include 2 rams with 2 jetties and a

transit shed of 1080 sq ft (about100 sq-m). Main commodities are food grain and POL.

The highway to north Bengal runs along the boundary of the port.

2.4.8 Aricha

The port is situated on the bank of the river Jamuna. The port was formally opened in

March, 1983. Facilities include 1 storied terminal shed, 3 ferry ghats with pontoon and two

Ro-Ro ferry ghats. Mainly inter connecting ports to Nagarbari for road transports carrying

passengers. The other side is adjoining port to Daulatdia.

2.4.9 Nagarbari Port

The port situated on the west bank of the river Jamuna. The port was formally opened in

March, 1983. Facilities include 1 terminal, 1 pontoon jetty, 1 ferry ghat with pontoon and

two Ro-Ro ferry ghats. Mainly inter connecting ports to Nagarbari for road transports

carrying passengers.

2.4.10 Daulatdia Port

The port was formally opened in March, 1983 and is situated on the west bank of the river

Jamuna. Facilities include one landing pontoon and two ferry ghats with pontoons. Mainly

passenger launches are handled.

2.4.11 Narshingdi Port

This port about is situated by the bank on the river Meghna. The port was formally opened

in July, 1990. Facilities include one two storied terminal building and one pontoon.

2.5 Zone of water ways

For smooth and efficient operation and control on the waterways the, enter navigable

waterways has been divided in to the following zone:

Table 01: Zone of water ways

Name of zone District under that zone

Dhaka Dhaka, Mymensing, Gazipur, Tangail and part

of Jamalpur

Narayangonj Comilla, Narayngonj and part of Brahmanbaria

Barisal Faridpur, Bakerganj, Patuakali, Barguna,

Jhalkhati, Bhola, Pirojpur and western half of

Laxmipur.

Khulna Khulna, Jessore, Kushtia, Gopalganj, Bagerhat,

Shatkhira, magura, Jenidha and Narail.

Northern (Sirajgonj) Dinajpur, Rangpur, Bagura, Rajshahi, Pabna,

Tangail, Jamalpur, and Siranganj

Sylhet Sylehet, Sunamganj, Hobiganj, maulavibazar,

Netrokona and Gratter part of Kishorgonj and

remaining half Brahmanbaria

Chittagong Chittagong, Rangamati Hil Tracts, Bandarban

hill tracts, Khagrachari hill tracts and remanig

half of Noakhali.

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

2.6 Major Routes of the Inland Waterways

The major Routes of the Inland Waterways have denoted below:

Patu

akha

li (1

6)

Inland Water Routes

Narayanganj

Cha

ndpu

r (1)

Loha

jang

(2)

Tepa

khol

a

Loha

jang

(3)

Dub

aldi

a

Mad

arip

ur

Ban

dura

(4)

Goa

lund

o

Ber

a / S

irajg

anj

Sava

r (5)

Luki

a

Nar

sing

di/G

okar

nagh

at (6

)

Dau

dkan

di/M

achu

akha

l (7)

Jhal

kati

(12)

Srip

ur (1

3)

Path

argh

ata

Barisal

Kal

aya

Srip

ur (1

4)

Cha

r Bis

was

Patu

akha

li (1

5)

Mirz

azag

ang

Am

tali

khep

upar

a

Kau

khal

u (1

7)

Snka

rkat

i

Khulna

Mon

gla

(8)

Kur

ikha

nia

Mon

gla

(9)

Ella

r Cha

r / P

rata

pnag

ar

Man

ikda

ha (1

0)

Mad

arip

ur

Gaz

irhat

/ To

na (1

1)

Nal

di

Chatak Sachna(22) Mohanganj

Chandpur

Nan

dir B

azar

/ H

izla

-Baz

ar(1

8)

Gha

risar

(19

)

Nal

mur

i

Bhairab Bazar

Dila

pur (

20)

Fenc

huga

nj

Dha

ki (2

1)

Goalundo Kustia (23)

Kustia Kamarkhali(24)

Bagerhat Kamarkhali (25) Char Duani

Chittagong Kaptai (26)

Kaptai Rangamati (27) Marisha

Sirajanj Chilmari (28)

Inland Water Routes

Fig 03: Major Routes of the Inland Waterways

2.7 Some Significant Features

2.7.1 Bangladesh Inland Water Transport Authority Summary of Manpower as on 30.06.99Table 02: Summary of Manpower of BIWTA.

Name of Department Officer Staff TotalSanctioned Posts

Existing Post

Vacant Posts

Sanctioned Posts

Existing Post

Vacant Posts

Sanctioned Posts

Existing Post

Vacant Posts

Secretariat 30 24 6 181 151 30 211 175 36Ports & Traffic Department

76 52 24 599 482 117 675 534 141

Engineering Department

79 58 21 221 156 65 300 214 86

Purchase & Stores Department

13 9 4 69 51 18 82 60 22

Planning Department 16 12 4 19 16 03 35 28 07Dredging Unit 44 35 9 63 44 19 107 79 28Hydrography Department

96 66 30 163 136 27 259 202 57

Mechanical & Marine Engineering Department

27 21 6 363 281 82 390 302 88

Deck Personnel Training Centre

10 07 3 17 15 02 27 22 05

Accounting Department

48 39 9 155 126 29 203 165 38

Finance Department 31 17 14 49 40 09 80 57 23Audit Department 13 8 5 13 11 02 26 19 07Barishal Marine Workshop

28 8 20 386 135 251 414 143 271

Conservancy & Pilotage Department

44 27 17 1445 1291 154 1489 1318 171

Total 555 383 172 3743 2935 808 4298 3318 980Source: Annual Ports and Traffic Report 1998-99, BIWTA.

Bangladesh Inland Water Transport Authority Summary of Manpower as on 30.06.99

Fig 04: Summary of Manpower of BIWTA.2.7.2 Year Wise Revenue earning

Table 03: Year Wise Revenue earning

Year 1992-93

1993-94 1994-95 1995-96 1996-97 1997-98 1998-98

Revent Earning (Tk. In 00000)

1657.51 2020.86 2305.63 2694.99 2619.64 2722.17 ---

Source: Annual Ports and Traffic Report 1998-99, BIWTA.2.7.3 Revenue receipt by Bangladesh Inland Water Transport Corporation

Table 04: Year Wise Revenue receipt by BIWTA.Year Passenger service

(Lakh Tk.)Ferry service(Lakh Tk).

Cargo service(Lakh Tk.)

Total(Lakh Tk.)

1995-96 369 6130 612 71111996-97 402 7494 398 82941997-98 473 8019 210 87021998-99 480 6229 326 70351999-00 455 6303 371 7129

Source: Statistical Year Book of Bangladesh 2000, 21st Edition.2.7.3 Carrying Condition

Table 05: Year Wise Carrying Condition

Year 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99Cargo Carried in 00000 MT

Private 43.57 46.82 49.46 54.98 58.08 54.95 57.68Public 2.42 2.55 2.08 1.93 1.26 0.90 1.05Total 45.99 49.37 51.54 56.91 59.34 55.85 58.73

Passenger Carried in 00000NoS.

Private 426.18 578.26 571.00 581.70 671.50 760.30Public 68.70 84.60 97.80 95.50 120.90 117.70Total 494.86 662.86 668.80 677.20 792.40 878.00 720.80

Passenger 267664 267664 267664 267665 239693 239693 210672 210672

Carrying CapacitySource: Annual Ports and Traffic Report 1998-99, BIWTA.Comparative scenario between passenger carried and carrying capacity

Fig 05: Comparative scenario between passenger carried and carrying capacity.

2.7.4 Year wise no. of Vessels

Table 06: Year wise no. of Vessels

Year 1992-93

1993-94

1994-95

1995-96

1996-97

1997-98

1998-99

No. of Vessel

Private 4189 4320 4386 4534 4691 4835 4898Public 344 302 286 276 272 265 257Total 4533 4622 4671 4810 4963 5100 5155

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

Fig 06: Private and public vessels

2.7.5 Number of vesselsTable 07: Number of Vessels

Type NumberRegistered Mechanized Vessels 4372Registered Non- Mechanized Vessels 783

(Mill

ion)

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

Fig 07: Mechanized and Non-Mechanized vessels.

2.7.6 Water Transport StatisticsTable 08: Water Transport Statistics

YearCountry boats 1995-96 1996-97 1997-98 1998-99 1999-00Motorized (‘000’ nos) 64 64 65 65 65Passenger (‘000’ nos) 152 142 131 135 138Cargo (‘000’ nos) 52 76 71 73 74Source: Statistical Year Book of Bangladesh 2000, 21st Edition.2.7.7 No. of Launch operator

Table 09: No. of Launch operatorYear 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-98No. of Launch Operators

589 592 643 591 531 536 536

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

2.7.8 No. of Launch Routes and ghatTable 10: No. of launch Routes and ghat

Year 1993-94 1994-95 1995-96 1996-97 1997-98 1998-98No. of Launch route

214 223 240 225 227 230

No. of Launchghat 1304 1310 1317 1320 1325 1330Source: Annual Ports and Traffic Report 1998-99, BIWTA.

2.7.9 Passenger’s fares freight ratesThe following passengers’ fares have been fixed from the dates the dates shown against each for single journey by motor lunch services and service maintained by steamers. Motor lunch passenger services maintained by private sector operators. The following fares are effective from 06.10.90.

Table 11: Fare rate per kilometer

Type Rate

Deck class

Flat rate chargeable Tk. 0.75 per passenger per km. up to 100 km, Tk.68 per passenger km. after 100 km.

Minimum fare chargeable Tk. 5.00 pe passenger1st class cabin of double decker Tk. 1.80 per passenger per Km.

Upper class

vessels 1st class cabin of double decker not categorized facilities

Tk. 1.35 per passenger per km.

2nd class cabin of double decker and upper class of single decker

Tk. 1.35 per passenger per km.

Inter class of all double decker vessels & upper class decker

Tk. .67 per passenger per km.

Source: Annual Ports and Traffic Report 1998-99, BIWTA.

2.7.10 Value added of transport sectorTable 12: Summary of Value Added of Transport Sector at Current Price

Item 195-96 1996-97 1997-98 1998-99 1999-00Current Prices Million Taka1.0 Land Transport1.1 Bangladesh Railway1.2 Mechanized Road Transport1.3 Non-Mechanizes Road Transport

10275724926087539391

11049624136597742106

12023725807266044997

13083226507990148281

14462627699000851849

2.0 Water Transport2.1 Mechanized Water Transport2.2 Non-Mechanized Water Transport

22825140228803

23102147608342

23263153947869

24035158168219

24903163648539

3.0 Air Transport 2496 2393 2797 3201 3731Source: Statistical Year Book of Bangladesh 2000, 21st Edition.

Comparative scenario of value added of Transport sector

Fig 08: Value added of Transport sector.

2.8 The River

In Bangladesh most of the enormous rivers delta where the three big rivers Ganges,

Bramaputra and Meghna with all their tributaries meet before flowing out into the Bay of

Bengal. It is therefore easy to understand that this network of river serves as the most

important transport system in the country. Within the 143998 square kilometer of

Bangladesh there are approximately 5968 kilometer navigable rivers in the monsoon

season. Shrinking is to approximately 3600 kilometer in the dry season.

Comparative scenario of navigable water ways in Bangladesh in dry and rainy season

(Mill

ion

Tk.

)

Fig 09: Navigable water ways in Bangladesh.

2.9 Weather condition

Due to its location in the topical belt, there are two distinct seasons in Bangladesh, the

monsoon or the wet season from June to early October and the dry season from Mid-

November to the end of March. The tidal bores and Cyclone mostly occur in the short

periods between the two seasons. Cargo handling under such climatic conditions is often

hampered and required particular attention.

2.10 Navigation

The biggest problem for river navigation as well as for any port operation in Bangladesh is

changing of river banks and silted erosion in the existing river beds. For instance withinthe span of 300 years, the river bed Brahamaputra river has shifted more than 97 kilometer

from the north of Dhaka to the south west of the city. However, the navigable routes are

classed according to the draught allowed for vessels navigating the routes usually 3.6

meters, 1.8 meters and 0.9 meter. The title variations are quite big at the lower of the river

which is generally encountered up to 6.1 meters in the costal areas.

2.11 Standard of water transport vesselsThe inland fleet is subdivided into the dump fleet and the self-propelled vessels. The dump

fleets are two types- towing vessels and dump vessels, and vessels are Cargo vessels and

passenger vessels. They have also some standard according to their dimensions.

Some important standard dimensions of the vehicles on the waterways are as follows:

Table 13: Representative dimensions of the vessels

DimensionSteam Steam Diesel Steam Diesel

DraughtlengthBreathHeadwayOver keel

Paddle6 ft237ft60 ft

40ft

Screw6ft105ft26ft

34ft

5.5ft102ft26ft

42ft

7.2ft135ft27ft

53ft

8ft85ft24.5ft

46ft

Dis

tanc

e (K

m)

EngineHorse-powerNumber

120NHP11

45NHP24

600NHP44

143NHP3

320BHP4

Source: Inventorization of the Waterways.Table 14: Representative dimensions of flats

Flats Inland Sea-goingPrevailing type Largest type

DraughtlengthBreathHeadway Over keelHorse-powerNumber

6ft220ft32ft750 tons34ft54

7ft240ft35ft880tons36ft32

7ft195ft30ft550tons32ft11

Source: Inventorization of the Waterways.Table 15: Representative dimensions of Barges

Barges Inland Sea-goingPrevailing largest type Pusher barges

DraughtlengthBreathHeadway over keelNumber

6ft75ft18ft100 tons13ft212

6.5ft100ft19ft220 tons14ft18

6ft100ft26ft266tons±13ft27

5.7ft104ft29ft300tons15ft28

Source: Inventorization of the Waterways.Table 16: Representative dimensions of cargo vessels

Draught in ft

Length in ft

Breadthin ft

Headwayover keel

in ft

Cargo capacity in tons

Engine horse power

Inland CargosteamerPass/ cargoLaunchCargo launchSteel hull

6

34.56

236

6080125

60

192424

41

192332

400

3580200

120NHP

110BHP200BHP300BHP

Seagoing CoastalVesselTankers

1211

174208

2836

5773

7001000

850BHP1100BHP

Table 17: Representative dimensions of passengers vessels

Draught in ft

Length in ft

Breadth

in ft

Headway

over keel in ft

Passenger

capacity

Engine horse power

Inland SteamerSingle-deckerDouble-decker

6.034.5

23560100

592025

45.52030

1250150500

110NHP165BHP300BHP

Seagoing Z-classL.C.T

7.54.5

194125

3427

6736

272200

900 BHP600 BHP

Source: Inventorization of the Waterways.

From this discussion it should be necessary that in case of water transport system every

type of vessels must be properly designed and their way also be planned wise.

2.12 Fifth Five Year Plan (1997-2002)2.12.1 Strategies for Water Transportation

The strategies to be pursued during the Fifth Plan are as follows:

Completion of spill-over projects on priority basis and utilization of existing assets.

Development of necessary dredging capabilities, both for ‘maintenance’ and

‘capita’ dredging.

Promotion of mechanization of country basis by providing technical support and

credit facilities.

Development of inland container river ports with back-up facilities.

Operation of services in public sector only in those locations where private sector

is not interested.

Development of modern ‘ship-to-ship’ and shore-to ship’ container handling

equipment in ports.

Development of appropriate regulatory framework and incentive package for

increased participation of the private sector in port development activities

establishment of container terminal and ferry services and procurement of

container feeder vessels and mother tanker.

Reduction of dwell time of ships in ports by increasing the terminal facilities.

Organizing adequate training for increasing operational efficiency and

development institutional capability by keeping safety and pollution free

waterways.

Development of training facilities for cadets, seamen, IWT crews in the existing

academy and training institutes.

2.12.2 Programs for Water Transportation

The sub-sectional investment programs are as follows:

Development of inland waterways by dredging and establishment of launch

landing stations, ferry ghats, inland river ports or container ports.

Procurement or construction of inland and costal passenger vessels, container

vessels, floating dock, dredgers and sea trucks, tugs and rehabilitation of

passengers vessels 4 Landing Craft Types (LCT) vessels and ferries.

Expansion of 2 container terminal and bunkering facilities and procurement of

container handling equipment including gantry cranes high powered tugs.

Undertaking programs for the dredging of the Passer channel, replacement of

cargo or container handling equipment, construction of multipurpose berth with

back-up facilities and light mover and procurement and installation of beacon

signaling devices at fairway buoy at Mongla port.

Development of facilities to handle containers from 290330 TEUs capacity in

1996-97 to 522547 TEUs in 2000.

2.12.3 Private Sector Participation

Private sector participation will be encouraged in the following areas:

Construction and operation of container terminal as well as bulk, break-bulk,

multipurpose berth and specialized cargo berths out side the port protected area;

Creation of container freight service (CFS) and inland containers depots (ICD)

facilities, inland river ports, container ports/transshipments port;

Designing of equipments for port handling, etc;

Transportation of containers from sea ports to Dhaka ICD;

Increased operation of ocean-going vessels and Increased involvement in the areas

of inland dredging operation, maintenance of ferry ghats and development of rural

launch landing ghat.

2.12.4 Financial Outlay

The financial outlay in the fifth plan for the public and private sectors is given below:

a) Public sector outlay

At 1996/97 prices, a total of Tk. 13,550 million has been earmarked for the shipping sub-

sector during the Fifth Plan. Out of this financial outlay, Tk. 9,750 million will be spent

for completion of the on-going projects and Tk. 3,800 mllion for taking up new projects.

The program-wise break-down of the public sector outlay in the Fifth Plan is shown in

Table 18.

Table 18: Public Sector Outlay for Water Transport during Fifth Plan (at 1996/97 prices)

Programs/Projects Financial OutlayOn-going Projects

New Projects

Total

Development of inland waterways 500.00 100.00 600.00Inland river/Container ports 2,500.00 500.00 3,000.00Development of launch landing system 350.00 450.00 800.00Acquisition of new dredgers (for IWTA/Mongla port)

600.00 600.00 1,200.00

Procurement of Ro-Ro Ferries/Costal Passenger vessels (for BIWTA/BSC)

850.00 850.00 1,700.00

Rehabilitation of selected vessels (of BSC/BIWTC) 400.00 -- 400.00Construction of Container Terminal (for Chittagong port)

4,000.00 -- 4,000.00

Replacement of container/cargo handling equipment (for Chittagong and Mongla ports)

-- 1,000.00 1,000.00

Maintenance dredging at Mongla 300.00 100.00 400.00Other infrastructural development 250.00 200.00 450.00Total 9,750.00 3,800.00 13,550.00

Source: Fifth Five Year Plan (1997-2002)

b) Private sector outlayAn amount of Tk. 35,000 million is expected to be invested in the private sector

particularly in the field of procuring ocean going vessels and river craft, establishing

container depot, container ports/transshipments port, cargo jetties in two ports along with

container handling equipments etc. Foreign direct investment will be encouraged to come

in as joint venture with local entrepreneurs and participate in development of these

facilities and transportation.

3.0 Problems and Possible Solutions

Water transportation acts as an important transportation route from the very past. It has

some characteristics such as government took responsibility of improvement and

maintenance, waterways as public transport, classes of operation, free use, cheap

transportation, slowness, passenger facilities etc which are responsible for various

advantages of waterways. It’s true that it helps to improve the economical, social and

political conditions but there has some problems, which couldn’t be possible to overcome

still now. Here water transportation problems are divided into five categories for analysis

opportunity. The problems are described below:

Problems Of Water Transportation:Physical Problems

Policy oriented Problems

Disadvantages of conference system

Port Problems

Ownership Problem

3.1.1 Physical Problems

Slowness: The speed of water transport is slow in compare with motor or rail

transport. Speed is also decreased for hostile wind or tide of the river. In the other hand

it takes enough time to load and unload goods, to get in and get down of the passenger

in different inland port so that it is not dependable way for quick journey.

Circuitous routes: In water transportation, the transports have to travel a lot of

circular routes, which increases the distance among the ports. Another thing is that

they have to careful about sand-bed, stone, hills, algae etc for preventing accidents.

These things are also responsible for circuit way.

Configuration of soil is a hindrance: Hilly rivers are totally non-navigable and risky

for water transportation because of obstacle elements such as waterfall, iceberg etc.

Beside of this frosty climate of hilly region also creates risky situation in water

transportation.

Inclement weather: Natural calamities such as storm, cyclone, hurricane, frost etc

creates a great impact on water transportation. Shipwreck, sinking of boats etc occurs

in this foul weather, which damages property and causes loss of life.

Seasonal character of service: The character of water transportation is changed in

different season. In the rainy season the transportation flow is smooth and minimizes

the distance of destination. But in winter season the water level falls at a highest rate

which causes the travel discontinued.

Interruption of service due to floods: Flood causes various damages and disasters

and flooded area have some obstacles too. The city, ports, villages etc goes under

water during flood and fill up the riverbeds with silt. Moreover water transport is risky

and non-navigable in flooded area.

Navigability: Navigation is an important factor for any water related transportation. If

the river loss its navigability the port as well as the water transports loss its functions.

So if the waterway loss its navigability it becomes a great problem. The Brahmaputra

River at some places has dried which is hampering the boat movement from Roumari

and Rajibpur upazilas to Kurigram there by causing sufferings to the passengers.

Although the Brahmaputra River dried up in some parts every year but this year the

position has taken a serious turn. The passenger and goods carrying boats coming from

Gaibandha and chili Mari to Raumari are suffering. In the waterway of Isamoti River

Salayzza, Kollayl and Bhangavita area the river is dried off. So people face serious

problem and engine boat wait for flow tide for their movement. As a result

businessman and other people need extra money for their movement on the river way.

(Source: The Daily Star, 3rd April, 2004)

Insufficient port: Ports are inadequate which is an important problem. The total

waterway can’t be utilized properly for insufficient port. Transport loading and

unloading time of ferry service in Aricha and Natakhola is much time consuming lack

of sufficient ferry ghat. As there is no extra space in ghat of Aricha and Natakhola, the

transports have to be requiring more than one hour. As a result, the price of goods is in

increasing to arrive late of goods carrying trucks. (26th December 1999)

Overall situation of water transport: The overall inland water transport situation is

worst. Most of the transports are backdated, lower quality and unfit to use. So in most

cases those become unsafe, unhealthy and worst in condition. They take passengers

more than their capacity and causes accidents.

Table 19: Accident of Inland Ships during 1976-2002

Year No. of Accidents

No. Of Death No. Of injured No. of missing

1976-89 84 913 30 -1990 13 168 - -1991 11 19 3 -1992 17 5 3 -1993 24 183 24 -1994 27 303 20 -1995 19 40 79 601996 20 147 5 471997 11 102 36 21998 10 91 91 581999 6 104 - 112000 9 353 50 502001 17 33 3 13

2002 17 297 11 -Source: BIWTA yearbook.

Unavailability of transport tools for making transport: Another problem is

unavailability and inadequacy of tools and accessories for making transport such as

woods, irons etc.

Insufficient warning of weather condition: Weather signals are not good enough to

control movement during inclement weather.

Absence of adequate dragger: Dragger is inadequate in number and to fulfill the

demand the authority have to rent the dragger. The six among seven dredgers have

serviced at Aricha, Natakhola and Dulatdia of dredging unit. It is very difficult to

continue navigability in Padma and Jamuna through 22 year’s old defaulted dredgers.

(26th December, 2000)

Political domination: Water transport influences the political domination, which

would be negative or positive. If this domination interferes in the internal affair of

other countries it threatened the country peace and liberty. British rules India continent

200 years and water transportation was the beginning of their coming to this region.

3.1.2 Possible Solutions

Water transportation is the cheapest travel option. It has no permanent expenditure. It

has many problems as well as many advantages too such as;

It can be used freely.

It has less motive power.

Large carrying capacity.

It causes the development of trade and commerce.

Consumption of foreign goods.

It causes the economic progress.

It creates the economic and geographic intercourse.

It helps in cultural exchange.

The preferable solution would to maximizing the advantage options of water

transportation and minimizing the disadvantages.

The most convenient way for economically improvement in Bangladesh water

transportation system is to maintain and develop of waterways. The rivers which losses

its depth or dried off should dragged and maintained properly. The maintenance and

construction cost is comparatively low from others. The waterways should extend so

as it can properly utilize in equally distributed motorized water transports and country

boats. These fulfill some purpose such as; employment, development of trading,

commercialization of agricultural goods.

Expansion, modernization and development of facilities for making and repairing of

inland water transport are necessary. Existing factories are of lower quality with

inadequate modern machineries and skilled labor.

Fast moving transport can be introduced in different districts with reasonable cost. The

success of this depends on government help with proper coordination.

Huge programs should take to make the country boat into mechanical order.

Cement, concrete and fiberglass can be used to make country boats through some pilot

project.

The number of transports should be made to fulfill the need of passengers as well as

carrying goods.

Major ports and second-class inland ports should be developed.

The reclamation is needed of waterways and water transport.

There should make facilities on the place where the passengers get in and get down

from the water vehicles.

There should establish adequate number of scientific weather forecasting office to get

immediate news of weather condition for security from storm, cyclone and other kinds

of natural calamities.

Provision of duty-free or low duty import of engines and spares for mechanization of

country boat should be made.

3.2.1 Policy oriented problems

Economic problem is the most important in policy-oriented problem of water

transportation. The private investment is very low in inland water transportation

because of mainly two reasons: Lowest profit rate & Highest tax rate. There are

different categories of tax: Rental tax, Tax on goods, license fee, registration fee, tax

per tonnage, survey fee, inspection fee etc.

BIWTA tax: Maintenance tax, pilot age tax, canal sub tax, loading and unloading fee,

bathing, port tax.

Municipality tax: Municipality revenue and taxes, tax on storage goods, tax on fuel oil

and coal.

Inland water transport needs more investments for its transports and accessories.

Comparatively railway and roadway needs less than that. Government gives long-term

loan with low interest rate in many sectors but inland water transport sector is

excluded in that. It demands high making cost and proper maintenance cost which

discourage to invest on it

The local investors very small amount to invest. For this reason they also fails to get

the necessary bank guarantee which is important factor to get the loan from bank. So

the amount of investment is very low in local level.

Different diplomatic causes are not preferable for inland water transport. The

regulations, which follow to supply the parts and maintenance accessories, create

problems in the case of private investors. Huge goods are imported by railway, which

also can be imported through waterway at the same or lower rate, but these

possibilities are neglected for the lack of effective policy.

There has imbalance in export and import sector. In Chittagong port the imported

goods are imported much more than exported good. There has imbalance between

them. But in Mongla port this imbalance of export-import is comparatively less than

Chittagong port.

Sometimes water transport system can’t follow the principles of differential charging

and the value of service principles. Lacking of policy and proper coordination is

responsible for that. Irregularity of serial, counter raid and useless situation are created

in ferry service of Aricha-Natakhola. The political influence is responsible for all of

this. It is complained that, arranging serial among the staffs of BIWTC in1 no. counter,

they are served eight trucks of goods on ferry through getting bribe per one truck. (8th

December,2000).

Competition in water transportation becomes a policy related problem though the

causes are the characteristics of waterway and water transport such as freedom of

ocean highway, mobility of ships, small investment, fluctuation in traffic, regulations

of rates and fares etc. Some times competent person is deprived from the competition.

Movement of ferries between Aricha-Nagerbaria and Aricha-Daulatdia Ghats

remained suspended for six hours, as four were stack up at char-land in the midstream

of the Jamuna so create problem of vessele management. (17th February 2000)

3.2.2 Possible Solutions

The importance of water transportation and the importance of inland water transport

authority should thoroughly discuss. For thoroughly discussion and to take the

responsibility of important matters a separate transport planning group in planning

department should establish.

Transport distribution in different transport management should consider the following

matters:

Actual expenditure of a ton/mile.

The comparative situation of transport facilities with respect to nature.

To specify the transport with respect to object.

Beginning and end point of the transport.

It is necessary to invest more amount of money in inland water transportation sector.

The loan should be provided long term with low interest rate.

To influence the private investors and to figure out the problem of low capital, a equity

capital corporation need to be set up. This corporation will take the responsibility of

supplying the necessary capital. This matter needs to be well discussed.

Government should take the responsibility of maintenance of waterways.

For the new companies and the extension and modernization of the old companies ‘tax

holyday’ concept can be applied.

Companies involved in water transportation have to give many types of taxes. These

should be thoroughly discussed and should minimize the number of the taxes. The

number of taxes should be same as road and railway.

There has no proper statistics about the characteristics and actual number of country

boat. So a detail survey is needed for the mechanical improvement of the country boat.

Mechanization is costly so that ‘tug’ can be brought to pull the boat. To make it

successful the system of making the boat should be improved and the quality of boat

wood should be high in quality.

The capacity of water transport is mostly wasted. A ‘logistic’ office can be placed to

minimize this wastage and for the well distribution of the goods into the whole country

from port. To prevent the wastage the ‘demurrage’ concept can be applied.

Cooperative society or company can be made by the transport owners to make safe,

cheap, high standard and skilled maintenance. These companies should have right of

pre-emption for loan.

Laws should be provided for the making of water transport and survey.

There should have a shipyard and a jetty in every port for the proper utilization of

water transportation.

Bangladesh will be able to draw on Dutch expertise in the institutional reform of its

water sector and the development of a water policy. The Dutch State Secretary

Monique de Vries and her Bangladeshi counterpart agreed this recently during a

working visit to Bangladesh. Water management has long been an important element

of cooperation between the two countries, both of which are confronted by high-water

problems, but to date this has been largely confined to technical project assistance.

During her visit to Bangladesh the State Secretary offered a three-dimensional model

to the Bengali River Research Institute with which the behavior of rivers can be

simulated.

The respondents made an insignificant number of trips using water transport, but

respondents traveled substantial distances and took considerable time using water

transport. Respondents made longer and faster journeys using launches/steamers on

river routes, rather than when using country boats on other water routes. Country boats

are suitable for making transport efforts, but indiscriminate building of roads, road

structures and water control structures have obstructed the movement of country boats

and thereby hampered their use and there is a need for a wide analysis of rural

transport, taking a more holistic approach, considering both land and water transport

networks with a view to solving specific problems.

3.3.1 Disadvantages of conference system

The shipping company and merchants is not only faced benefits but also a group of

problems. The problems are discussed below-

Survival of the strong: Under the conferences system, the shipping company is

competed with other shipping companies, which belongs not to this system and the

new comer companies cannot be progressed with the combined competition of the

shipping company belongs to the conferences system. As a result, these new

companies are expelled from the trade of transportation.

Policy against independent shipping: Sometimes the conferences prepare some

policy which harmful to the development of the independent international shipping.

Long time rabate system is arranged for the merchants to make active co-operation for

trading from them and they are obedient to the conferences by getting many facilities.

It is engaged the influence of merchants by tricks. But giving such like illegal facilities

is forbidden against independent international shipping.

Dual rate system: This system indulges the contrast and the shipping conferences

exchange different commodities by different rates. The other companies are not

separated from this system. As a result a group of merchants enjoy long time rabate

system and suffer the merchants who giving a high rate of commodities.

Lack of standard classification of freights: Though the shipping conferences gain

monopolized facilitate in regionalized trade, they cannot be established standard

classification freights. The merchants’ can not determined the tax from commodities

lack of rate list and standard classification of freights engaging for all sector.

Problems of rabate system: The recently arrived institutions become depressed

imposing rabate system by the conference organization. Because regular and smooth

water transportation are not secured by this system. In fact, well competition increase

perfectness, which is discouraged by the conference organization.

Preferential treatment: The conference organization does not serve the same

standard conveniences for all shippers. They prefer to serve those shippers,

organization or authority from which facilitate much comparatively. Rail Corporation,

government organization, superb company or merchants are the significance examples.

Competition along monopolists: The conferences systems can be regularized or

irregularzed. These conferences have been engaged in competition among themselves.

As each monopolist enjoys facilities so their competition will be strongly. These spent

much in various sectors to influence one another. As a result, it creates harmful

competition in economy.

Elimination of business monopoly: The shipping organizations under the

conferences system influence the monopolists and decrease the competition of

business. Superb merchants benefited to increase value. On the other hand, it is

impossible to hold in business for the small merchants. So, the exiting condition of

business becomes too worse.

3.3.2 Possible Solutions

The survived shipping company may make a chance to the newcomer company. Both

the shipping companies can be arranged an agreement where the company under

conferences system discharging for open trade of the new comer till a few years.

The shipping conferences have to be restricted of their trade system. Especially in the

international shipping, they have to be much careful for their merchants but not giving

illegal facilities. Because it creates monopolized economy, which is harmful to

international trading system.

There are must be taken a policy which control the rate of commodities and the

shipping conferences and other company have to be maintain a registered rules which

rate indicating according to the commodities. As a result, it saves the suffering

merchants by preventing dual rate system.

Fixed rating list and standard deviation of freights may solve the rating problems. The

shipping companies must be co-operated among them to determine tax.

Under the conference system, the shipping organization must be created a chance of

recently arrived shipping company by discouraging the rabate system.

Monitoring system of shipping trade is another alternative solution. It takes steps

against the preferential treatment, which encourage the recently arrived organization.

The conferences system can change the angle of sight by imposing universal policy

between shipping company and merchants.

All members of shipping companies and merchants may make co-operation between

themselves. As a result, the small merchants have a chance to hold and extend their

trade.

3.4.1 Ownership Problems in Water Transport

Controlling in ownership: The ownership of water transport is divided in government

and private. So it is difficult to control the international communication of port

because of including two organizations in same sector. It creates inequality to weak

owner through strong owner.

Lack of proper government policy: The private organization cannot be attracted to

international transport system because of insufficient government policy. It is filled

with risks and limitations.

Competition between private owner and government owner: It is important to take

step in same sector of private and government owner. But they engage to competitive

in international trade of commodities. Moreover many foreign shipping companies are

also included in such competition. So it is seen harmful to the owners of private and

government for our country because they not only competitor themselves but also

other companies of foreign owners.

3.4.2 Possible Solutions

There must be create co-operate situation between ownership of government and

private sector. Government ownership is wider organized than private ownership. So

understanding is another factor to control the trade because both of the sectors are

included in the same water transportation system.

Government policy should be perfect for not only government ownership but also

private ownership. As a result, the private organization is encouraged in international

transport system and the national economy becomes healthier.

Competition is occurred because private owner and government owner want to more

facilitate. A contract may be changed the angle of sight, which is imposed policy for

all organization. As a result the foreign shipping company is obstructed in the

competition of international trade.

3.5.1 Port problems

Port is important in trade sector to import and export commodities. It has some problems

has been discussed below-

Storage problems: Sufficient storehouses are needed to maintenance moving

commodities from harmful position in the port and terminology. But lack of

storehouse is found in every port, landing ghat and terminology. As a result, it is lost

the faith lack of reservation of commodities in port.

Problems of salvage unit: The water accident is occurred by flood, heavy rain,

cyclone, mist etc every year in our country. For all these occurrences, it cannot create

sufficient arrangement to save from accidents in Bangladesh. As a result many lives

and a lot of commodities have been being lost.

Difficulties in wireless communication: Well-organized salvage unit is nit possible to

develop lack of wireless communication in inland way. If it is established in every

transport, it can be possible to reach news of flow-tide, cyclone to the sailors

decreasing such like accidents.

Robbery in waterways: Rubbery is seen occurring in the waterway of our country.

As a result the passengers and sender of commodities are felt unsecured. This type

rubbery is occurred by lack of police or guard. At present government engages police

in waterway.

Absence of government policy: The influence of government or non-government

sector is not preferential which being not very distinctly. Moreover the well policies

are not established to deliver goods to the inland from port. It is more suitable to carry

goods from Chittagong port by using water transport than railway.

Maintenance problem: In Bangladesh, river erosion, trees, buildings are broken

every year by the cause of sufficient rain, flood etc. and the water way is filled up of

the river. Moreover it is found river carrying sand and silt. Many rivers are changing

its way every year. For all these reasons, it is conflicted on the moving way of ship in

waterway. There are so many rivers in our country and it is very expensive to dig in

such wide river. All these reasons have been shrinking the water way continuously

lack of sufficient maintenance.

Traffic congestion: Traffic congestion is regular problem in water transportation in

Bangladesh. Traffic jam at Aricha, Daulatdia and Nagarbari ferry ghat remained

unchanged as six ferries went out of order and the river erosion continued near Aricha

Ghat. BIWTC sources said the traffic congestion was created due to abnormal rise the

water level of the Padma, Jamuna and delay in loading and unloading due to 1.5 km

erosion at Aricha. (17th Februry, 1999).

3.5.2 Remedial measures (solutions)

There are sufficient possibility to extension and development of water transportation in

Bangladesh. The possible solutions of water transport problems have been discussed

below-

Financing: Financing condition is significance for arranging the development and

extension of water transport. Sufficient financing is necessary for importance water

transport, selling machines, construction of terminal, port or ghat, pontoon, barge,

steamed launch water transport survey, lighting etc. This delivering finance may be

gain through foreign debt or government.

Technical training: To build skilled mechanics and engineers, sufficient technical

training will have to be arranged for the purpose of management, repair and

maintenance. The skilled marine academy will have to be increased. Even it will be

trained from foreign country. Moreover sailors and other skilled and experienced staffs

must be engaged in service for a long time.

Proper maintenance: It is very essential to arrange the maintenance of water

transport, ship and other transports. The sustainability of water transport can be

possible to extend through well monitoring and maintenance. The staff will be built in

such a way that they are not shown in maintenance.

Formation of strong salvage unit: A strong salvage unit is essential to risque

distressed people from various natural calamities, and other reasons in our country.

This salvage unit can be helped to decreases the amount of loss in case of accidents by

taking proper attention.

Creation of storage facilities: Progressive storage facilities are necessary in port area

to prevent loss of goods. The price of good can be possible to fix and the helping hand

can be extended for losing people through storage facilities.

Development of wireless communication: Modern wireless communication system

significant to arriving news of ill weather and helped to move the transport carefully in

waterway. It is also essential to concern fisherman and water transport in deep sea.

Excavation of waterways: Digging waterway and increasing deepness of water help

to continue well transportation system in Bangladesh. In every year, the base of river is

filled with soil, sand etc. Dredger should be imported to ensure smoothly

transportation system.

4.0 Greater Dhaka metropolitan area integrated water transport study

4.1 The waterways ring

Narayanganj and as far north as Tongi is fully encircled by a continuous ring of

waterways comprising the BuriGanga River, Turag River, Balu River, Lakhya

Riverand Dhaeeswari River.

At Tongi in the north, about halfway round the ring from Narayanganj, the ring’s

navigable continuity is seriously impeded by the low height clearances for vessels

beneath the road and rail bridges. Navigability along the entire length of the Tongi and

the Turag River is also impeded by there being little water depth in the dry season.

4.2 Waterways within the ring

Within the waterways ring encircling greater Dhaka is or another network of

waterways comprising river arms, khals, bodies of water are definable lakes.

Man-made developments have either intentionally, or by default, severed many

connections being in many isolated sections with physical obstructions, notably

landfills or boxed culverts, interrupting through routes in numerous locations.

The lakes at Dhanmondi, Gulshan and Banani remain very much intact and

environmentally attractive but many of the remaining khals are now seriously polluted

or choked.

Traveling the clockwise around the ring, starting at Old Dhaka, the list of waterways

within the ring which are of any significance, are:

Old Dhaka’s Dholai Khal: It has become choked even its surviving length, which once

penetrated Old Dhakato serne its market.

Buriganga River to Hazaribagh: North of the busy commercial river frontage of Old

Dhaka is a natural and still intact, river arm to Nawabganj and beyond to Hazaribagh. This

waterway should be protected as a navigable facility for the transport of some

consignment goods.

Turag River to Rayer Bazar: Another surviving natural rive arm was well used to

deliver produce to the area. Now it is used for commercial purposes up to the

embankment.

Turag River to Muhammadpur & Kallyanpur: The flood protection embankment has

severed the waterways connection from these two suburban areas to the river.

Khals between Mirpur and Tongi:

The Turag River itself provides the waterways link between Mirpur and Tongi but

connecting the same two places by the Digun, Ibrahimpur and Abdullahpur Khals. For

transportation, the connection with the river has been severed at all points because of

the embankment. Thus, despite the sluice gates, these khals have become isolated so

far as navigability is concerned.

There are no direct road links between the two expending areas of Mirpur and Tongi.

Thousand of persons wish to travel from Mirpur to the site of pilgrimage at Tongi near

to the point where the Abdullahpur Khals join the Turag River but on the opposite

bank. The river Turag would likely be the more practical and economic means by

developing the khals and the accesses at both ends to them.

Balu River to Rural Areas East to Airport: Southwards along the Balu River, next

encountered are the accesses to the network of waterways which retain the greatest

importance of any within the ring such as navigability, developing a small scale inner-city

port etc.

The river support some traffic carried but beyond rampura only the smallest of boats

may proceed because of the low height clearance beneath the road bridge, which takes

the Asian Highway/Dhaka By-Pass over the Gazaria khal.

Dhaka have a small city-port developed at MaghBazar if the existing bridge were to be

raised, if the embankment were to incorporate locks and if the Gazaria and begunbari

Khals were to be dredged.

The Zirani and manada Khals, if restored give further scope for this network of

waterways to be expended towards the Kamlapur area of the city.

DND Khals: The next waterway Dhaka Narayanganj/Demra Khal parallels the busy but

inadequate road between Saidabad in Dhaka and Demra. This khal does not link into the

ring but terminates just short of the Lakhya River.

Narayanganj River arm: The confluent of the Dhleswari and Buriganga rivers at Old

Dhaka with in the final access to a waterway penetration within the ring is passed. This is

the river arms which flaks the southern side of urban Narayanganj for which its

navigability could usefully be protected.

4.3 Promotion of the waterways

Much further study would be necessary to estimate the usage that might gradually be built-

up for any such waterways projects. Without the benefit of this, DITS can only suspect

that levels of demand, either from passengers or by freight-consignors, could not be

induced to develop sufficiently to justify the considerable capital costs which would be

incurred and for on-going maintenance and operating cost.

4.4 Proposals

4.4.1 A city center port at Magh Bazar

The khals within the waterways ring still survive sufficiently to offer “a last

opportunity” to develop a small cargo handling port in the heart of the urban area.

Such a port would be connected to the ring and to the waterways throughout

Bangladesh. Around the concerned area is adequate open, wasteland space to build all

the necessary associated facilities for goods handling and storage and for cargo.

There are two central basins, one each on either side of the Tongi Diversion Road at

Magh Bagar. If the port proposal is judged to be worthy of further consideration then

the appropriate feasibility study would consider both and determine.

The khal flows in a northeasterly direction away from Magh Bazar is almost entirely

neglected as a waterway purposes. Thus the khal would require major upgrading work

to improve its navigability and the bridge to be raised as inherent prerequisites for a

port.

As a flushing agent, it would be preferable to the present near stagnation of filthy

water and would be beneficial in itself.

If such a port were to be developed, the port would also act as the terminus for any

waterbus services and would require passenger landings.

Providing a port facility within any central part of Dhaka, it may be the industries of

Tejgaon, to the commercial, shopping and residential premises around Magh Bazar

and it could provide would rarely be a convenient as those that are provided by road-

based means.

If a new road is proposed for early construction to parallel the Buriganga Khal

between Magh Bazar and Rampura. This will further diminish any potential utility that

a waterway port Magh Bazar might have.

4.4.2 Development of jetty or pontoon facilities at Mirpur Bridge

In a practical proposition, pontoons in the short term, but preferably purpose-designed

jetties in the long term, and all the many other trans-shipment facilities, would be

needed to be constructed adjacent to Mirpur Bridge to ensure that cargo handling can

be conducted there with efficiently.

The Export Processing Zone at near Savar could begin to provide an additional

stimulus for developing cargo-handling facilities alongside Mirpur Bridge.

4.4.3 Accessing Tongi Industrial Area

If the Turag River’s navigability could be improved then small cargo vessels might

usefully be able to proceed even beyond Mirpur Bridge to service the ever-expanding

levels of economic activity at Tongi.

4.4.4 Tongi River Upgrading

There is an obvious need for some improvements to the navigability of this small river.

Such a project would also enable some traffic between Narayanganj and Tongi to

become waterborne by way of the Lakhya and Balu Rivers thereby resulting in less

road traffic passing through Dhaka en route between the two.

4.4.5 Raising the road and rail bridges at Tongi

Not only increasing the transport utility of the Tongi River out the entire circular

length of the waterways ring would then become available to larger vessels. Creating

gradients, it would result to rise higher over the river. On a busy railway line is

something to be avoided if at all possible. Not only do gradients cause increased

operating costs to be incurred indefinitely but unwelcome speed reductions also result.

4.5.1 Existing Water Transport Usage

Existing water transport usage in Dhaka city is summarized below and provides

information on water travel characteristics and the current level of interchange with other

modes:

About 3.1% of all trips are determined in water transport. Of the 151 zones in Dhaka

city only 15 zones used water transport for at least 10% of their trips. Fig-08

summarizes the water transport usage pattern for Dhaka city. At Eastern fringe Area

water transport represented 22% of all trips. Those living in the Eastern Fringe made

over half (56%) of all water transport trips within the Dhaka Metropolitan area.

Almost 25% of the 133 households owning boats lived in this area. Two zones in

Demra accounted for another 25% of boat owning households (Source: Greater Dhaka

Metropolitan Area- Integrated Transport Study-25th September, 1993).

Primarily the lower to middle class with monthly household incomes between taka

2000 and taka 10000 used water transport.

Fig 10: Water Transport use.

Women made only 15% of water transport trips, which is less than their overall

average of 19% of all trips. Fig-09 shows water transport is predominantly used for

home-based work and school trips. While man men used water transport 2/3 of the

time for work trips, women used water transport 62% percent for education; this is

consistent with their overall trip purpose distribution. When queried for the mode they

used for work or school trips, less that 1% listed boat as their usual mode.

Over 90% traveled by water for taka three or less with 16% traveling free. The highest

fare paid was taka 50. The average journey time was 27.6 minutes.

Perc

enta

ge

Trips were concentrated in the Eastern Fringe area and around Savar. All of these trips

were intra zonal between Sadarghat and across the river Zinjira.

A review of all trips originating or terminating at Narayangonj revealed two key

points: water travel was marginal and no trip were occurring between Narayangonj and

Mirpur/Savar or between Narayangonj and Tongi, although these are all major

generators and improving their connections is assumed important. The few water

transport trips occurred within Narayangonj or Fatullh Thana.

At Sadarghat 57% accessed water transport by rickshaw, 39% by walk, 15% by bus,

9% by other water transport.

4.5.2 Proposals

4.5.2.1 Existing plans

A shipping container terminal is to be constructed on the south bank of the Buriganga

River downstream of the China Friendship Bridge.

The second bridge across the Buriganga river is intended upstream of the existing

bridge to link Old Dhaka with Jinjira.

Dredging of the Turag River between Dhaka and Mirpur is intended for the use of

landing at Mirpur.

A bridge is to be constructed across the Balu River north of Demra.

First and second stage flood protection embankments on the eastern side of Dhaka are

planned.

4.5.2.2 Possibilities

There have implications of developing water taxi and waterbus services. Specially

mentioned is a water corridor alongside the airport road.

There has the possibility of a water service being introduced between Dhaka Airport

and the Tongi Industrial Area.

It would be very probably be possible to dig connecting channels to create a

continuous roadside canal.

There should develop sufficient waterborne passenger traffic to and from the airport

along the corridor to make viable the construction of such a lengthy navigable

waterway.

There would also be need for a short canal arm to be built from the main line alongside

the airport road.

If a regular dependable public service is to be guaranteed there would have to be an

assured water supply so that operations on the canal would not be subject to

cancellation in the dry season.

Most obviously the Buriganga River offers some apparent such as

A service between Dhaka and Narayangonj.

A service along the river fronting old Dhaka calling at several points.

A service between Dhaka and Mirpur Bridge.

Linking Mirpur to Tongi by waterbus, either by the Turag River or by the adjacent

khals.

Connecting Saidabad in southeast Dhaka with Demra by waterbus. The DND khal is a

waterway built for drainage purpose but it could be considered for waterborne

passenger service.

Three routes radiating northeasterly from Magh Bazar via Tejgaon to Banani, Gulsan,

Baridhara, Rampura and beyond offer some scope for water-bus and water-taxi

services.

The existing condition and actual physical constraints of the khals and minor rivers

would not permit any early introduction of such services whilst the Buri Ganga River

is too congested in the old Dhaka area to make for practical and safe operational of a

frequent service calling at closely spaced, purpose-built jetties.

4.6 Recommendations

With the exception of the Jinjira and other south/west river bank generated trips, greater

Dhaka’s waterways are contributing virtually nothing of significance to the areas transport

infrastructure for internal journeys. Indeed the only other waterborne journeys worthy of

any note for either passengers or freight within the study area are centered on Mirpur and

on Tongi or are made by country boats which, from the Balu river, penetrate to Rampura

via the Gazaria and Badda Khals and then further to Maghbazar by way of the Begunbari

khal. However in none of these cases are the traffic volumes sufficient to represent

sufficient any of overall statistical or economic importance. The bulk received at

Narayanganj from as far as Chittagong is distributed by trucks throughout Dhaka area, all

of which must traverse the congested and sub-standard road from Narayanganj to Dhaka.

To avoid this situation there requires some investment in improving the berthing

arrangements alongside Mirpur Bridge, notably by the construction of jetties. Purpose-

designed for fast and frequent water transportation service in different places and with

some well located en-rute jettys for brief syops for passenger to alight/board, might have

some potential to ease conditions on the congested river-side road. Suggestion are made

from time to time that the surviving khals and lakes in and around greater Dhaka and

northwards on the Airport/Tongi axis offer scope for waterbus and or water-taxi services.

The real problem here is that the concerned bodies of water have either become

discontinuous over the years. In addition height clearances have been lost at several

locations where road and rail bridge pass-over waterways. Other problems are that many

of them have degenerated into heavily polluted drainage outlets such that it would require

major capital works to upgrade sufficiently for them to become environmentally

acceptable for use as passenger traffic routes. The prospects for capitalizing on the

potentials are greater for increased waterborne freight movements than waterborne

passenger totals to rise. With immediate effect it should become policy to protect the

potential navigability of all remaining khals and lakes at least until their prospective use as

traffic arteries has been dismissed once and for all. This means that no drainage and flood

control measures should be allowed to restrict future navigation without proper liaison

with the BIWTA. Box-culver ting schemes should be reviewed for the height clearances,

which will result beneath any new bridges planned for construction over khals. The

BIWTA investigates the physical and cost aspects of jetty and associated infrastructure

facilities construction alongside Mirpur bridge to enable greater volumes of waterborne

freight than at present to extend northwards of Dhaka. The BIWTA investigates the

potential for upgrading the khals from the ring to Rampura and on to Magh bazaar so that

small motorized cargo vessels could navigate them in order that some freight

consignments be enabled to penetrate the urban area by means of boat rather than by truck.

If so the same khals would then also be considered for use by passenger boats.

5.0 Summary and Conclusion

In Bangladesh, a thriving water transport network carries all manner of goods and people.

In a country like Bangladesh, where land is scarce and more than half of the area and more

than 3/4th of the villages, growth centers or commercial areas are within 10 km. distance

from rivers or waters, river transport is a viable alternative to new roads and adequate as

well as efficient water transport system is also a pre-requisite for both initiating and

sustaining economic development. Investment in improving water transport efficiency is

the key to expansion and integration of markets - sub-national, national and international.

It also helps the generation of economies of scale, increased competition, reduced cost,

systematic urbanization, export-led faster growth and a larger share of international trade.

So taking the above solutions to solve the water transportation problems of the country,

may be made it’s more sustainable development.

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Abbreviation

BIWTA Bangladesh Inland Water Transport Authority

BIWTC Bangladesh Inland Water Transport Corporation

BSC Bangladesh Shipping Corporation

CFS Container Freight Service

DND Dhaka Narayangonj Demra

DWT Dead Weight Tons

ERZ Economic Resources Zone

ICD Inland Container Depots

IWT Inland Water Transport

LCT Landing Craft Types