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1.1.1.
Waterways Assessment1
Waterways Overview
Information of waterways
Bangladesh, as a riverine country with 24,000 km waterways, has a navigable network varying from 5968 km during the
monsoon to 3865 km during the dry season. Its inland water transport (IWT) continues to be an important mode of
transport not only in the inland movement of freight and passengers but also in the transportation of import and export
items through the ports of Chittagong and Mongla. The high degree of penetration of the IWT network provides access to
about 25% of the rural household in Bangladesh.
World Bank - BANGLADESH TRANSPORT POLICY NOTE 2009, Bangladesh Government Economic Review - 2010 English Edition,
World bank - Revival of Inland Water Transport, Bangladesh BIWTA, BIWTC
IWT is such a mode of transport that has been characterized as the leas-cost, environment friendly, less accident-prone
and low maintenance cost. Moreover, the development of waterways does not even require any cultivable land rather its
very much helpful for development of other sectors of economy including maintaining ecological balance.
IWT has three functions with distinct modes of operations and stakeholders:
National: This consists in trunk haulage of freight and passenger carriage along the main corridors of demand
between the ports and major economic centers (including international). Trips are medium to long distance and
high volume movements are recorded. Vessels are modern vessels of large capacity (100 to 1,200 passengers,
20 to 1,800 tons).
Local: This consists in feeder, distribution and local traffic. Trips are mostly on short distances with low volume
movements to and from (and between) smaller communities. The demand is predominantly for passenger
movement but with an important need to accommodate modest freight loads, usually for small enterprise, smallholder or own account purposes. Local trips use traditional country boats offering a capacity of up to 100
passengers and 100 tons.
Ferries: Ferries link sections of roads separated by large channels in the absence of bridges. Functionally
these are an entirely separate category since they are part of the road transport system rather than the IWT
system. However, operationally it is sensible to integrate aspects of the ferry services (such as vessel
maintenance and repair and river dredging) with those of IWT.
In addition, there exists a dynamic private sector which leads most of the sector activities such as cargo transport, port
management and ship building, etc. that help the sectors contribution to shared growth and poverty reduction.
Background
In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode for the transport of
goods and people. IWT is important for the poor as well as it is the cheapest mode of transport compared to road or rail.
Until recently, however, the sector had received little attention from the Government of Bangladesh with only limited
resources allocated to its development. In addition, these resources were mostly used to develop the main routes (the
ones most used by large mechanized vessels) while secondary rivers and transport using country boats (mainly rural
and until recently non-mechanized vessels constructed in traditional design) were given second priority.
The total length of rivers in Bangladesh is estimated to be in the range of some 24,000 kilometers, providing a very high
degree of penetration. Out of this total, 6,000 kilometers are accessible for movement of modern mechanized vessels
during the monsoon season, and out of this, some 3,800 kilometers are navigable around the year. Country boats, in the
number of several hundred thousands, are traditional vessels which have been plying inland and coastal waters for
hundreds of years and which play a key role as a rural mode of transport of goods and people. Inland ports and other
facilities include 11 major inland ports, 23 coastal island ports, 133 launch stations and more than 1,000 minor landing
points located in rural areas.
Even if the importance of the IWT is not objectionable, during emergencies, there is little probability that it will be used by
agencies being too slow compared to road or helicopters deliveries. Nevertheless, at local level, it is probable that
many remote areas will in a first phase only be reachable by IWT / coastal sea-trucks.
Operating Agencies
Bangladesh Inland Water Transport Authority (BIWTA) and corporation (BIWTC) give pilotage facilities to about 7,000
inland water vessels. They regulate the movement of about 2000 passenger launches and maintains 22 inland ports
along with about 800 launch ghats including terminals. BIWTAs network by category is as follows:
Minimum
Vertical
Clearance
Class
Minimum Draft
Minimum
Horizontal
Clearance
Class- I
3,66 m
683 km (11%)
18,30 m
76,22 m
Class- II
2,13 m
1000 km (17%)
12,20 m
76,22 m
Class III
1,52 m
1885 km (32%)
7,62 m
30,48 m
2400 km (40%)
5968 km (100%)
5,00 m
20,00 m
Between Bangladesh and India there was a bilateral trade agreement signed in October 1980 with a subsequent
Protocol on Inland Water Transit and Trade between Bangladesh and India agreed in India in October 1999. It has been
updated on a regular monthly basis, but the latest agreement signed in May 2007 was for two years. The movement of
vessels between Bangladesh and India is taking place under the provisions of this protocol. However, this protocol on
inland water transport was only being renewed on a monthly basis and this was considered to be the foremost obstacle
on inland waterways transport corridors between Bangladesh and India. One month was not enough for the transporters
to book cargoes and vessels and to organize their schedules to carry on the business. As a result, only a small number
of vessels are plying on both inter-country and transit routes, causing the trade to suffer and the spirit of the agreement is
lost. The decision in the latest agreement to extend to two years is a major step forwards, though this is still short in
terms of promoting substantial investment in the sector. In addition, the protocol is restrictive as the only ports of call in
India are Kolkata, Haldia, Pandu, and Karimganj and on the Bangladesh side Khulna, Mongla, Narayanganj and
Sirajganj. Traffic destined for other locations in Bangladesh, such as Barisal, Bhairab Bazar, incur additional
transshipment costs from the nearest port of call, resulting in waterways transport not being competitive.
1.1.2.
Ministry in charge
There are two authorities responsible for the management of this sector: The Department of Shipping (DOS) and the
Bangladesh Inland Water Transport Authority (BIWTA). DOS is responsible for safety, the provision of the regulatory
framework for the sector and for training and scrutiny of maritime staff. It includes the Inland Ship Safety Administration
(ISSA), which is responsible for the definition and enforcement of ship safety rules and for registering vessels. ISSA is
also the institution responsible for managing environmental aspects of the sector. BIWTA is a parastatal responsible for
maintenance and development of waterways. This responsibility includes: (a) provision of dredging services; (b)
provision of pilots and navigational aids; (c) provision of hydrographic services; (d) management and administration of
inland ports and landing facilities of significant importance; (e) regulation of transport operations, including licensing and
scheduling of routes and setting up of tariffs; and (f) training and research.
Furthermore, the Bangladesh Inland Water Transport Corporation (BIWTC) is in charge of the operational components of
the IWT: shipping, services, etc.
-
Entity(s) in Charge
Website
Phone: 9556151-55
Fax : 880-2-9551072
http://www.biwta.gov.bd/
E-Mail : biwta@bttb.net.bd
E-Mail : hyd_dept@bttb.net.bd
Responsibilities
Carry out river conservancy works including river training works for navigational purposes and for provision of
aids to navigation including marks, buoys, lights and semaphore signals. Disseminate navigational and
meteorological information including publication of river charts;
Provided pilotage and hydrographic survey services.
Draw up programmers of dredging requirements and priorities for efficient maintenance of existing navigable
waterways and for resuscitation of dead or dying rivers, channels, or canals, including development of new
channels and canals for navigation.
Develop, maintain and operate inland river ports, landing/ferry ghats and terminal facilities in such ports or
ghats.
Carry out removal of wrecks and obstruction in inland navigable waterways.
Conduct traffic surveys to establish passenger and cargo requirements on the main rivers, feeders and creek
routes.
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 agricultural interests for the optimum utilization of the available transport capacity.
Conduct research in matters relating to Inland Water Transport including development of
Craft design Technique of towage
Landing and terminal facilities
Port installations
Arrange programmes of technical training for Inland Water Transport personnel.
Maintain liaison with the shipyard and ship repair industry to meet the requirements of the Inland Water
Transport fleet repairs and new constructions.
Maintain liaison with the Government and facilitate import of repair materials for the Inland Water
Transport Industry.
Prepare plans or schemes for carrying out any of the above mentioned functions.
Regulatory functions
Fixation of maximum and minimum fares and freight rates for Inland Water Transport on behalf of the Govt.;
Approve time tables for passenger launch services.
Inspection shies, cargo and inland vessel to ensure compliance with the provision of ISO -1976
Act as the Competent Authority of Bangladesh for the protocol on Inland Water Transit and Trade, looking after
the use of waterways of Bangladesh on behalf of the Govt. of Bangladesh for the purpose of trade and transit
between Bangladesh and India as provided in the Protocol.
Establishment / service Centre
Inland River ports - 22 (Dhaka, Narayanganj, Barisal, Chandpur, Khulna, Baghabari, Potuakhali, Narsingdi,
Aricha, Nagarbari, Daulatdia) and 11 newely gazatted (Tongi, Mawya, Char-Janajat, Ashuganj-Bhairab Bazar,
Bhola, Bargona, Nawyapara, Munshigonj, Chatak, Meghna Ghat, Cox's Bazar).
Secondary riverine station (Developed) 448.
Landing points (without infrastructure) 374
Coastal Station - 23.
Ferry terminals Nos. - 08.
Field offices - 25.
Pilot Stations - 24 (Chittagong, Ramgoti, Barishal, Chandpur, Naryangonj, Natua Para, Madaripur, Kowkhali,
Mongla, Khulna, Angtihara, Maowa, Aricha, Kawlia, Sirajgonj, Kazipur, Bahadurabad, Chilmari, Dai-Khawa,
Patuakhali, Bhuirab Bazar, Lipsa, Paturia, Badder Bazar.)
Annual passengers carried - 50 million
No. of existing Dredgers - 7 nos.
Inland survey and inspection vessels - 81 nos.
Pontoon and barge - 410 nos.
Differential Global Positioning Systems (DGPS) Stations - 5 nos.(Name of Station & Address)
Activities under Revenue budget
Maintenance dredging
Pontoon construction and installation
Jetty/ Ferry ghat or landing point construction
Provision of quick communication facilities like VHF
Manpower training
Hydrographic Survey, Data collection & Tide table publication
Installation of navigational aids
Salvage operation including removal of Wrecks
THE INSPECTORATE
OF INLAND SHIPS
Address
141-143, MOTIJHEEL C/A
(8TH FLR.), DHAKA-1000,
BANGLADESH
Contact
TEL: +88 02 9558560,
FAX: +88 02 7168363
Email/Web
bdzahid@yahoo.com
REGISTRAR AND
SURVEYOR OF
INLAND SHIPS
SADARGHAT TERMINAL
BUILDING, SADARGHAT,
DHAKA, BANGLADESH
akmf.islam@gmail.com
SURVEYOR OF
INLAND SHIPS
NARAYANGANJ
dosdgdbd@btcl.net.bd
RESPONSIBILITIES
Administration of the Merchant Shipping Act, 1983 and the Inland Shipping Ordinance, 1976 and rules there
under, including:
o Registration and survey of ships and issue of certificate of registry and certificate of survey
o Training of Marine officers and Engineers
o Inspection of ships
o Safety of lives and ships at sea and in inland waters and implementation of Rules, Regulations and
International Conventions relating to these matters
o Implementation of Rules and Regulations relating to dangerous cargo
o Shipping accidents/casualties
Development and maintenance of light houses and navigation aids
Monitoring of I.W.T. vessels (including coaters) connected with carriage of export and import cargoes for
synchronizing with arrival and departure of ocean-going ships and for efficient utilization of vessels
Transport co-ordination with different agencies for removing congestion at port of entry and ensuring speedy upcountry movement of cargo
Matters relating to chartering of vessels in respect of bulk cargo by various agencies of the Government
Freight rates of shipping lines and freight study for the purposes, including Economic Statistics for shipping
Operational matters pertaining to implementation of shipping agreements
All technical and operational matters relating to shipping including those of Bangladesh Shipping Corporation
which are referred by the Government
Regulation of routes and cargo in respect of private sector ships
Co-ordination with Shipper's Council and Shipping Lines, Shipping Agents and Shippers
Ongoing development projects
One major project, shared between Chittagong Port Authorities and BIWTA is is carriage of containers inland by
waterway. This requires barges of intermediate size and technology between a traditional canal barge and a sea-worthy
ship, since the waterway route between Chittagong and Dhaka involves some exposure to open water. In that sense, the
project of ICT in Pangaon Dhaka is very important. The main objective of the project is to construct a Container River
Terminal at Pangaon, Dhaka for handling containers to be transported by inland waterways from and to the maritime
ports of Chittagong and Mongla. Bangladesh Inland Water Transport Authority (BIWTA) with Chittagong Port Authority
(CPA) is implementing the Project in joint venture. The entire investment cost will be borne by CPA. To this direction an
MOU has been signed between CPA and BIWTA. The implementation work of the project is in progress and expected to
be completed by 2012.
1.1.3.
Many private transport companies operate, mostly at local level, for both passengers and crgo transport. The lists can be
found at district offices.
The only governmental agency operating on the whole IWT network is the BIWTC
-
Entity(s) in Charge
Bangladesh Inland Water Transport
Corporation (BIWTC)
Head Office
BIWTC Bhaban
5, Dilkusha Commercial Area
Dhaka-1000
Bangladesh
Website
OFFICE
PHONE
9558000 / 01711-626966
0651-75119/01711-602579
01711-632825
9715474
031/636873
Khulna Office
041/725978/722394/721532
041/732354
Barisal Office
0431/56436
Chandpur Office
0841/63135
FUNCTIONS OF BIWTC:
BIWTC is the operational branch - service oriented commercial organization. Since its creation, it has been playing a vital
role in the inland and coastal water ways by carrying of passengers, cargo and vehicles. The functions of BIWTC are as
follows:
To provide services for safe transportation of passenger and cargo in inland and coastal water ways.
To provide services for transportation of vehicles in the waterways.
To operate safe transport services for transportation of passenger and cargo between mainland and offshore islands, where thousands of people are living.
To provide services in the uneconomic routes as Public Service Obligation (PSO).
To provide any other emergency services at time of national needs.
To maintain dockyard and repair yard for repair and renovation of vessels engaged in the above mentioned
activities.
With the aim of transforming BIWTC into a commercially viable organization, in accordance with the strategic plan of the
IDA proposed IWT-III project the BIWTC has been transformed into unit basis organization and it is performing its
activities with the following units:1. Ferry Service Unit.
2. Passenger Service Unit.
3. Cargo Service Unit.
4. Ship Repair Service Unit.
Brief descriptions regarding activities of the above units are as follows:
Ferry Service Unit
BIWTC is providing day/night ferry services in the following routes to connect Northern and Southern regions with the
Eastern region of the country by bridging the road gaps:
Name of Routes/Services
I
Paturia
Kazirhat
Paturia
II
Paturia
Daulatdia
Paturia
III
Mawa
Charjanajat
Mawa
IV
Mawa
Kathalbari
Mawa
Chandpur
Shariatpur
Chandpur
The above ferry services are being operated by different categories of self-propelled and dumb ferries including Ro-Ro
ferries. The particulars of vessels engaged under this unit as on 23.05.2004 are as follows:Type of vessel
Total vessel
Small Ferry
Medium Ferry
K-Type Ferry
Ro-Ro Ferry
12
12
Dumb Ferry
Sub-Total
35
44
12
12
Total
47
56
Chittagong
Dhaka
II
Chittagong
Narayanganj
III
Chittagong
Mongla/Khulna
IV
Dhaka
Mongla
Narayanganj
Mongla
VI
Narayanganj
Ashuganj
VII
Khulna
Mongla
VIII
Narayanganj
Kolkata (India)
IX
Khulna
Kolkata (India)
No. Of Commercial
vessel
No. Of Auxiliary
vessel
Total vessel
Coaster
14
14
Tanker
12
12
Self-Propelled Barge
10
10
21
21
09
-
09
-
18
18
66
18
84
Type of vessel
Bay Crossing
Barge
&
Inland
Bay
Crossing
& Inland Tug
Others
Total
Paturia
16 Kumira
31 Barisal
Kazirhat
17 Maitbhanga
32 Shariatpur
Daulatdia
18 Guptachara
33 Charchenga
Mawa
19 Manpura
34 Majuchowdhury Hat
Char Janajat
20 Shashiganj
35 Kathalbari
Narayanganj Terminal-1, 2
21 Daulatpur
36 Teknaf
Narayanganj Terminal-3
22 Khulna Ghat
37 St. Martin
Dhaka Ghat
38 Harinaghat(Chandpur)
Chandpur
24 Mongla
39
10 Chittagong Terminal-1
25 Morrelgonj
40
11 Chittagong Terminal-2
26 Bara Mashua
41
12 Sandwip
27 Char Khali
42
13 Hatiya
28 Hularhat
43
14 Daulatkhan
29 Kowkhali
44
15 Char Bata
30 Jhalakati
IWT tariffs for cargo are below Tk 1 per ton-km whereas for road they are around Tk 4.5. Rail tariffs range between Tk
2.5 and 4. Even after adding to IWT and rail tariffs the cost of handling at the port/railway station and terminal transport
between the port/railway station and the origin/final destination, IWT still remains the cheaper mode of transport. For
example between Dhaka and Chittagong, the tariff to transport a 20-foot container is around Tk 600 per ton by IWT,
compared to Tk 1,200 for rail and Tk 6,000 for road
1.1.4.
1.1.5.
1.1.6.
1.1.7.
Passenger transport capacity
No. of passenger carried (In year) : 87.80 million
Type of vessel
Total vessel
Paddle Steamer
13
17
Other vessel
24
24
Total
28
13
41
1.1.8.
Cargo transport capacity
Quantum of cargo carried (In year) 58 million ton
Type of vessel
Coaster
14
14
Tanker
12
12
Self-Propelled Barge
10
10
21
21
09
-
09
-
18
18
66
18
84
Bay Crossing
Barge
&
Inland
Bay
Crossing
& Inland Tug
Others
Total
1.1.9.
Storage capacity
Warehouses in main ports are usually built by BIWTA and leased to a port operator or another private entity. A port
operator or a private developer may be authorized to build its own warehouse as well as jetties and benefit from a
reduced lease fee. Public jetties (101 in 8 main ports) are mostly used for passengers while private jetties (178 in 5 main
ports) are used for cargo.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Inland
Coastal
Total vessel
Paddle Steamer
13
17
Other vessel
24
24
Total
28
13
41
Length (km)
Depth (m)
Class I
683
3.66-3.96
Class II
1,000
2.1-2.44
Class III
1,885
1.52-1.83
Class IV
2,400
Maintenance: Maintenance needs result from the definition of a minimum draft on each river of the network as
provided by the classification. They need to be confronted however to the financing capacity for maintenance.
This specific issue is analyzed in subsequent sections of this report.
1.1.10.2.From/To (names)
1.1.10.2.1
General overview
1.1.10.2.2
Standard information
1.1.10.2.3
Port name
1.1.10.2.3.1
1.1.10.2.3.2
1.1.10.2.3.3
1.1.10.2.3.4
Storage capacity
1.1.10.2.3.5
Other comments
1.1.11.
b.
Initiative to move containers between Bangladesh and India, by IWT (inland water transport) is already underway, as it
could also benefit Bangladesh considerably. An IWT container terminal is already under construction at Pangaon near
Dhaka, with a design capacity of handling 116,000, 20 feet containers. Pangaon is expected to come into operation in
June, 2012. Container carrying barges are also under construction in the Private sector. Once IWT container terminal is
in operation, containers would be able to move between Kolkata-Dhaka, and Chittagong-Dhaka without difficulty. In the
process, there would be both cost savings and time savings.
Bangladesh has agreed to designate Ashuganj as the 5th port of call, while India agreed to designate Shilghat (near
Guwahati and 100 km upstream of Pandu) as their 5th port of call for use by Bangladesh.
Bangladesh imports some High Speed Diesel from Numaligarh Oil Refinery in Assam by IWT. Silghat was being used for
loading this HSD into IWT tankers, but without any official right to use this port for bilateral trade. This problem will be
over now.
REGULATORY FRAMEWORK
A protocol signed between India and Bangladesh in 1999 regulates waterborne transport transiting between the two
countries. The protocol covers four routes linking Dhaka to Kolkatta through the Sunderbans (South-West route), Farraka
(North-West route), Karimganj (North-East route) and Dhubri/Guwahati (North route). The protocol has been extended 10
times since its first approval. Extensions are signed month by month and on occasion for a few months at a time. Only in
2007, the protocol was extended for two years. The protocol defines the ports of call for IWT and specifies that intercountry cargo transit of cargo has to be shared between (operators of) the two countries on an equal tonnage basis. With
some extensions to the protocol limited to one month and trips between Kolkatta/Haldia and Dhaka, Guwahati and
Karimganj exceeding 30 days, the protocol is an obstacle to the use and development of IWT for trade and transit
between India and Bangladesh. This however is not typical only of difficult intraregional trade using IWT, but
characterizes obstacles to intra-regional trade between the two countries as well within South-Asia generally, which is
one of the least integrated regions in the world.
With the exception of the North-West route, river infrastructure is not an obstacle to IWT but some improvements and
sustained maintenance would be required to facilitate cross-border movements. The South-West, North-East and North
routes are categorized as classes I and II and have a targeted minimum designated depth of 2.1 meters except for a
section of the North-East route which is categorized as class III with a minimum depth of 1.5 meters. No information is
available on the actual depth of the protocol rivers, but it is likely that the depth required by the classification is not
maintained. For example, the section Chalna-Raimongol on the South-West route has a class III depth instead of class II.
The North-West route cannot be used for navigation between Godagari and Rajshahi because of insufficient water depth
caused by restricted water discharges from the Farraka barrage in India.
IWT competes with road and rail on intra-regional routes. Road traffic is penalized by the regulatory framework, which
requires that goods are transshipped between Bangladeshi and Indian vehicles since neither of the two countries allow
foreign trucks to enter their national territory. Rail traffic was hampered by the difference in rail gauges between the West
and East rail networks. The following graph compares IWT, road and rail traffic between India and Bangladesh (rail traffic
is limited to traffic recorded at the border station of Benapole/Petrapole as this is the traffic which is in competition with
IWT).
As suggested previously, container traffic is a new promising development for IWT. The cost of transport using rail within
India to Kolkata and IWT from Kolkata to Narayanganj and then Dhaka would be a low US$700 per TEU for a seven to
nine day trip compared to US$2,500 per TEU for a 15 to 30 day trip using rail within India to Mumbai, sea transport to
Chittagong through Colombo or Singapore and then rail or road from Chittagong to Dhaka. The question is whether the
volume of traffic will be sufficient to organize a regular service with enough frequency to be competitive. Presently,
Concor (Container Corporation of India) transports 5,000 to 6,000 TEUs of yarn for the textile industry in Bangladesh.
This would represent 50 to 60 trips for a 100 TEU vessel per year and an average frequency of one trip per week which
should be enough to attract container traffic. An obstacle to development of container traffic using IWT could however be
the unbalance between exports and imports which could raise the cost of imports from India.
Protocol on Inland Water Transit and Trade between Bangladesh and India
To utilize the rivers for transportation of goods between the two countries and for transportation of goods from one
Indian place to another Indian place, there exists a Protocol on Inland Water Transit and Trade between Bangladesh and
India.
To transport the inter-country trade cargo following Ports of Call have been designated under the Protocol:
Bangladesh
Narayanganj
Khulna
Mongla
India
Kolkata
Haldia
Pandu
Sirajganj
Karimganj
Under the Protocol, eight IWT routes have been designated for the porpose of transport. Following are the main transit
routes:
Kolkata
Kolkata
Karimganj -
Pandu
Karimganj
Pandu
Bangladesh Inland Water Transport Authority (BIWTA) have been appointed by the Government as Competent Authority
for all working under the Protocol, while Inland Waterways Authority of India (IWAI) by the Indian Government.
Numbers of trips on inter Country Trade under the Protocol since 2006-2007 to 2009-2010 (March)
Year
2006-2007
2007-2008
Oct' 2008- June' 2009
July' 2009 - March' 2010
Round Trip
vessels
00
02
11
7
by
Indian
Statistics of Inter-country cargo carried by Bangladesh and India vessels in metric ton and Ratio since
2006-2007 to March-2010
Year
1
2006-2007
2007-2008
2008-2009
July' 2009 - March'
2010
Carried
Bangladeshi
(M.ton)
2
8,81,011
9,94,345
9,30,094
9,50,109
by
vessels
Carried by Indian
vessels (M.ton)
Total carried
(M.ton)
Percentage
(Bangladesh : India)
3
-1,900
14,328
3,591.74
2+3
8,81,011
9,96,245
9,44,422
9,53,700.74
100 : 00
99.80 : 0.20
98.48 : 1.52
99.62 : 0.38
Statistics of transit trade cargo transported under the Protocol on IWT & T between Bangladesh and
India (in M.ton)
Name of Route
Kolkata-Dhubri(Pandu)
Dhubri(Pandu)-Kolkata
Kolkata-Karimganj
Karimganj-Kolkata
2007-08
10,318
Nil
2,800
188
2008-09
300
Nil
14,328
0.200
2009-March'2010
2,991.74
Nil
600
Nil
Port name
Warehouses in main ports are usually built by BIWTA and leased to a port operator or another private entity. A port
operator or a private developer may be authorized to build its own warehouse as well as jetties and benefit from a
reduced lease fee. Public jetties (101 in 8 main ports) are mostly used for passengers while private jetties (178 in 5 main
ports) are used for cargo.
Absence of sufficient mooring facilities (ghats) is considered to be one of the factors negatively affecting safety on rural
waterways. BIWTA allocates little resources to landing points for country boats. As a result, local authorities or local
associations of boat owners develop additional sites. These sites are rudimentary and often do not represent more than
a segment of shore with walking access to land.
Port operators are selected every year through open tender. The lease agreement is awarded based on the highest
offered rental fee. The tender, however, can be substituted by a letter from a local Member of Parliament or the
procedure can be opposed by pressure groups in favor of direct negotiations. The tender documents and the decision
making process suffer from ambiguities. The tendering process also suffers from delays due to the high number of
procedures to be carried out at the same time every year and the limited capacity of BIWTA. Competition is also limited
and BIWTA may not get the best results that can be expected. However, other methods such as auction, which was
practiced before 1991-1992 or direct negotiations would not be more transparent nor improve the results.
The fleet of cargo vessels has significantly changed since 1998-99. Dumb barges of 300 tons on average have been
replaced by self-propelled vessels of higher capacity of 500 to 700 tons. The total static capacity has increased by about
one third from about 750,000 tons to about 1,000,000 tons. The fleet consists of 2,288 units (2,000 cargo vessels, 118
tankers and 170 bay crossing coasters).
The total capacity offered by the fleet is estimated at 76 million passengers and 35.2 million tons. Operators estimate that
passenger vessels accomplish one one-way trip per day. 10 percent of the time is assumed to be spent on docking for
repair. Cargo vessels make on average 12 trips per year during a period of 330 days.
While other countries where IWT exists have developed push-towing techniques, this type of transport is not exploited in
Bangladesh. The reason for that is that the industry is relatively scattered among a large number of small operators.
None of these operators owns a fleet sufficient in number to provide the pusher tug with a set of loaded barges as it
arrives at destination with the incoming set of barges. The pusher tug would then have to wait that the convoy of barges
be unloaded and then loaded which is inefficient and unprofitable in view of the relatively high cost of pusher tugs.
Dhaka
Location Details
River/Lake name
Buriganga
Port Name
Region / District
Dhaka
Dhaka
To the north a line is drawn to the east and west near Ashulia across the
Turag river at latitude 23-52-30N
23.70134
To the south a line is drawn to the north and south across the river Buriganga
at longitude 90-27-26E
90.40403
Capacity
Capacity
Bulk
Container
General Cargo
MT/month
MT/month
MT/month
24.902
10.675
23.935
10.257
Nil
Nil
Nil
500
Nil
Nil
600
Nil
400
Discharge Rates
Discharges Rates
(MT/Day)
Bulk
Bagged
To warehouse
144
62
To trucks
654
280
To rail-wagons
Nil
Nil
To barges
Nil
Nil
To bagging
Nil
Most of the bulk cargo discharged at this port consist of bricks, sand, stones and other building material whereas food
grains are discharged in bagged form. Dhaka river port also has a fuel depot at Futola. Capacity of this fuel depot is
60.000 MT and Monthly activity is 50.793 MT.(2008)
Vessel Specifications
Specifications
Bulk
Nb
Min (m)
Conventional
Max (m)
Min (m)
Max (m)
Berths
06
Anchorages
10
Draught at anchor
metres
3,66
3,66
3,66
3,66
Draught at Berth
metres
3,66
3,66
3,66
3,66
metres
220
240
220
240
Beam (maximum)
metres
2 Nos
Mobile Cranes
Nil
Bagging Machines
Nil
Silo Facilities
Nil
Capacity
3 MT
Vacuvators
Nil
30 Nos
557,40 m
20 acres
81076,35 m
Narayanganj
Company
Contact details
Location Details
River/Lake name
Shitalakhya
Port Name
Region / District
Narayanganj
Narayanganj
To the north a line is drawn to the east and west near Rupganj/ Murapara across the
Shitalakhya river at latitude 23-27-00N 23,5934
To the south a line is drawn to the north and south near Gopchar across the Shitalakhya
river at longitude 90-32-16E
90,50996
Capacity
Capacity
Bulk
Container
General Cargo
MT/month
MT/month
MT/month
55.500
12.500
46.585
11.750
Nil
Nil
Nil
500
Nil
Nil
600
Nil
500
Discharge Rates
Discharges Rates
(MT/Day)
Bulk
Bagged
To warehouse
Nil
78
To trucks
1.553
314
To rail-wagons
Nil
Nil
To barges
Nil
Nil
To bagging
Nil
Most of the bulk cargo discharged at this port consist of sand, stones, cement clinker and fly ash whereas food grains
are discharged in bagged form. Almost 62% of bulk cargo discharged into this port constitutes fly ash. Narayanganj river
port also has a fuel depot at Godnail.
Capacity of this fuel depot is 75.000 MT and Monthly activity is 68.000 MT.
Loading and discharge operations at the port are undertaken by outsourced labour which is available within the port
premises. This labour is unorganized unlike at the major sea ports where there is a regulatory authority in the form of
Dock Labour Management Board.
Vessel Specifications
Specifications
Bulk
Nb
Min (m)
Conventional
Max (m)
Min (m)
Max (m)
Berths
05
Anchorages
08
Draught at anchor
metres
3,66
3,66
3,66
3,66
Draught at Berth
metres
3,66
3,66
3,66
3,66
metres
180
220
180
220
Beam (maximum)
metres
Capacity
Shore Cranes
1 Nos
Mobile Cranes
Nil
Bagging Machines
Nil
Silo Facilities
Nil
Vacuvators
Nil
02 Nos
1400 M
2 MT
5067,28 M
Narayanganj river port has four warehouses of 700 square metres each.
The port also has an area of 5.067,28 square metres which is available for open storage.
Khulna
Company
Contact details
Location Details
River/Lake name
Bhairab
Port Name
Region / District
Khulna
Khulna
To the north a line is drawn east and west across Bhairab river and Mazid Khali nulla at
latitude 22-25-45N
To the south a line is drawn east and west across the Rupsha river at latitude 22-46-40N
22,86167
89,52446
Capacity
Capacity
Bulk
Container
General Cargo
MT/month
MT/month
MT/month
2500
1700
2350
1500
Nil
Nil
Nil
100
Nil
100
150
Nil
150
Discharge Rates
Discharges Rates
(MT/Day)
Bulk
Bagged
To warehouse
7,8
To trucks
31,2
20
To rail-wagons
7,8
To barges
31,2
20
To bagging
Nil
Vessel Specifications
Specifications
Bulk
Nb
Min (m)
Conventional
Max (m)
Min (m)
Max (m)
Berths
04
Anchorages
06
Draught at anchor
metres
3,66
3,66
3,66
3,66
Draught at Berth
metres
3,66
3,66
3,66
3,66
metres
150
280
150
280
Beam (maximum)
metres
Capacity
Shore Cranes
Nil
Mobile Cranes
Nil
Bagging Machines
Nil
Silo Facilities
Nil
Vacuvators
Nil
Nil
278,70 M
Chandpur
Company
Contact details
Location Details
River/Lake name
Dakatia
Port Name
Region / District
Chandpur
Chandpur
To the west the part of the Meghna river to the westward of the outfall of Dakatia river
which lies east of longitude 90-38-10E and bonded on the north by latitude 23-1400N 23,21502
To the east a line is drawn to the north and south across the Dakatia river at longitude
90-40-20E 90,65811
Capacity
Capacity
Bulk
Container
General Cargo
MT/month
MT/month
MT/month
6.500
6.500
5.520
5.800
Nil
Nil
Nil
400
Nil
300
500
Nil
400
Discharge Rates
Discharges Rates
(MT/Day)
Bulk
Bagged
to warehouse
10
to trucks
147
154
to rail-wagons
28
29
to barges
Nil
to bagging
Nil
Vessel Specifications
Specifications
Bulk
Nb
Min (m)
Conventional
Max (m)
Min (m)
Max (m)
Berths
03
Anchorages
05
Draught at anchor
metres
3,66
3,66
3,66
3,66
Draught at Berth
metres
3,66
3,66
3,66
3,66
metres
110
120
110
120
Beam (maximum)
metres
Capacity
Shore Cranes
Nil
Mobile Cranes
Nil
Bagging Machines
Nil
Silo Facilities
Nil
Vacuvators
Nil
Nil
92,90 M
Barisal
Company
Contact details
Location Details
River/Lake name
Arialkhan
Port Name
Region / District
Barisal
Barisal
To the north a line is drawn to the east and west across Arialkhan river at latitude 2043-00N
To the west a line is drawn to the east and west across the Arialkhan river at latitude
21-41-00N 22,70028
90,39815
Capacity
Capacity
Bulk
Container
General Cargo
MT/month
MT/month
MT/month
11.000
10.000
9.500
9.000
Nil
Nil
Nil
500
Nil
300
600
Nil
400
Discharge Rates
Discharges Rates
(MT/Day)
Bulk
Bagged
to warehouse
16
16
to trucks
174
172
to rail-wagons
Nil
Nil
to barges
127
125
to bagging
Nil
Vessel Specifications
Specifications
Bulk
Nb
Berths
05
Min (m)
-
Conventional
Max (m)
Min (m)
-
Max (m)
-
Anchorages
08
Draught at anchor
Metres
3,66
3,66
3,66
3,66
Draught at Berth
Metres
3,66
3,66
3,66
3,66
Metres
190
200
190
200
Beam (maximum)
Metres