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1. Basic Information Name of the Project Promoting sustainable transboundary inland navigation in the Sundarban

Region: A Bangladesh-India Initiative Location The project will be implemented in the Sundarban Region of Bangladesh and

India.

Time Span The project will be implemented over a period of three years.

Budget To be developed

2. Introduction

2.1 Background

The shared Sundarban Region, comprising Sundarban Reserve Forests (SRF)1 and Sundarban Impact

Zone (SIZ)2 in Bangladesh and Sundarban Biosphere Reserve (SBR)3 in India, presents a strong

opportunity for strategic cooperation and joint actions between Bangladesh and India, resulting in

simultaneous poverty reduction and sustainable ecosystem management. It houses a total population of

about 7.5 million and suffers from several and similar dimensions of poverty in both the countries. Given

that each country’s portion of this Region is essentially part of the same ecosystem, it would be better

managed if both countries developed a co-management policy aimed at conservation and development,

or at least collaborated together to adopt a coordinated policy and activities that could be implemented

by each country individually or jointly. A special focus is needed for facilitating joint, sustainable

development of the shared Sundarban Region with stress on realizing economic growth and enhancing

climate resilience.

The spirit of the bilateral cooperation in the Sundarban Region that is reflected in several MoUs,

agreements and joint statements issued at the highest level in Bangladesh and India. There are the 2011

MoUs on (i) management of the Sundarban Landscape, (ii) management of tigers, (iii) fisheries, and (iv)

exchange and sharing of relevant information and programs between the respective national televisions

(MEA-India.2011). During the June 2015 visit of the Indian Prime Minister to Bangladesh, the two

countries renewed the Protocol on Inland Water Transit and Trade, and also inked two separate pacts

on coastal shipping allowing the use of Bangladesh’s Chittagong and Mongla ports by Indian merchant

vessels. A separate MoU on “blue economy and maritime cooperation in the Bay of Bengal and the

Indian Ocean” is expected to support cooperation in regional waters between Bangladesh and India.

This proposal of Joint program for revival of inland navigation route includes the sustainable

development of transboundary inland navigation between the two countries to enhance regional

communication, socioeconomic development and biodiversity conservation. The project is looking to

1 The core part of Bangladeshi Sundarbans is declared as Sundarbans Reserve Forest (SRF) during the British period in 1875, area is 6,017 sq. km

2 An area within 20 km from the boundary of the SRF (to its north and east) is termed as the Sundarbans Impact Zone (SIZ). 3 Indian Sundarban as a whole is declared as Sundarbans Biosphere Reserve (9630 sq. km) in 1989, comprising a human habitat area of about 5367 sq. km and a Reserve Forest area of 4263 sq. km

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support the Protocol on Inland Water Transit & Trade (PIWT&T) between Bangladesh and India and the

2011 Bangladesh-India MoU for joint sustainable management of the Sundarban Region.

The South Asia Water Initiative (SAWI) has been facilitating multi-stakeholder consultations to facilitate

dialogue and confidence building activities for strategic cooperation and joint actions between

Bangladesh and India. The International Water Association (IWA) being part of the Bangladesh-India

Sundarban Region Cooperation Initiative (BISRCI) a consortium supported by the SAWI has developed

this project proposal Promoting sustainable transboundary inland navigation in the Sundarban Region:

A Bangladesh-India Initiative through literature review and consultative multi-stakeholder process in

Bangladesh and India. Over the period of January 2015 - August 2016, IWA in collaboration with BISRCI

consortium members, organized these meetings and consultations involving the participation and

contribution of civil society organizations, research organizations, government officials, private sector

representatives and local inhabitants from in Khulna and Dhaka, Bangladesh and Kolkata, Kakdwip and

New Delhi, India.

The proposed project ‘Revival of the river routes for transboundary inland navigation bypassing the

Sundarban: A Bangladesh-India Initiative’ was conceived and developed through literature review and

consultative multi-stakeholder process in Bangladesh and India involving the participation and

contribution of civil society organizations, research organizations, government officials, private sector

representatives and local inhabitants i.e. BISRCI consortium meetings; field-level consultation with key

stakeholders; in Khulna and Dhaka, Bangladesh and Kolkata, Kakdwip and New Delhi, India. The

consultations were carried out during November 2015 to March 2016.

2.2 Rationale

Transboundary inland navigation is increasingly playing an important role in regional connectivity

between Bangladesh and India thereby boosting regional integration; creating regional production and

distribution networks; facilitating trade and accelerating economic growth. A system of navigable canals

and rivers has provided the people in this region with slow but cheap transport between the various

remote parts of the country and has acted as the high roads for trade and commerce since ancient times

(Mishra and Hussain 2012). Due to its natural advantage, Inland Water transport (IWT) has proved more

accessible and cheaper than roads and railways and is more affordable for many people in the region

and IWT can contribute significantly to the government’s effort in growth, regional connectivity as well

as reduction of poverty (Mishra and Hussain 2012; World Bank 2007). Many regions of the world

including Europe, South East Asia, China, USA are considering inland navigation infrastructure as an

option for moving freight in an energy-efficient, environmentally friendly and safe way and are setting

ambitious targets for investments aimed at improvement of the waterways (World Bank, 2009;

ICPDR,2007). Inland navigation, however, can have potential harmful impacts on riverine habitats and

natural riverine environments thus ecological considerations need to be taken into account when

determining routes and corridors for navigation (ICPDR, 2007).

Inland water transport trade between India and Bangladesh is presently passing through an important

phase, the potential in this sector looks promising and is expected to experience substantial growth in

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the next 15 years (Mishra and Hussain 2012). After formation of Bangladesh a trade agreement was

signed between the two countries in 1972, which led to the signing of the Indo-Bangladesh Protocol on

Inland Water Transit & Trade (PIWT&T) and since then it has been continuing without interruption.

The latest renewal was signed on June 6, 2015, and the time period being 5 years instead 2 years. This

was a big step in the revival of inland water transport in eastern and north-eastern India. From 1995

onwards, cement movement between India and Bangladesh under this protocol gained momentum.

From 2001 onwards, movement of fly ash to Bangladesh started taking place, and today has reached a

considerable volume.

Figure 1: Inland Navigation Route in Sundarban Region

Under the PIWT&T between Bangladesh and India, all transit vessels travelling to and from Kolkata

move through the Sundarban. Records show that shipping and navigation through the Sundarban is

increasing and is expected to grow further. In 2008-09, a total of 9,44,422 metric tons of cargo was

transported between India and Bangladesh under the arrangement of the PIWT&T and in the last fiscal

it was 19,12,526 metric tons. Data from the Bangladesh Inland Water Transport Authority shows a 102%

increase in cargo carrying between India and Bangladesh through Sundarban waterways over the past 8

years. The vessels range from ocean-going mother and feeder cargo ships, container carriers, tankers,

lighter age ships, mid-size bulk cargo and tankers from inland waterways, and trans-boundary cargo

ships (Mohammad Arju. 2016).

Most of these vessels use the navigable routes of Sundarban to access Mongla Port situated inside the

Sundarban Impact Zone and floating sea terminal located at Akram Point near Mongla. The main route

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of travel for vessels reaching Mogla is the 31 km Mongla-Ghashiakhali navigation which started

operation 1973. This route serves as a linkage between Mongla Sea Port, Khulna and other parts of the

country. In addition, the Mongla-Ghoshiakhali route is also a part of the international navigation route in

the SIZ and is used by Indian and Bangladeshi water vessels under the Protocol on the PIWT&T between

Bangladesh and India. Recently, unauthorized navigation routes are expanding. In the first half of 2015,

on average of 228 vessels used these unauthorized routes monthly. This is because the de jure routes

have not been navigable since the late ’90s. On the other hand, data released by the Mongla Port

Authority shows a 172% increase in the number of ocean going vessels over the past eight years through

the Passur River. In the last fiscal, the total number of ocean-going vessels through this Sundarban

stream was 889, while it was only 326 in the year of 2008-09. Without any sort of environmental

management in place, this increasing navigation and shipping are multiplying the risk of accidents/spills

and regular pollution in the world’s largest mangrove forest (Mohammad Arju, 2016).

Similarly, in West Bengal, India service provision for regional and national inland navigation is

inadequate and has been worsening as a result of increasing waterway siltation, neglect of the system,

and shortfalls in service. The siltation problem is a major bottleneck. Dredging needs remain unmet due

to lack of budget allocation. The river vessels need to ply through alternative longer routes as siltation

has made many regular routes impassable (World Bank, 2014).

However, shipwrecks in the Sundarban are

increasing due to frequent movement of

vessels. Since 1984, the Mongla Port Authority

recorded nine shipwrecks, of those, four

occurred in just the last three years. The

increased shipping multiplies risks from oil spill,

the release of coal, chemical, fertilizer and fly

ash by accident; in course of routine operation,

vessels discharge ballast water, bilge water,

and there is cargo tank washing too. The

movement of vessels, mainly on the Passur

River channel of the Sundarban, is expected to

be increasing more than ever when the coal-

fired Rampal power plant goes into operation.

Citing from the coal power plant’s environment impact

assessment report (EIA), a latest media report4 says that the

Rampal Power Plant will require 4.7 million tonnes of coal and

limestone annually, which will be carried by at least 157

vessels with an average capacity of 30,000 tonnes. The

incidents of shipwrecks is undoubtedly putting the delicate

ecosystems of Sundarban at risk.

4http://archive.dhakatribune.com/bangladesh/2017/jan/25/sundarbans-shipping-conundrum

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Additionally, the impact of ship-induced waves on the mangrove ecosystem, disturbance to wildlife and

the risk of international wildlife trafficking spreading widely with regular vessel based pollution. The

moving and manoeuvring of vessels induce a variety of hydrodynamic changes and physical forces which

have an impact on the surrounding flow, alluvial banks and sediments of the rivers. These impacts

potentially harm the environment and can ultimately lead to environmental degradation. Without any

sort of environmental management in place, this increasing navigation and shipping are multiplying the

risk of accidents/spills and regular pollution in Sundarban.

For the preservation/conservation of the ecological integrity of the Sundarban, the basic needs are

(after ICPDR, 2007):

protection/conservation ecologically important river sections and aquatic habitats,

restoration of modified/impacted river sections and their adjacent landscapes,

maintenance of a dynamic and type-specific channel and floodplain environment (regarding in-

stream structures, shorelines, side arms and floodplains) supporting a dynamic equilibrium and

adequate connectivity conditions,

undisturbed longitudinal and lateral migration of all fish species and other water-related species

to ensure their natural and self-sustaining development.

As global economic growth has shifted eastward and as countries in the South Asia region are looking to

boost strategic regional integration and connectivity, the navigation routes of the PIWT&T are predicted

to play a pivotal role. It is thus essential to undertake efforts to develop an environmentally sound and

economically sustainable transboundary IWT between the two countries (Mishra and Hussain 2012). To

achieve this, according to different studies the specific needs and priorities are:

Improvement of navigability and introduction of limited container service in the existing

protocol route

Identification of the most economically efficient and environment friendly routes and network

Improvement of inter-modal transport connections at IWT ports;

Capacity building activities for personnel related to inland navigation.

2.3 Existing Inland Navigation Systems in India and Bangladesh

Inland Waterways Transport and communication in SIZ

IWT Sector in Bangladesh: Bangladesh has a large and vibrant Inland Water Transport sector. In total it carries over 50% of all Bangladesh’s cargo traffic and one quarter of all passenger traffic. IWT is now playing an increasingly important role in the social and economic development of the country by maintaining communication between various remote parts of the country which are inaccessible by other modes of transport; particularly during the periods of peak monsoon. It is also a reliable means of transport for importing and exporting cargo. The length of all of Bangladesh’s rivers is approximately 24,000 km. Of this, approximately 5,923km are currently navigable during the monsoon (wet) period, shrinking to about 3,865km in the dry periods (October to May). The rivers are mainly classed (Table 1) by the Bangladesh Inland Waterway Authority (BIWTA) according to the maximum draft limitations – which is the maximum depth a vessels hull may be immersed at certain places on the river (BIWTA, 2016).

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Class One routes include those between the country’s main seaports of Chittagong and Mongla to Dhaka and Narayanganj, extending as far as Ashuganj on the Surma-Meghna river system. (Table-1)

Table 1: Classification of IWT River Routes in Bangladesh

Class Max Vessel Draft (& Min

Advertised River Depths)

Minimum Channel Width

Minimum Vertical

Clearance

River

Length

% of total IWT km

I 3.65 m (3.96m) 76.22 m 18.30 m 683 km 11%

II 2.13 m (2.43m) 76.22 m 12.20 m 1,000 km 17%

III 1.52 m (1.82m) 30.46 m 7.62m 1,886 km 32%

IV <1.52 m 20.00m 5.00m 2,400 km 40% Source: BIWTA, 2016

The statistics from the Mongla Port Authority shows that navigation in the Sundarban waterways has

increased 236 percent in last 7 years (Mangroves for the Future, 2015). The waterways in the coastal

region are mainly through large rivers such as the Passur, Raimangal Mongla, Baleshwar and Bishkhali in

Bangladesh and Bangladesh Inland Water Transport Authority (BIWTA) currently maintains navigability

of only 14 rivers over a total length of about 326 km in SIZ. The BIWTA operates launch service at certain

intervals through very limited routes of the area only during monsoon (CEGIS, 2012). Along with

commercial vessels, engine boats also operate via different local routes for transporting passengers and

goods. Additionally, a few tourist boats also travel inside the Sundarban. Many of these remain inside

Sundarban for 3-5 days and since there are no accommodation facilities the tourists stay on board

during this period. Within the Sundarban Reserve Forest, navigation is permitted for certain economic

activities and during license issuance for fishermen, honey and other collectors, permission for country

boats are also collected.

Navigation in the Mongla-Ghasiakhali Canal

The navigability of the Mongla-Ghasiakhali route has rapidly decreased during the period 2010 to 2014

due to tidal asymmetry and increased sedimentation. As a result, the MoEF gave environmental

clearance for vessels to ply on an alternative route through the since 2011. However, according to

Bangladesh Forest Department more than 500 crafts every month, including large vessels and oil

tankers, have been navigating inside the Sundarban (Mongla-Joimonir Gol- Harintana-Supoti canal to

and from the Bay of Bengal) through the Sela River illegally since 2011.

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The Sela River, which runs through the sanctuaries for endangered Irrawaddy and Ganges river dolphin

and along the northern edge of the Sundarban East Wildlife Sanctuary, is an ecologically important river.

Yet it has been under the spotlight since December 9, 2014, when a wrecked tanker released

approximately 94,000 gallons (78,271 imperial gallons) of heavy fuel. The Sela oil spill brought

devastating consequence for the mangrove habitat and wildlife. The navigation through the river was

suspended immediately after this accident. To strengthen conservation efforts in the Sela River and

wildlife sanctuaries, officials are diverting the Mongla-port bound domestic vessels to the original port

route – the Mongla-Ghashiakhali channel. But the agencies are failing to maintain the depth and

navigability of the channel (Mohammad Arju. 2016). As a result, vessels have been using unauthorized

routes and vessel movement deep inside the forest, on the Arpangasia, Jamuna and Malancha rivers and

even in the Sundarban West Wildlife Sanctuary – which is also a UNESCO world heritage site (Arju,

2016). While the Sela River is not a part of the protocol route, the example shows that regular

maintenance of prescribed routes is critical and needs due attention.

Inland Waterways Transport and communication in SBR

The Inland Waterways Authority of India (IWAI) is a statutory body under Ministry of Shipping, Govt. of

India. IWAI is primarily responsible for development, maintenance and regulation of Inland Water

Transport (IWT) in the country specifically on National waterways. It was set up in October 1986 vide IWAI

Act 1985. National Waterways (NW) declared through Acts of Parliament come under the purview of

Central Govt/IWAI and other waterways under the respective State Government. IWAI is mandated to

take up a) Infrastructure development & regulation on NWs; b)Techno- economic feasibility studies;

c)Advise the Central Govt on IWT matters; d) Assistance to States in IWT development.

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In this context, the Ganga-Bhagirathi-Hooghly river system from Allahabad to Haldia has been declared as

National Waterway-I (NW-I). It is a natural waterway of about 1620 km in length and passes through the

states of Uttar Pradesh, Bihar, Jharkhand and West Bengal.

The protocol route in between Bangladesh and India has directly connected with the NW-1. The protocol

route on West Bengal, India side passes around 110 km through covering the routes line from Haldia,

Namkhana to Goshaba, Hemilton Island and Hemnagar then the India and Bangladesh border. During

passing through the Sundarban Blocks, it crisscrosses the Indian River named Thakuran, Matla, Bidyadhari,

Gosaba and Harinbhanga.

The classification of IWT River routes in the India is stated below in the following table -2:

Table 2: Classification of IWT River Routes in India

National

Water

Way

Route System Established Length

(km)

Fixed Terminal Cargo

(million

tonnes)

NW 1 Allahabad–Haldia stretch of the Ganges–

Bhagirathi–Hooghly river

1986 1,620 Haldia, BISN

(Kolkata), Pakur,

Farrakka and Patna.

4

NW 2 Sadiya — Dhubri stretch of Brahmaputra

river

1988 891 Pandu

2

NW 3 Kottapuram-Kollam stretch of the West

Coast Canal, Champakara Canal and

Udyogmandal Canal

1993 205 Aluva, Vaikom,

Kayamkulam,Kottap

puram, Maradu,

Cherthala,

Thrikkunnapuzha,

1

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National

Water

Way

Route System Established Length

(km)

Fixed Terminal Cargo

(million

tonnes)

Kollam and

Alappuzha

NW 4 Kakinada–Pondicherry stretch of canals

and the Kaluvelly Tank, Bhadrachalam –

Rajahmundry stretch of River Godavari

and Wazirabad – Vijayawada stretch of

River Krishna

2008 1,095

NW 5 Talcher–Dhamra stretch of the Brahmani

River, the Geonkhali - Charbatia stretch of

the East Coast Canal, the Charbatia–

Dhamra stretch of Matai river and the

Mangalgadi - Paradip stretch of the

Mahanadi Delta

2008 623

NW 6 In Assam, Lakhipur to Bhanga of river

Barak

2016 121

Source: Wikipedia

2.4 Protocol on Inland Water Transit & Trade (PIWTT) between Bangladesh & India

Under the Indo-Bangladesh Protocol on Inland Water Transit and Trade, specific routes for the passage

of inland vessels and ports of call for inter country trade have been clearly defined. The protocol routes

are:

Kolkata-Haldia-Raimongal-Chalna-Khulna-Mongla-Kaukhali-Barisal-Hizla-Chandpur-Narayanganj-

Aricha-Sirajganj-Bahadurabad-Chilmari-Dhubri-Pandu

Pandu-Dhubri-Chilmari-Bahadurabad-Sirajganj-Aricha-Narayanganj-Chandpur-Hizla-Barisal-

Kaukhali-Mongla-Khulna-Chalna-Raimongal-Haldia- Kolkata

Kolkata-Haldia-Raimongal-Mongla-Kaukhali-Barisal-Hizla-Chandpur-Narayanganj-Bhairab Bazar-

Ajmiriganj-Markuli-Sherpur-Fenchuganj-Zakiganj- Karimganj

Karimganj-Zakiganj-Fenchuganj-Sherpur-Markuli-Ajmiriganj-Bhairab Bazar-Narayanganj-

Chandpur-Hizla-Barisal/ Kaukhali- Mongla-Raimongal-Haldia-Kolkata

According to Article 11 of the Protocol some places of the respective countries are nominated as ‘Ports

of Call’ (Table 3). A total of 10 ports of call, 5 on each side are designated for loading/unloading of inter

country trade cargo. According to this provision vessels engaged in inter-country trade are allowed to

load/ unload only at the nominated ‘Port of Call’. If the cargo from Kolkata in India is destined for Barisal

or Chandpur in Bangladesh, the vessel will have to run to Narayanganj and after customs formalities the

vessel will have to come back again to the destination.

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Table 3: List of Ports of Call in Bangladesh and India

Serial Number Bangladesh India

1 Narayanganj Kolkata

2 Mongla Haldia

3 Zokigonj Karimganj

4 Sirajganj Pandu

5 Ashuganj Silghat

This is contrary to the scenario prevailing in road transport. Cargo destined for any place in Bangladesh

comes to Benapole or to any road based land port and after customs formalities starts its journey to the

destination. As such cross-border trade by inland navigation loses its competitiveness to the roads. This

is because the ‘Ports of Call’ are far away from the entry/exit points.

Present inter country cargo transport

Cargoes that are exported to Bangladesh include fly ash, granulated slag, gypsum, clinker, cement,

manganese ore, food grains, wheat, rice, sugar, project cargo, and dried fish. The imported cargo from

Bangladesh includes crushed bone, hide, and return project cargo. The cargo moved during the year

2004–2005 along the protocol route was approximately 416,000 metric tons. Table 4 shows amounts of

cargoes moved in 2005 by category. Since April 2005 IWAI has been designated as the competent

authority from the Indian side for operation of the provisions of the protocol; prior to that the Central

Inland Water Transport Corporation held that responsibility.

2.5 Regional initiatives in the transport sector The accelerated momentum for regional transport connectivity in the countries South Asia and

Southeast Asia is increasingly being reflected in the national transport agenda. While the main focus of

the national development plans in the past was on in-country connectivity, South Asian governments

have recently given greater attention to regional and global linkages. Bangladesh has emphasized

regional connectivity in its latest 5 year plan, National Land Transport Policy, and also in the road master

plan and the railway investment plan. India has highlighted the need for strengthening both social and

physical infrastructure to promote close economic cooperation in South Asia and with countries of

Southeast Asia and East Asia. The Look East policy of India emphasizes connectivity and the as a vital

step forward in gaining easier access to India’s northeast and in the development of the region.

Additionally in November 2015 India signed a proposal for vehicular movement with Bangladesh, Bhutan

and Nepal (BBIN). Once this is operational there will be a 3200 km road link from Moreh (Manipur) to

Mae Sot (Thailand), making it one of the first sub-regional connectivity projects that will link South Asia

to Southeast Asia. Along with other sub-regional initiatives such as the BIMSTEC and the Ganga Mekong

Cooperation (GMC) the BBIN will also complement the existing sub-regional frameworks that will

eventually link up to the Indo-Pacific Economic Corridor.

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2.6 Environmental protection of navigation routes in international agreements The International Commission for the Protection of the Danube River (ICPDR) has incorporated

ecological considerations on regional inland navigation routes. According to ICPDR inland navigation can

have significant negative influence on river ecosystems, jeopardizing the goals of the EU Water

Framework Directive, which aims for the “good ecological status” of all waters by 2015. Recognizing this

potential conflict in a number of new waterway projects along the Danube and the Sava River, ICPDR

has linked up with the Danube Navigation Commission, and the International Sava River Basin

Commission to conduct in 2007 an intense, cross-sectoral discussion process. As a result of

interdisciplinary workshops, a “Joint Statement on Guiding Principles on the Development of Inland

Navigation and Environmental Protection in the Danube River Basin” was agreed. The final document

was adopted in December 2007/January 2008 by the ICPDR, the Danube Commission and by the

International Sava River Basin Commission. The “Joint Statement” is a guiding document for the

maintenance of existing waterways and the development of future waterway infrastructure. It is

perceived as a milestone that leads to the integration of ecology into waterway development.

3. Overall Objective

The overall objective is to identify alternate river ways within the existing protocol routes in both

countries and integrate ecological considerations/recommendations into the Standard Operating

Procedure (SOP) (or policies) for inland navigation and livelihood protection of river-dependent

community.

4. Expected Outputs

The outputs are as follows:

Identification of route considering morphological characteristics basis bypassing ecologically

sensitive area;

Incorporation of ecological considerations in inland navigation and specification of commercial

vessels plying through protocol route into the Standard Operating Procedure (SOP)

Implementation of environmental security unit and proper monitoring.

5. Activities

Activity A- Identification of navigable routes in the Sundarban Region which will be connected with the

protocol routes through balancing navigation and ecological needs of the mangrove ecosystem

Activity B- Standardization of the existing and potential routes according to a joint regional standard

Activity C- Socio-Economic development of this region through communication network development

and figuring out the scopes created for livelihood activities related to livelihood activities, commercial

transportation, and sustainable tourism.

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Detailed Activities:

Activity A- Identification of navigable routes in the Sundarban Region which will be connected with

the protocol routes through balancing navigation and ecological needs of the mangrove ecosystem

The following activities are:

1. Identify the potential routes for trans-boundary commercial transportation taking into account

the ecological aspects that is location of biodiversity hotspots, sanctuary etc.

2. Morphological assessment of identified navigation routes

3. Restoration and maintenance plan for maintenance of navigability in identified route

Restoration/ maintenance plans dependent on only dredging would not be feasible solution

for maintaining the navigability. Re-excavation and opening of adjacent tidal creeks and

creation of tidal basins at suitable locations could be able to reduce the siltation along with

ecological dredging. The plan should be based on the comprehensive morphological

assessment and understanding of tidal characteristics of the rivers.

Activity B- Standardization of the existing and potential routes according to a joint regional standard

The specific activities include:

1. Establish interdisciplinary planning teams involving key stakeholders, including Ministries

responsible for transport, for water management and environment, waterway administrations,

representatives of protected areas, local authorities, non-governmental organizations, tourism,

scientific institutions and independent (international) experts;

2. Provide guidelines for the regulation of navigation and traffic in the identified and restored

reaches;

3. Progressive introduction of vessel engine efficiency and emissions standards, while increasing its

efforts to ensure by provincial navigation authorities comply with all prevailing national

environmental, safety and competence standards for vessels and crews;

4. Set standards for vessels that will be using the navigation routes. Vessel design should be

modern, innovative and environment friendly and have minimal impact on river ecosystems and

dynamics. Moreover the design should also focus on low exhaust emissions and low fuel

consumption. Vessel design can be done concurrently in both countries;

5. Set standards for vessel loading and unloading methods;

6. Set standards for sound level, speed, waste discharge; and light usage during night navigation

within the Sundarban;

7. Design and implementation of joint programme on awareness raising of ecological issues;

8. Joint training on appropriate response measures in case of ecological disasters;

9. Design and conduct capacity building programme for the local authority to perform rescue

operation with quick response to reduce the immediate accident impact

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Activity C- Support socio-economic development in the Sundarban region through navigation network

development and creating scope for livelihood activities.

The routes directly connected with the Sundarban Reserved forest (including sanctuaries) and core zone

in Sundarban Biosphere should be aligned with the socio-economic development activities in the region.

Population living in the peripheral region of the Sundarban should be given priority for livelihood

opportunities in this sector. Inter-modal transport connections at IWT ports, particularly connections

with railways, are generally superior in the USA and the EU than in China. The IWT industry in the EU in

particular has close links with wider logistics service suppliers such as freight forwarding and storage

functions. The specific activities include:

1. Carry out corridor studies in Bangladesh and India. These examine the uses and activities on and

alongside the river and integration of these activities into planning;

2. Plan for the integration of the identified inland navigation routes with regional spatial strategies

and local development frameworks.

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6. Work Plan

No Activity Sub-activity Duration Remarks

1st Year 2nd Year 3rd Year

1st

quarter

2nd

quarter

3rd

quarter

4th

quarter

1st

quarter

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A Identification of navigable

routes in the Sundarban

Region which will be

connected with the

protocol routes through

balancing navigation and

ecological needs of the

mangrove ecosystem

a) Identify the potential routes

b) Morphological assessment of identified

navigation routes

c) Restoration and maintenance plan for

navigability

B Standardization of the

existing and potential

routes according to a joint

regional standard

Local and National level Stakeholder

Consultation

a) Establish interdisciplinary planning teams

b) Provide guidelines for the regulation of

navigation and traffic

c) Progressive introduction of vessel engine

efficiency and emissions standards,

d) Set standards for vessels that will be using the

navigation routes.

e) Set standards for sound level, speed, waste

discharge; and light usage

f) Design and implementation of joint programme

on awareness raising of ecological issues

g) Design capacity building programme for the

local authority to perform rescue operation with

quick response to reduce the immediate

accident impact

h) Joint training on appropriate response

measures in case of ecological disasters

Regional level Stakeholder Consultation

C Support socio-economic

development of the

Sundarban region through

navigation network

development and creating

scope for livelihood

activities.

a) Carry out corridor studies in Bangladesh and

India

b) The integration of the identified inland

navigation routes with regional spatial

strategies and local development frameworks

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Acronyms

BBIN Bangladesh, Bhutan India and Nepal

BIMSTEC The Bay of Bengal Initiative for Multi-Sectoral Technical and Economic Cooperation

BISRCI Bangladesh-India Sundarban Region Cooperation Initiative

BIWTA Bangladesh Inland Water Transport Authority

EU European Union

ICPDR International Commission for the Protection of the Danube River

IWA International Water Association

IWT Inland Water transport

MoU Memorandum of Understanding

NW National Waterways

PIWT&T Protocol on Inland Water Transit & Trade

SAWI South Asia Water Initiative

SBR Sundarban Biosphere Reserve

SIZ Sundarban Impact Zone

SRF Sundarban Reserve Forests

UNESCO United Nations Education, Science and Cultural Organizations

USA United States of America

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7. Reference BISRCI.2015. Bangladesh – India Sundarban Region Cooperation Initiative– Addressing extreme poverty

through sustainable development & ecosystem management. Multiplying benefits in Sundarban Region

through strategic bilateral cooperation between Bangladesh and India

BIWTA.2016.Bangladesh Regional Inland Water Transport Project 1(Chittagong-Dhaka-Ashuganj

Corridor)-Environmental and Social Assessment and Resettlement Policy Framework.

CEGIS.2012. Socio-Economic Sustainable Development in The Sundarbans Area Of Bangladesh

ICPDR.2007. Development of Inland Navigation and Environmental Protection in the Danube River Basin.

Mishra, D. K. and Hussain, S. M. (2012) Situation Analysis on Inland Navigation, Ecosystems for Life: A

Bangladesh-India Initiative, IUCN, International Union for Conservation of Nature.

Mohammad Arju. 2016. Dhaka Tribune- “Will Bangladesh and India turn the Sundarbans into a busy

shipping lane?” http://www.dhakatribune.com/bangladesh/environment/2016/09/13/will-bangladesh-

india-turn-sundarbans-busy-shipping-lane-2/

Prasanth, G.N. 2012. Presentation on Indian Inland Waterways.

Rahman, M.M., M. Ahsan, S. K. Hore, M. H. Sarker and A. T. M. K. Hossain. 2013. Assessing the Causes of

Deterioration of the Mongla-Ghashiakhali Navigation Route For Restoration Of Navigability. Center for

Environmental and Geographic Information Services, Dhaka-1212, Bangladesh, e-mail:

mmrahman@cegisbd.com International Conference on Climate Change Impact and Adaptation (I3CIA-

2013).Center for Climate Change and Sustainability Research (3CSR), Department of Civil Engineering

DUET - Gazipur, Bangladesh.

Sinha. U., S. Gupta. 2016. The Daily Pioneer. Hope floats for India.http://www.dailypioneer.com/sunday-

edition/agenda/cover-story/hope-floats-for-india.html

World Bank. 2007. Revival of Inland Water Transport: Options and Strategies. Bangladesh Development Series. Paper No. 20

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