1.1.

Road Assessment1

1.1.1. Roads Overview

The road network is deficient in terms of its ability to handle modern multi-axle articulated transport and both the number
and diversity of vehicles. Even the countrys primary arterial road between Dhaka and Chittagong cannot accommodate
container traffic due to road conditions. Expansion and enhancement of the network runs against two significant
problems the river systems that divide Bangladesh and significantly increase the cost of road construction due to the
need for major bridges and the high population density ensuring that land is at a premium, complicating the task of
widening or adding road capacity.

Severe congestion is present in many of the villages and towns found at regular intervals along most routes with traffic
being delayed resulting in higher costs. The problem is often not a lack of road width per se, although this is a factor, but
that it is more attractive for pedestrians and rickshaws to use the sealed road rather than the unsealed areas, which are
occupied by village activities from stalls to vehicle repairs. Road encroachment is a particularly severe problem in
Bangladesh, although it is also present to a lesser extent in some of the other countries.

1
Bangladesh Government Economic Review - 2010 English Edition, Roads & Highways Department, World Bank - BANGLADESH
TRANSPORT POLICY NOTE 2009, Asian Development Bank - Bangladesh: TA Support to Transport Sector, Subregional Transport
Facilities ADB 2010
Major traffic congestion occurs on all routes entering Dhaka city and a truck curfew applies in the city during certain
hours. A northern bypass is being constructed which should ease the situation, provided it does not attract development
and itself become congested. Congestion also occurs at the borders. In most cases, the border posts have been created
on what was previously a through road with the infrastructure clearly not being designed for the current type or volume of
vehicle movement.

Bangladesh is committed to a program of road construction. The major projects are the construction of the Padma Bridge
and improvements in the vital DhakaChittagong link. Given the high cost of these two important prestige projects, there
is concern regarding the availability of funding for other international road projects, including those likely to be promoted
by any BIMSTEC regional strategy.

Major National Highways

1. Dhaka (N8) - Katchpur (N2) - Madanpur (N105) - Mainamati (N102) - Comilla (R140) - Feni (N104) - Chittagong
(N196) - Manashertek (N107) - Satkania (N108) - Ramu (N109) - Cox's Bazar (N110) Teknaf

2. Katchpur (N1) - Bhulta (N105) - Sarail (N102) - Jagadishpur (N204) - Shaistaganj (N204) - Mirpur (N207) -
Sherpur (N207) - Sylhet (N205, N208) - Jaintapur Jaflong

3. Dhaka - Progoti Smarini (N301) - Tongi (N302) - Joydebpur (N105, N4) Mymensingh

4. Joydebpur (N3, R310) - Kadda (N105) - Tangail (N404) - Elenga (N405) - Madhupur (N401) Jamalpur

5. Dhaka - Mirpur Bridge (N501) - Nabinagar (R505) - Manikganj (R504) - Uthali (N503) - (ferry) - Natakhola -
Baderhat (N505, N513) - Kashinathpur (N6, N504) - Shahjanpur (N515) - Banani (N514) - Bogra western
bypass: Jahangirabad (N502) - Tinmatha (N510) - Matidali (N514, N515) - Mordern More (N506) - Rangpur
bypass (N517) - Saidpur bypass (N518) - Beldanga (N508) - Thakurgaon - Panchagarh - Tentulia - IND
(Banglabandha)

6. Kashinathpur (N5, N504) - Pabna bypass (N604) - Gaspara (N604) - Dasuria (N704, N705) - Banpara (N507) -
Harispur (N602) - Chawk Bidaynath (N602) - Belpukur (N603) - Rajshahi (R680)

7. Daulatdia Ferryghat - Goalchamot (N803) - Magura (N704) - Arappur (N704) - Jhenaidah - Hamdah (N703) -
Palbari (N707, N708) - Chanchra (N706) - Murail (N707) - Phultala (N709) - Khulna - (ferry) - Kudir Battala
(N709) Digraj

8. Dhaka - Mawa Ferryghat (R812) - (ferry) - Bhanga (N804, N805) - Barisal (N809) Patuakhali

Ongoing Development Plan

The Bangladesh Road Master Plan 2007 estimated the medium growth forecast of both freight and passenger transport
which will be 6.4% per year for the period of 2010-15 and 6% over the master plan period of 2005-25. As such, issues
related to road network have been identified by RHD, which are follows:

National Highways are needed to be upgraded into 4/6 lanes with medians to commensurate with higher traffic
growth and to improve road safety
Construction of new bridges to ensure uninterrupted traffic flow including replacement and major repair of
existing old narrow bridges for ensuring safety
Road safety to be properly addressed in road design and enforced in traffic management
Developing comfortable road network to enhance the tourism industry
Maintenance needs a higher priority, more resources, improved management reform and better quality standard
Institutional reform, and
Digitalization of RHD activities

In addition, LGED under the purview of rural road master plan has been developing the farm to market roads. It has
prioritized Upazila, Union and Village roads and a target was set for development of additional 22000 Km Upazila and
Union Roads in future. The low lying topography requiring a substantial raised earth embankment of all kinds of roads,
frequent flooding during monsoon due to global climate change phenomena and washing out the road embankment are
emerging of challenges of the sector.

Roads & Railways Division

Roads & Railways Division is one Division of the Ministry of Communication, the other being the Bridges Division.

Roads & Railways Division shoulders a vast area of responsibilities, managing the:
 Roads & Highways Department (RHD)
Bangladesh Railway,
Bangladesh Road Transport Authority (BRTA),
Bangladesh Road Transport corporation (BRTC),
Dhaka Transport Co-ordination Board
The office of the Government Inspector of Bangladesh Railways (GIBR).

The principal motto of this Division is to ensure improvement of socio-economic condition of the people through
formulating policies regarding roads, road transports and railways and through construction, development, expansion
and maintenance of environment-friendly and user-friendly integrated roads and railway transportation.

Contact Details of Officers and Employees of MoC:

Post Phone Numbers Email address

Office Home Mobile
Minister 7164977 8754747 - minister@moc.gov.bd
Secretary, MoC 7162866 8860979 1714111666 secretary@moc.gov.bd
Joint Secretary (Dev) 7165190 8144159 1711382132 jsdev@moc.gov.bd
Deputy Secretary (RHE) 7169273 9118141 1711172894 dsrhe@moc.gov.bd
Deputy Secretary 9560966 9120988 1552344984 dsbj@moc.gov.bd
(BJ/BRTC)
Deputy Chief (Engineering) 7168851 1726251379 dceng@moc.gov.bd

Road and Highway Department Activities

The Roads and Highways Department (RHD) is responsible for the construction and the maintenance of the major road
and bridge network of Bangladesh.

The RHD is headed by a Chief Engineer who is supported by a number of Additional Chief Engineers.

Entity(s) in Charge Contact Names / Email Tel / Fax Website

Road and Highway Name: Md. Niher Miah
Tel: 88-02-9562829 http://www.rhd.gov.bd/Default.htm
Department Title: Chief Engineer

Bangladesh Road Transport Authority Activities

Controlling and regulating road transport by executing motor vehicle acts, issuing route permits and fixing rates
and fares of buses and trucks
Conducting regular activities like: Issuing driving license, fitness certificates, registration certificates and Driving
Instructor's license
Registering schools for motoring
Organizing and conducting workshop Seminars for delivering information regarding safe driving and traffic
regulations
Making research and development for developing ideas and methodologies for safe road transport and traffic
system

Entity(s) in Charge Contact Names Tel / Email Website

Bangladesh Road
Transport Authority
Name: Mr. Shapan Tel: Office-9132480
Secretary
Kumar Sarkar E-mail: http://www.rhd.gov.bd/Default.htm
BRTA, Allenbari,
Title: Secretary secretary@brta.gov.bd
Tejgaon
Dhaka -1215

Bangladesh Road Transport Corporation Activities

 To operate road transport services for both passengers and cargo.
To provide safe, reliable and efficient transport service at an affordable fare.
To facilitate private sector in transport service and introduction of new routes.
To play strategic interventional role at the time of emergency.
To provide training facilities for Drivers, Mechanics and in transport management in order to develop skilled
manpower in the road transport sector for both home and abroad.
To utilize BRTC's land and properties for additional revenue earnings for subsidizing the unprofitable bus routes
and services for disabled, women's, students, government employees, poor and destitute etc.
To contracting out and sub-contracting the buses to the able private owners so as to promote competition for
quality services and co-existence of the public-private relationship in the road transport sector for greater private
sector participation in the operation of BRTC buses.
To research vehicle and engine types and safety considerations for bringing harmony in operation of the bus and
truck services and to combat the air pollution's factor for better environment.

Entity(s) in Charge Contact Names Tel / Email

Major Quazi Shafique Uddin
Bangladesh Road Tel: 88-02-9565774
Transport Corporation Dy. General Manager
(Operations)

Mr. Hazrat Ali

Tel: 88-02-9568739 brtcplg@bdcom.net
Dy. General Manager
(Planning)

Dhaka Transport Co-ordination Activities

To advise the concerned agencies on an integrated and safe traffic and transportation system for Dhaka and to
make necessary arrangements with that purpose;
To co-ordinate the traffic and transportation infrastructure development plan with the over all development strategy
plan for Dhaka as envisaged in the structure plan;
To formulate strategic planning for traffic and transport sector of Dhaka and to co-ordinate inter agency co-
operation

Entity(s) in Charge Contact Names Tel / Email / Web

Dhaka Transport Email : info@dtcb.gov.bd ,
Tel : 88-02-9562686
Coordination Board ed@dtcb.gov.bd
Fax : 88-02-9568892
Address : 13-14th Floor,
Nagar Bhaban, Dhaka-1000 Web : www.dtcb.gov.bd

1.1.2. Road Construction / Maintenance

The Roads and Highways Department (RHD) is a lead infrastructure network development agency already established a
corridor based road network all over the country. In RHDs jurisdiction there has been a total 17,546 km paved road of
different category, 4507 no. of bridges with a total length of about 130 km and 13751 no of culverts with a length of 54
km. RHD is also responsible for the operation and maintenance of an extensive ferry system which are being gradually
replaced with bridges.

The Local Government Engineering Department (LGED) since preparation of rural development strategy in 1985 has
been developing the farm to market roads and has made significant progress in the sector. It has so far constructed total
82,588 km of rural roads and 804,635 meter bridges/culverts in the rural areas.

Road and Highway Department Activities

The Roads and Highways Department (RHD) is responsible for the construction and the maintenance of the major road
and bridge network of Bangladesh.
The RHD is headed by a Chief Engineer who is supported by a number of Additional Chief Engineers.

Entity(s) in Charge Contact Names Tel / Fax Website

Name: Md. Niher Miah
Road and Highway
Tel: 88-02-9562829 http://www.rhd.gov.bd/Default.htm
Department
Title: Chief Engineer

1.1.3. Road Classification

Classification Road Description

Class: National Highway Mainly large two lanes asphalt roads Good Conditions

Class: Regional Highway Mainly large two lanes asphalt roads Good Conditions

Class: Zilla Road Mainly two lanes paved roads poor condition related to the climate

1.1.4. Road Inventory

Primary Road System

1. National Highways Highways connecting National Capital with Divisional HQ/s or seaports or land ports or
Asian Highways.
2. Regional Highways Highways connecting District HQ/s or main river or land ports or with each other not
connected by National Highways.
3. Zila Roads Roads connecting District HQ/s with Upazila HQ/s or connecting one Upazila HQ to another
Upazila HQ by a single main connection with National/Regional Highway, through shortest distance/route.

Rural Roads
1. Upazila Road Roads connecting Upazila HQ/s with Growth Center/s with another Growth Center by a
single main connection or connecting Growth Center to Higher Road System, via the shortest distance /
route.
2. Union Road Roads connecting Union HQ/s with Upazila HQ/s, Growth Centers or Local Markets or with
each other.
3. Village Road a) Roads connecting Villages with Union HQ/s, local markets, farms and ghats or with each
other b)Roads within a Village.

In addition to the above there are many roads belonging to the Municipalities and City Corporations. The responsibility
for development and maintenance of such roads lies with the respective municipalities and the City Corporations.

Classification Administering Agency Network Length

National Highway Road and Highway Department 3,478.42 km
Regional Highway Road and Highway Department 4,221.52 km
Zilla (District) Roads Road and Highway Department 13,247.79 km
Local Government Engineering
Upazila (Sub-District) Roads
Department
Local Government Engineering
Union Roads +/- 250.000 km
Department
Local Government Engineering
Village Roads
Department
1.1.5. Distance Matrix

Mymensingh
Chittagong

Rangamati
Noakhali

Rajshahi
Dinajpur

Rangpur
Faridpur
Barishal

Jessore

Kushtia
Comilla

Khulna

Sylhet
Dhaka

Pabna
Bogra
Dhaka - 169 197 242 96 338 101 164 180 183 122 158 216 256 304 293 241

Barishal 169 - 366 317 202 505 131 168 109 222 191 197 272 344 471 368 405

Bogra 197 366 - 437 291 141 239 320 295 144 178 353 127 114 107 488 406

Chittagong 242 317 437 - 151 578 339 402 366 425 362 134 456 496 544 78 380

Comilla 96 202 291 151 - 432 193 256 272 279 216 67 310 350 398 203 234

Dinajpur 338 505 141 578 432 - 378 374 434 283 320 494 266 205 78 629 547

Faridpur 101 131 239 339 193 378 - 96 155 96 203 206 145 217 345 390 337

Jessore 164 168 235 402 256 374 96 - 59 92 291 257 141 213 340 453 400

Khulna 180 109 295 366 272 434 155 59 - 151 302 246 200 177 400 417 416

Kushtia 183 222 144 425 279 283 96 92 151 - 234 297 49 122 249 476 400

Mymensingh 122 291 178 362 216 320 203 291 302 234 - 278 198 238 286 413 278

Noakhali 158 197 353 134 67 494 206 257 246 297 278 - 347 412 460 185 296

Pabna 216 272 127 456 310 266 145 141 200 49 198 347 - 105 232 507 425

Rajshahi 256 344 144 496 350 205 217 213 272 122 238 412 105 - 595 547 431

Rangpur 304 471 107 544 398 78 345 340 400 249 286 460 232 219 - 595 513

Rangamati 293 368 488 78 203 629 390 453 417 476 413 185 507 547 595 - 431

Sylhet 241 405 406 380 234 547 337 400 416 400 278 296 425 465 513 431 -
 Travel
Important
Length Time by International
National From To Bridges Ferry Remark
(Km) Car Destination
Highways
(Hours)

399 Road between CXB and

Teknaf is the
Teknaf bad condition
N1 Dhaka Teknaf 454 (No load No 12 Myanmar Entry
No car and truck ferry in
restriction) Point
teknaf

211 Pass via the Sylhet

International Airport
(No load India through the Good condition road
N2 Dhaka Tamabil 286 O
restriction) Tamabil Entry Point possible India
Corridor( Car and
Truck)

236 Good condition Road

Possible congestion
N5 Dhaka Bangladandh 507 (No load 1 Nepal
due to the ferry
Restriction) Nepal Entry Point

66 Good condition Road

Final Destination
N7 Dauladia Mongla port 252 (No load 0 To Dhaka ferry in
Mongla Port
restriction) Dauladia

Main road to Calcutta

7 Final destination Good condition road
N706 Jessore Benapole 38 (no load 0 2 Benapole Entry without load restriction
restriction) Point Possibility of traffic
congestion

145 Good roads condition

Patuakhali Possibility of traffic
N8 Dhaka 191 (no load 4
Road (Barisal) congestion due to the
restriction) ferry issues

1.1.6. Road Security

The Bangladeshi road network is in poor condition. The streets of Dhaka are extremely congested; bicycle rickshaws
compete with three-wheeled mini-taxis (CNGs), cars, overloaded buses, and trucks on limited road space. Inter-city
roads are narrow and poorly maintained. Driving at night is especially dangerous; as streetlights are rare even in cities.
The U.S. Embassy urges all U.S. citizens to avoid driving after dark outside Dhaka, as accidents are most frequent at
this time. Drivers in Bangladesh drive on the left-hand side of the road.
Road accidents are common in Bangladesh. Fatal head-on collisions on inter-city roads are common. When vehicle
accidents occur, a crowd quickly gathers and violence can occur when the crowd becomes unruly. Still roads remain
unsafe & Injury and death rates from road accidents in Bangladesh are among the highest in the world. Bangladesh has
around 0.7 million motorized vehicles and 1.5 million non-motorized vehicles, with the former expected to double in the
next 10 years. According to police statistics, road traffic crashes cause 4,000 deaths annually, but the unofficial figures
are much higher. Even using official figures, road accident fatalities in Bangladesh would be about four times those of
India (57 deaths per 10,000 motorized vehicles in Bangladesh versus 13 in India ).

Security
Good Marginal X Bad

1.1.7. Weighbridges

Entity(s) in Charge Contact Names & Email Telephone & Fax

Name:
Title: Tel:
Email: Fax:
Web:
 Summary of Role and Services

1.1.8. Axle Load Limits

Ministry of Communication - BRTA Section - NOTIFICATION

Dated, 16th November, 2003

Maximum Permissible Axle and Laden Weights Limit for Motor Vehicles

TABLE-1

Maximum Permissible
Item Type of Axles Weight Limit for an Axle in
Tons is

1 Steering/Single axle with 2 tyres 5.5

2 Single rear axle with 4 tyres 10.0

3 Two closely spaced axle (centre lines of axles not more than 2.5 and not less than 1.02 6.25
metres apart) with 2 tyres each

4 Two closely spaced axle with 4 tyres each 8.25

5 Three closely spaced axles (centre lines of outermost axles not more than 3.25 metres 4.5
apart) with 2 tyres each

6 Three closely spaced axles with 4 tyres each 6.5

7 Four closely spaced axles with 4 tyres each 5.5

TABLE-2

Permissible
Total Distance between centre Maximum
Item Number of Type of Attachment lines of foremost and Laden /Train
Axe rearmost axles in metres Weight Limit
in Tons is

1 2 Rigid, single steering & one rear axle 3 or less 13.0

2 2 Rigid, single steering & one rear axle More than 3 15.0

3 3 Rigid, single steering & two closely spaced rear axles More than 4 22.0

4 3 Two axle prime mover and single axle trailer More than 5 25.0

5 4 Rigid, single steering & three closely spaced rear axles More than 5 25.0

6 4 or more Rigid, single/twin steering, single intermediate & two closely More than 7 30.0
spaced rear axles

7 4 Articulated, 2 axle prime mover and closely spaced 2 axle More than 8 32.0
trailer

8 4 2 axle prime mover and 2 axle trailer not closely spaced More than 8 33.0

9 5 Articulated, 2 axle prime mover and closely spaced 3 axle More than 9 35.0
trailer
10 5 Articulated, 3 axle prime mover and closely spaced 2 axle More than 10 38.0
trailer

11 6 Articulated, 3 axle prime mover and closely spaced 3 axle More than 10 41.0
trailer

12 7 Articulated, 3 axle prime mover and closely spaced 4 axle More than 10 44.0
trailer

Subject to the conditions specified herein under, the maximum weight of any of its axle or the laden /train weight of a
motor vehicle (including trailer, if any) or any combination thereof, for operation on any public road or highway in
Bangladesh shall not exceed the weight limits specified in the tables above for the axle or group of axles (more than one)
or for the vehicle (including trailer, if any).
Provided that considering the design and its purpose of use, the Authority (BRTA) may under the conditions of a special
permit to be issued by it, allow the use of a special purpose vehicle (a vehicle intended for carrying indivisible load of
unusual size) on a specified route or area for specified period, if deems necessary in the interest of public service and if
found safe to do so.
Provided further that the weight of any steering axle shall not be-
in the case of an articulated vehicle, less than 10 percent of the sum of all axle weight of such vehicle; and
in case of two axle rigid vehicle, more than 55 percent of the single rear axle weight limit of such vehicle .
Provided further that where the distance between the centre lines falls, between any two distances herein specified in
Table-2, the total weight of such group of consecutive axles shall be determined by direct proportion, and laden weight or
train weight of the said vehicle shall not exceed by more than 4500 kilograms, for every meter between the foremost and
rearmost axles, and 2500 kilograms for every additional axle over 7 axles
Subject to the axle weight limit specified in Table-1, the axle weight of a particular axle shall be equal to the sum of
the individually permissible tyre loads (manufactures rating) of that axle of the maximum axle weight specified by the
manufacturer, whichever is lower. The weight of any intermediate (not being foremost or rearmost) axle shall not exceed
8.25 tons.
Subject to the maximum axle weight and laden weight specified in the Tables above, the axle weight of a two axle
rigid vehicle where the distance between the center lines of foremost and rearmost axle is less than 3 meters, shall not
exceed 9.0 tons.
Subject to the laden weight limit specified in Table-2, the laden weight of a vehicle shall be equal to the sum of the
axle weights of all the axles, or the maximum laden weight or the train weight specified by the manufacturer for the
vehicle or the, vehicle combination (including trailer, if any), whichever is lower:
Provided that the maximum laden weight or the maximum train weight of a vehicle shall not exceed in case of an
articulated vehicle forty-eight tons and in any other case thirty tow tons:
Provided further that maximum total weight of all trailers, whether laden or un-laden, drawn at any one time by a
locomotive shall not exceed forty- eight tons.
The axle weight and the laden weight or the train weight limit given in the tables above shall always be subjected
to the maximum limit certified by the Registering Authority in the certificate of registration of the vehicle in question.

1.1.9. Bridges
In recent years, the construction of a number of bridges such as the Bangabandhu Jamuna Bridge, Meghna Bridge,
Meghna-Gumti Bridge, Bangladesh-China Friendship Bridge, Shambhuganj Bridge and Mahananda Bridge as been
completed. It has established a strategic link between the East and the West of Bangladesh has integrated the country, is
generating multifaceted benefits to the people and promoting inter-regional trade. Apart from quick movement of goods
and passenger traffic, it is facilitating transmission of electricity and natural gas and has integrated the
telecommunication links.

The Padma Bridge

The construction of the bridge over the Padma River is a top priority on the development agenda of the Government of
Bangladesh (GOB) that will benefit the southwest region and, more importantly, the country as a whole.

Bangladesh is divided into four major regions by the Ganges, Brahmaputra and Meghna rivers. Currently, the Padma
River isolates the South West Region (SWR) of Bangladesh from other parts of the country.
There have been substantial improvements and development in the road network in Bangladesh, yet this zone remains
beyond the advantages of an integrated road network due to the lack of a bridge over the Padma River. The proposed
Padma Multipurpose Bridge Project (PMBP) is an important large scal e infrastructure project that will significantly
benefit various sectors of the economy in Bangladesh. This proposed bridge will provide direct links between two major
seaports of the country and will be an integral part of the Asian Highway No 1 and Trans-Asian railway network systems.
The Project is expected to boost the GDP of the SWR and the country and generate substantial employment
opportunities.

Major Bridges in Bangladesh

Name of Bridges Name of Roads Length (M)

Jamuna Bridge (Under Jamuna Bridge Authority) Dhaka - Bogra 4800
Lalon shah Bridge Ishwardi - Kustia Road 1786
Meghna - Gumti (Daud Kandi) Bridge Dhaka - Chittagong 1408
Khan Jahan Ali (Rupsa) Bridge 1360
Bangladesh UK Friendship (Bhairab) Bridge Dhaka - Sylhet 1194
2nd Buriganga Bridge 1016
Meghna Bridge Dhaka - Chittagong 930
Gabkhan Bridge Barisal - Patuakhali 918
Hajrath Sha Amanath Bridge Chittagong - Cox's Bazar 914
Ist Bangladesh Chaina Friendship (Postagola) Bridge 848
Dharala Bridge 657
Kaliganga Bridge Dhaka - Aricha 647
Kaligonga Bridge 646
Gorai Bridge Faridpur - Jessore 630
Karotoa Bridge Boda - Debiganj 572
Bagabari Bridge Pabna - Sirajgong 570
Daleswari Bridge Dhaka - Aricha 492
Shambugonj Bridge Mymensing - Haluaghat 464
Mohananda Bridge Rajshahi - Nawabgonj 448
Brahmaputra Bridge Dhaka - Sylhet 443

Responsibilities of the Bangladeshi Bridges Authority (BBA)

All Matters relating to development of planning (including feasibility study), implementation, monitoring and
evaluation of construction of bridges of 1500m or over, toll road, flyover, expressway, causeway, link road etc.
All Matters relating to development of planning (including feasibility study), implementation, monitoring and
evaluation of construction of bridges of 1500m or over, toll road, flyover, expressway, causeway, link road etc.
Undertake steps to secure reqhired funds both from external and internal sources for the implementation of
such plan
Take all necessary steps to enter into agreements with various agencies for securing funds for the
implementation of the bridge projects and other projects Jamuna Multipurpose Bridge subject to the approval of
the Government. 4. Enter in to Contracts/agreements with contractors and consultant as approved by the
Government for the execution of different components of such projects
Operation and maintenance of the Multipurpose Bridges and other projects and allow other agencies like
Bangladesh Railway, GTCL, PDB and T &T Board, mobiles operator etc. to operate and maintain their facilities
located within the designated area and enter into contracts with concerned agencies including private concerns
for these purposes
Determined and collect toll for various classes of traffic using the Multipurpose Bridges, Toll Roads etc.
Take steps to secure and control development within the designated area an and controlled zones at the entry
and exit terminal ends of the Multipurpose Bridges
Employ and use traffic officers and other officials to enforce the by-laws, collect tolls and carry out such duties
as the Division may consider necessary to discharge its functions
Appointment, promotion , and administration of all officers and staffs in NNS grade 10-20
Liaison with International Organisations and matters relating to treaties and agreements with other countries
and world bodies relating to subjects allotted to this Division
All laws on subjects allotted to this Division
Inquiries and Statistics on any of the allotted to the Division
Fees and tolls in respect of any of the subjects allotted to this Division except fees taken in courts
Secretariat administration including financial matters15. Administration and control of subordinate offices and
organizations under this Division.
Matters relating to Bangladesh Bridge Authority.

1.1.10. International Corridors Leading to the Country

Introduction
Bangladesh has the potential to become a transport and transshipment center for the subregion. It borders India and
Myanmar and is geographically close to Bhutan, Nepal, and Kunmingthe key transportation hub in southwest Peoples
Republic of China (PRC). With the opening of the Bhangabandhu Bridge over the Jamuna River (the Jamuna
Multipurpose Bridge) and the proposed development of the Padma Bridge, the DhakaChittagong transport corridor and
other strategic transport corridors can facilitate trade between Bangladesh and the North-Eastern states of India, the
Indian state of West Bengal, Bhutan, and Nepal, thereby attracting more foreign and domestic traffic to the country.
South Asia is the least integrated region and the cost of trading across borders is one of the highest in the world. Co-
operation with its neighboring countries offers benefits to Bangladeshi owned road, rail and water transport services and
port services. Opening up Chittagong or Mongla Port will earn huge revenue for Bangladesh. Similarly such benefits
could be realized if the Government offer Bhutan, Nepal and the North-East India states, the opportunity to transit
through Bangladesh to reach the heartland of India, in exchange for the right of Bangladeshi truck and river vessel
operators and Bangladesh Railways to share in this traffic.
Integrating the transport network of South Asia is important to Nepal, Bhutan, and regions such as northeast India as it
will end their landlocked or semi-isolated status. Within such a framework, Nepal, Bhutan, and the northeastern region of
India would have the benefit of improved access to the ports and important economic centers of the region, and a choice
of routes and modes.
Given the large potential for reduction in transportation costs, allowing the landlocked region of North-Eastern India,
Bhutan, and Nepal access to Chittagong port through Bangladeshs eastern border or to Mongla port through its North-
Western border has been a key issue among concerned authorities, although no tangible result has been reached yet.
The current cross-border procedures in the SASEC sub-region are both cumbersome and time consuming. Customs
clearance procedures can add significant costs and delays, even though they represent a relatively small part of the
logistics chain. Poorly defined or complex procedures and documents reduce transparency, especially when the approval
of many people is required. In the key border crossing point at Benapole (Bangladesh) and Petrapole (India), through
which more than 80% of trade between two countries gets routed, severe congestion results in long queues of trucks on
both sides of the border and waiting times of 15 days. It is known that more than 85% of the time spent waiting at the
border is spent on queuing, customs clearance, and transferring cargo to Bangladeshi vehicles2. To mitigate the
congestion and improve the efficiency of border operation, the Government of India is in the process of developing an
agreement for cross-border truck movement in consultation with the Government of Bangladesh, which, once endorsed
and in effect, will drastically improve cross-border operations at PetrapoleBenapole.
However, experience suggests that a negotiated strategy will be needed, that integrates policy actions in several
domains: not just upgrading of infrastructure at border crossings and along the trade corridors, but also implementation
of regulatory and institutional changes and a new degree of co-operation with the neighbor countries. The basic essential
is that vehicles (road, rail or water) must be allowed to cross borders and deliver goods from origin to destination without
transshipment of their contents. Unloading and reloading anywhere along the route adds penalties of cost and time, as
well as damage and losses, that in aggregate may be very large; they deter much potential trade today. A second-best
alternative to allowing loaded trucks across borders is to allow semi-trailers to be dropped off at the border and picked up
by a tractor unit from the neighbor country. A further option is to allow containers to travel from origin to destination
without being opened, transferred from one truck to another at or near the border or from road to rail somewhere along
the route.
Recent studies3 proposes 7 corridors for bi-lateral trade between Bangladesh and its neighbors (Northeast India,
heartland India, Bhutan and Nepal), as well as for transit allowing each neighbor to shorten circuitous travel today via the
chicken neck between Northeast India and the rest of India. Such transit can go by road, rail or water. Water and rail
transport have a cost advantage for bulks (i.e. most exports), whereas high-value goods (mainly imports) are likely to
prefer road. The study lists physical and nonphysical barriers to the development of each corridor and recommends
actions and investments that will be needed in the short and medium terms to overcome these barriers.
From strategy to implementation: Defining the corridors is only the first step among many. The interested governments
will need to negotiate bi-lateral agreements giving rights for cross-border travel by trucks or containers, the trucks
probably involving vehicle quotas or trip quotas to balance the interests of each country involved. The roads to be used
by trucks engaged in transit or bi-lateral trade --tractor-trailers are the most economic-- may be too narrow and
congested or have weak pavements and bridges, and so they will need improving.
Cross-border exchanges of railway freight wagons also require agreement on how to keep track of the wagons while
they are in foreign territory and the relevant charges to be levied. BR wagons do not meet Indian Railways standards
(notably their brake systems), but IR wagons can operate in Bangladesh; BR would at least earn track use charges from
such traffic. The mix of track gauges also complicates things.
Existing transit agreements by waterway need to be put on a multi-year basis, so that operators can justify investment in
improved vessels, especially for carrying containers, and in jetties/pontoons for loading.

2
One of the biggest obstacles to the unhindered movement of goods between the two countries is that no truck of one country is
allowed to enter the other country, which in consequence requires transshipment of cargo from a truck of one country to a truck of the
other country at the border point. This practice poses an insurmountable impediment to achieving an efficient cross-border management
system. Free movement of trucks between India and Bangladesh will be a requisite to enable all other efficiency improvement measures
for cross-border management to become workable.
3
Dr. M. Rahmatullah, Briefing Paper on Transport Integration to Enhance Trade in North Eastern Subregion of South Asia, World
Bank, August 2008 Dr Rahmatullah is regularly editing reports on the progress of this subject.
Furthermore, reform of Customs procedures and simplification of documentation will need attention. Bond systems need
to put in place to protect Customs from the risk of revenue loss from transit traffic diverted into the domestic market, as
well as domestic transit whereby clearance is relocated from the border to inland destinations another key step to
facilitate trade.
Here under is the latest report on Indo-Bangla ongoing initiatives related to Regional Connectivity, published by
Dr. M. Rahmatullah4

The surface transport networks in South Asia still continue to remain fragmented due to various historical, political and
economic reasons as well as lack of cooperation among the member countries. As a result their potential as engines of
economic growth at the regional level remains largely unrealized. This is happening despite the fact that the basic
infrastructure and facilities to establish mutually beneficial intra- and inter-regional transport linkages already exist in
many countries.
To address some of the connectivity problems, Bangladesh and India took certain initiatives recently and signed a joint
communiqu on January 12, 2010 to strengthen cooperation covering wide ranging issues with emphasis on trade,
transport connectivity and water sharing.
In order to assess the likely impacts of the various understanding reached with India, it is important to evaluate the
present state of Bangladesh Transport System and consequences of non-cooperation among neighbors.

Present situation of the transport system linked to trans-border needs

Railways
Indian freight trains travel only up to the border stations inside Bangladesh and Bangladesh Railway (BR) locomotives
then pull the Indian wagons up to a short distance inside the country where transshipment takes place. BR wagons also
do not cross the Indian border, as the rolling stock is incompatible with the air-braked stock of Indian Railways. Present
load restriction over Jamuna Bridge in Bangladesh prohibits the movement of broad gauge fully loaded wagons across
the bridge, although a dual gauge railway network now exists up to Dhaka. Recent investigation, however, revealed that
ISO containers on low platform BLCA/BLCB flat cars having a floor height of 1009 mm can be allowed over Jamuna
Bridge, without any load restrictions.

The Trans-Asian Railway

Trans-Asian Railway through Bangladesh

4
The author is former director (transport), UN-ESCAP, Bangkok.
Roads
Road transport has been playing a dominant role carrying bilateral trade between Bangladesh and India. Nearly 70-80%
of all overland trade between Bangladesh and India passes through Benapole/Petropole border point. However, the only
road connecting Benapole/Petrapole with the Kolkata is still 5.5 metre wide, and highly congested.
In the context of Nepal-Bangladesh, although India has allowed a route (by road) between these two countries across
the Chicken Neck for bilateral trade, yet goods are required to be transshipped at Banglabandh border point. This route
is more than 1300 km long, as such not very cost-effective, consequently very little used. Since this route cannot be used
for third country trade, Nepal's export and import traffic uses Kolkata port, which is often congested compared to
Bangladesh seaport of Mongla, which has spare capacity and a direct broad gauge link with Birgunj (Nepal) through
Rauxal Indian border point. But for this route and Mongla port to be used for third country trade of Nepal, India has to
agree to such transit arrangement.

Asian Highway Routes in Bangladesh

Inland Water Transport (IWT)
Indian transit traffic and Indo-Bangladesh bilateral traffic regularly travel along two designated Inland Water Transport
(IWT) Protocol routes across Bangladesh. These routes are highly underutilized, partly due to rapid siltation, lack of
sufficient navigational aids, and partly due to limited number of ports of call (4 ports on either side). There is no inter-
country passenger movement by IWT.

Regional IWT through Bangladesh

Passenger movement (India-Bangladesh)

Limited movements of passengers are taking place between India-Bangladesh, both by rail and road transport (buses).
Passenger movement by rail between Dhaka and Kolkata started again through the launching of Moitri train (Bangladesh
India friendship train) on April 14, 2008 after 43 years. 2-trains operate in each direction during the week-end (Saturday-
Sunday), and it is a journey of around 12 hours, which is considered very long, as the distance is only around 400 km.
Time taken for customs and immigration, could be saved by introducing on board checking.
With regard to passenger movement by bus, there are 2-established routes between India and Bangladesh. The Dhaka
to Kolkata and vice versa direct bus operation started in 1999 and has been doing well. The Dhaka-Agartala bus
operation started in 2003, but still struggling to be a profitable route. On February 2005, two Bangladeshi private
transport companies Shyamoli Paribahan and SR Travels jointly started the bus service between Dhaka and Shiliguri
(Assam) in cooperation with a private sector operator of Indian TATA Sumo microbuses.
Consequences of poor connectivity
Due to poor regional connectivity between Bangladesh and the neighbouring countries/territories namely, India, Nepal,
Bhutan and NE-India, all of them, have been losing a great deal in many fronts. For example,
A container usually takes 30-45 days and costs US$ 2500/= per 20' container to move from New Delhi to
Dhaka, as the maritime route is via Bombay and Singapore/ Colombo to Chittagong Port and then by rail to
Dhaka. But the same container could have been moved to Dhaka within 4-5 days at a cost of US$ 850/= per 20'
container, if direct rail connectivity and container movements are allowed between New Delhi and Dhaka.

India and Myanmar are jointly implementing Kaladan project to link Sittwe port of Myanmar with Mizoram,
partly through Kaladan River and partly by road. This would be quite an expensive alternative for India to have
access to NE-India via Kolkata Port, Sittwe port, Kaladan River and road, as an alternative to the existing route
through the chicken neck. If there was transport cooperation with Bangladesh, India could have used a much
shorter route (around 600-700 km) across Bangladesh.

Opportunities for Bangladesh

Bangladesh has a unique geographical location with 2-land locked countries, Nepal and Bhutan, 1-territory which is
almost landlocked, Northeast India at its hinterland (see map). Bangladesh owns two sea ports (Chittagong and Mongla)
and potential for developing a deep sea port. If regional connectivity is provided by Bangladesh to these hinterland
countries and territories including access to its sea ports, tremendous opportunities could have opened up for
Bangladesh to trade in transport services.
If Bangladesh opens up its transport system to provide regional connectivity, it could emerge as a transport hub for the
sub-region comprising Bangladesh, Nepal, Bhutan and NE-India.
India has been asking access of NE-India to Chittagong Port. Similarly, Nepal and Bhutan have been asking for their
access to Mongla port for their export and import trade. In order to build friendship and confidence in the minds of
neighbouring hinterland countries, (Nepal, Bhutan and India) Bangladesh should consider opening up its transport
system to the neighbours through road, rail and IWT links, to make Bangladesh a transport hub. This process will make
Bangladesh a forward looking country, with connectivity well established regionally. This will enhance the potential of
having patronage from the regional countries to establish the Deep Sea Port in Bangladesh.

Adopting sub-regional approach

The Asian Highway (AH) and the Trans Asian Railway (TAR) projects of UN-ESCAP have already identified the major
road and rail links among the countries of South Asia. Subsequently, the SAARC Regional Multimodal Study (SRMTS)
completed in 2006, also identified a number of routes in road, rail and IWT, which could provide efficient regional
connectivity.
The connectivity to all the 3-hinterland countries/territories should be conceived within the framework of regional
economic integration, where all natural and environmental resources, facilities and opportunities should be exploited for
the benefit of all countries in the sub-region.

Selection of appropriate mode

In view of the structural limitation of road networks in Bangladesh, most of the regional traffic movement shall have to be
moved initially by railway, where there is some spare capacity and further capacity can be created with minimal
investment.
Bangladesh national highways are all 2-lanes only, but extensively used. These highways were built based on an axle-
load limit of 8.2 tons compared to 10.2 tons axle load limit in India, Nepal and Bhutan. India has now adopted 12 ton axle
load limits. Again most of the trucks used in neighbouring countries are usually over-loaded. As such it would not be
desirable to allow these overloaded vehicles to move along Bangladesh Road network. Major road network of
Bangladesh, however, needs to be upgraded to Expressway standard with higher axle-load limits, as soon as possible.
To this end investments from India and other donor countries, as well as private sector investments should be
encouraged.

Focusing on a few strategic routes (see detailed maps under)

The SAARC Regional Multimodal Transport Study (SRMTS) recommended a number of routes to strengthen
connectivities among the countries and territories of North-Eastern sub-region of South Asia. Out of these, the following
routes could be opened immediately to facilitate movement of goods and passengers.

Rail Routes
1. Rail Route-1: Mahisasan Kulaura - Chittagong with a rail link to Agartala
2. Rail Route-2: Gede / Darsana - Jamuna Bridge Tongi Kulaura - Mahisasan with a link to Agartala
3. Rail route 3: Birgunj Raxaul Kathihar Rohanpur - Mongla Port

Road Routes
4. Road Route-1: Petrapole Jessore-Dhaka (via ferry) - Sylhet- Tamabil (Indian border) with a link to Agartala
5. Road route 2: Kathmandu Kaharvitta Phulbari Banglabandha - Mongla
 6. Road route-3: Thimphu Phuentsholing Jaigon Chengrabandha Barimari (i) Chittagong (966 km),
and/or (ii) Mongla (880 km)

IWT Routes
7. IWT Routes: Kolkata Raimongal Mongla Narayanganj
a. Aricha - Pandu; and
b. Bhairab Bazaar / Ashuganj Karimganj

Maps of the 7 Strategic Routes

Rail Routes
1. Rail Route-1: Mahisasan Kulaura - Chittagong with a rail link to Agartala

2. Rail Route-2: Gede / Darsana - Jamuna Bridge Tongi Kulaura - Mahisasan with a link to Agartala

3. Rail route 3: Birgunj Raxaul Kathihar Rohanpur - Mongla Port

 Road Routes

4. Road Route-1: Petrapole Jessore-Dhaka (via ferry) - Sylhet- Tamabil (Indian border) with a link to Agartala

5. Road route 2: Kathmandu Kaharvitta Phulbari Banglabandha - Mongla

6. Road route-3: Thimphu Phuentsholing Jaigon Chengrabandha Barimari (i) Chittagong (966 km),
and/or (ii) Mongla (880 km)
 IWT Routes
7. IWT Routes: Kolkata Raimongal Mongla Narayanganj
a. Aricha - Pandu; and
b. Bhairab Bazaar / Ashuganj Karimganj

Impacts of recent joint initiative taken by Bangladesh and India

The Bangladesh-India Summit held in New Delhi on 11-12 January 2010 has opened up a whole range of opportunities
for Bangladesh, to establish itself as a well connected country within the region. As a result, Bangladesh will be able to
trade in transport services with its neighbours and earn sizeable exchange in terms of port, rail, road charges and transit
fees.
To remain competitive regionally as a country trading in transport services, Bangladesh will be required to modernize its
overall infrastructure network. This would greatly enhance attractiveness of Bangladesh as a destination for FDI.
Opening up of the port facilities to neighbouring countries will greatly enhance patronage for Bangladesh's Deep Sea
Ports project at Sonadia south of Chittagong. In the context of regional connectivity, some of the major areas where
understanding has been reached to open up transport facilities both bilaterally and sub-regionally include the following:
Allowing the use of Mongla and Chittagong Sea Ports by Nepal, Bhutan and India for movement of goods by
road and rail.

Facilitating movement of bilateral trade in containers, to be carried by rail and water transport, between India
and Bangladesh.

Making available Rohanpur/Singabad Kathihar Rauxal - Brigunj broad gauge rail link for transit traffic
between Nepal and Mongla Sea Port, and Nepal-Bangladesh.

Construction of Akhaura - Agartala rail link.

Ashuganj river port to be designated as a new port of call, and allowing it to be used for one-time or longer term
transportation of Over Dimensional Cargo (ODC), for onward movement to Tripura.
Some of the implications of the above joint decisions on Bangladesh could be as follows:

Use of Chittagong Port by NE-India

The NE-India is virtually a landlocked territory of India. On average, goods from NE-India need to travel around 1500 km
to use Kolkata port. Access of NE-India to Chittagong port would mean an average travel distance of 600-700 km and
that of Tripura, a distance less than 300 km.
An assessment of the capacity of Chittagong port revealed that based on the present level of management efficiency and
technology used in handling containers, it has still 40% spare capacity. There is enough scope for further enhancing the
management efficiency and introduction of more gentry cranes, to increase the handling capacity of Chittagong port
appreciably.
For the time being, there could be some capacity constraints in Chittagong - Akhaura section of the railway.
But with the implementation of double trucking projects, which are underway, this constraint will be over.
With regard to road link between Chittagong Port and NE-India, it is important to note that Bangladesh road network has
only two lanes and it has structural weakness. As such it would not be desirable to allow heavy (often overloaded) Indian
trucks to ply on these roads. Until expressways are built along major national highways, Bangladesh road transporters
should, extend the logistic support to carry the regional traffic using medium sized multi-axle covered vans/truck-trainers.

Use of Mongla Port by Nepal, Bhutan and India

Currently Nepal and Bhutan are using Kolkata port for their export and import trade, where they face considerable
congestion. Recently Kolkata port is also facing siltation problem. This could be one of the reasons as to why India has
asked for use of Mongla Port, to which Bangladesh has agreed.
Mongla Port has large spare capacity, as only 20% of its capacity (at the present level of management efficiency, and
cargo/container handling technology in use) is currently used. Once Nepal, Bhutan and India start using Mongla Port, it
would be possible to justify economically, the extension of railway link from Khulna to Mongla Port and construction a
railway bridge over Rupsa River.
Nepal is expected to use Birganj Raxaul Kathihar Rohanpur - Khulna railway link to move its export/import cargo
through Mongla Port. Bhutan will use road link through Burimari. India can use any of the 3-rail heads, Darsana,
Benapole and Rohanpur to use Bangladesh railway to reach Khulna. Containers/goods will then be transferred to truck-
trailers or covered-vans to move these to Mongla Port.
With regard to road network, as indicated earlier, Bangladesh roads have only 2-lanes and also have structural
weakness. As such it would not be desirable to allow heavy (often overloaded) Indian trucks to ply on these roads.
Bangladesh road transporters should therefore, extend this logistic support to carry the traffic using medium sized multi-
axle covered vans/truck-trainers.

Movement of containerized cargo between India and Bangladesh by rail and IWT
Presently, containers are not allowed to move by rail between New Delhi and Dhaka. Movement of these containers by
sea route via Singapore costs and Chittagong US$2500/- for a 20 feet container. But if it could have been moved by rail,
cost could have come down to US$850/- for a 20 feet container. Container movement by rail between India and
Bangladesh could bring tremendous benefit to Bangladesh economy.
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, 2010. 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.

Making available Rohanpur-Kathihar-Rauxal/Birgunj railway link for transit traffic movement

Presently, bilateral trade between Nepal and Bangladesh are allowed to move only by road, along East-West Highway in
Nepal (Asian Highway -A2) and through Kakarvita in Nepal, the chicken-neck in India and Phulbari/Banglabandha border
point. Under the joint communiqu, rail link between Birgunj (Nepal)/Rauxal-Kathihar (India)-Rohanpur (Bangladesh) will
be available to move transit traffic to and from Nepal, to use Mongla Port. Provision of this facility will greatly help Mongla
Port to remain competitive in handling Nepal's export/import traffic. It will also help both Bangladesh and Nepal to save
the transportation cost of their bilateral trade.

Construction of Akhaura-Agartala rail link

This would be a new rail link of around 13.7 km to link Agartala with Bangladesh rail. Meanwhile India has already linked
Agartala with the Indian railway system in the North-East India.
With the construction of this rail link, Tripura State and part of NE-India will get linked to Chittagong Port by rail.
Ashuganj River Port to be designated as a new Port of Call in Bangladesh

As part of the joint communiqu, 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.
Bangladesh has allowed Ashuganj to be used by India to facilitate one-time movement of Over Dimensional Cargo
(ODC) for construction of a power plant in Triputa State. India will investment in developing the required facilities in
Ashuganj and along the road to be used to carry the ODC.
Designation of Ashuganj as a new port of call will also help India, to get some of their transit traffic between Agartala
and Kolkata to move along this IWT-cum-road transport route. While NE-India will gain tremendously from saving in
transport costs and travel time, Bangladesh will also gain by trading in transport services (port services, IWT services
and road transport services, besides transit fee.

Concluding remarks

The cost of non-cooperation in transport being very high, transit needs to be provided by all SAARC countries to
establish link with each other, on a reciprocal basis. India, Nepal and Bhutan, are all asking for not only transit through
Bangladesh but also access to Bangladesh sea ports of Chittagong and Mongla. The recent joint communiqu issued by
Bangladesh and India will open up connectivities sub-regionally, to all these 3-countries/territories. Bangladesh could in
the process, gain considerably through trading in transport services, with the hinterland countries. These countries will
also gain through savings in transport cost because of shorter trip lengths and access to Sea Ports. Thus it would be a
win-win situation for all the four countries, Bangladesh, Bhutan, India and Nepal.
Economies of Bangladesh and NE-India (North-East India) are, however, complementary. While access of NE-India to
Chittagong port could open up their economy to outside world, Bangladesh could also gain considerably in the process
(Das, 2001). Scarcity of mineral resources, except natural gas, has been major problem for the development of
Bangladesh. Northeast India with its huge mineral resource base can fill this vacuum. Moreover, the complementary
nature of the hill economies of North-east India, their agro forest resource base and hydro-power potentials can be of
great help for the development of Bangladesh.
To establish effective regional transport connectivity, political commitment is a must. In this context, the present timing is
very opportune as all the SAARC countries have popularly elected governments in power. These governments should,
therefore, take the opportunity to resolve all their outstanding issues through mutual consultation. In order to find a long
lasting solution, it is essential to take a holistic view of the situation and identify all irritants as well as all opportunities
which could be mobilized to resolve the outstanding issues.
The understanding reached at the India-Bangladesh summit held in New Delhi in January, 2010 could help in resolving
many of the irritants, if the issues are followed up properly at the bureaucracy level in both the countries. As Bangladesh
is preparing to open up the sea ports together with efficient transport links to the hinterland countries, India should do the
same to resolve all issues in respect of water sharing, removal of negative list to ensure zero tariffs for Bangladesh
exports, resolving issues related to land and maritime boundary, etc. In view of the strong political commitment from both
sides, I am confident that all issues related to transport connectivity and transit, as well as other unresolved issues
identified in the Joint Communiqu will be resolved forever in the next 1 to 2 years through a process of give and take.

1.1.11. Main domestic road corridors

Global Overview
Bangladeshs Main Operational Corridor

The DhakaChittagong corridor is central to Bangladeshs economy, since it generates almost 50 percent of its GDP and
handles about 85 percent of its international maritime trade.

Inland, most of the freight and passenger traffic plying in the corridor moves on a congested two-lane highway or on a
severely constrained railway line. As a result of these constraints, fewer than one in five of the containers handled by
Chittagong Port moves inland. The rest are stripped (inbound) and stuffed (outbound) at the port and the contents
transported inland in break bulk (loose boxes) in overloaded, unsafe trucks. This contributes to significant delays,
damages, loss and uncertainty in the delivery of shipped goods. It forfeits the main advantage of containers: secure and
efficient delivery door to door. It reflects the fact that the Chittagong-Dhaka highway is too narrow and crowded, most
trucks are too small to carry 40-ft containers (the internationally preferred size for garments) and the railway is too slow.
The railways technical standards are obsolete and an obstacle to their modernization.

In its current form, this corridor will not be able to cope with the increasing levels of traffic and will become a bottleneck to
Bangladeshs strategy. The benefits of multimodal transport are unrealized because of the low inland use of containers.

Alternative options for routing

One solution 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.
Another solution is to develop new corridors. One option is the development of the Mongla port. This is however
conditioned to the development of access and transport infrastructure. In that sense, the building of the Padma Bridge
(planned to be in operation in 2013 2015) is another crucial project.
Last but not least, the development of Sub-regional corridors is another option that needs to be addressed by the
authorities see International corridors.
Besides (i) the alternative route between Chittagong and Dhaka, using the waterways and the Pangaon ICT and (ii) the
opening of the South-West region through the Padma Bridge, alternative solutions to decrease the pressure on the
Chittagong Dhaka corridor (Road and Rail) and to diversify the routes (with the objective of developing the countrys
economy) exist. The main ones are:

Roads:
All significant border-crossing points and their respective access are important to develop alternative corridors
(Benapole, Teknaf, Banglabandh, Sonamoshid, Hill, Bibir Bazaar, Dorshona, Birol, Burimari, Tamabil, Haluaghat,
Akhaura, Bhomra)
1. Dhaka/ Khulna Jessore Benapole/Petrapole (India), with branches Khulna Mongla and Dhaka
Chittagong
2. Mogulghat Burimari, for movements to Bhutan
3. Chittagong Comilla - Akhaura (Indian border)
4. Akhaura Sylhet Tamabil (Indian border)
5. Fulbari corridor (North): Napal Dhaka Chittagong/Mongla

Waterways:
1. The South-West routes, through Raimongal, Chalna, Khulna, Kaukhali, Barisal, Hizla, Chandpur, Narayangonj,
Bhairab Bazaar, Ajmiriganj, Markuli, Sherpur, Fenchuganj, Zakiganj, Karimganj; all being linked, either to
Chittagong or to Mongla sea-ports
2. The inland water route between Dhurlian, Godagari, Rajshari, Aricha and Chilmari

Rail:
1. Dorsona Ishawardi/Jamuna Bridge
2. Rail link to Benapole
3. Rail link to Birol
4. Rail link to Rohanpur
5. Rail link to Mogulghat
6. Kalaura to Shahabazpur (still at project level)
7. Rail link to Port facilities in Mongla (under construction, 48 km between Khulna and Mongla)

Humanitarian Emergency Relief Corridors overview

Considering the 3 major risks Bangladesh is facing: floods, cyclones/tsunamis, earthquakes, different options exist to
design the concept of relief operations.

- Floods: the entire country is concerned. Most probably, the biggest majority of the infrastructures and services
detailed in the present document will remain in activity. The relief operations will thus follow the usual ways in
practice in the country (entry points, storage, transport, operational coordination )
- Earthquakes: the Eastern and North-Eastern parts of the country are concerned. Except if destroyed,
Chittagong as the countrys principal operational and logistics hub will probably be the coordination and
operation hub as well as the logistics hub (air & sea entry point, storage and transport hub) to access the area
of operation. If an earthquake occurs in the deep North of the country, the logistics hub will remain in Chittagong
while the coordination and operation hub will probably be based in Sylhet.
- Cyclones: 3 scenarii are possible, depending on the landfall area of the concerned cyclone.
o Should the cyclone land in the Eastern coast areas (Chittagong, Coxs Bazaar, etc.), the operational,
coordination and logistics hubs will be located in Chittagong. Air and Sea entry points being in
Chittagong too.
o Should the cyclone land in the Central coast areas (Barguna, Bhola, Barisal, Patuakhali, etc.), the
operational and coordination hub will be in Barisal while the Logistics ConOp will be slightly complex
(Sea entry points in Chittagong and/or Mongla, Air entry point in Barisal and/or Dhaka, storage and
transport depending on the damages in these Islands and Rivers areas). This scenario happened in
2007 with Cyclone Sidr.
o Should the cyclone hit on the Western coasts (Sundarbans, Bagherat, etc.), the operational and
coordination hub will be located in Khulna, while the sea entry point will be Mongla port and the Air
entry point may be Jessore airport (this airport being co-managed between the CAAB and the Air
Force is an added value).