Aziz Tasfin_Research Paper

Exploring Pitfalls to Mainland Accessibility: A Perspective of Hatiya Island, Bangladesh
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June 23rd
, 2015
Tasfin Aziz
SPRING Batch 2014/15
Matriculation No. 180806
Exploring Pitfalls to Mainland Accessibility:
A Perspective of Hatiya Island,
Bangladesh

i
Declaration
I hereby declare that this research paper is the result of an independent investigation. Where it is
indebted to the work of others, acknowledgement has duly been made.
June 23rd
, 2015
(Date, Signature)

ii
Acknowledgement
I would like to express my deep gratitude from the core of my heart to the Merciful Creator of the
Universe, the most generous and benevolent Almighty, who has given strength to carry on in my
hard times and has never gone against me although hardly I perform my duty to him.
Subsequently, I respectfully thank my parents and family for giving me continuous support which
has brought me to where I am now.
I am very much grateful to my supervisor Prof. Dr.-Ing. Sabine Baumgart for her unremitting
encouragement and back-up during the research period. Her continuous support, supervision,
assistance and direction helped me to shape and accomplish the research in time.
Very many thanks are extended to Dr. Anne Weber and Teresa Sprague for their helpful advice
and support in the research process.
I had the opportunity to discuss the research topic with few people outside SPRING. It is hard to
acknowledge all the names and their contribution accordingly. But I would like to mention one
person Mr. Papon Kumar Dev from TU Berlin and want to thank for his generous help and advice
in this regard.
Finally, I would like to thank my classmates for their outstanding cooperation throughout the whole
research period.
All errors or omissions within the content of this research paper are the sole responsibility of the
author and do not reflect upon any of the above individuals acknowledged.

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List of Abbreviations
IWT Inland Water Transport
MoS Ministry of Shipping
DOS Department of Shipping
BIWTA Bangladesh Inland Water Transport Authority
BIWTC Bangladesh Inland Water Transport Corporation
BWDB Bangladesh Water Development Board
ISSA Inland Ship Safety Administration
DC District Commissioner
UNO Upazila Nirbahi Officer
ILO International Labor Organization
IUCN International Union for the Conservation of Nature
BBS Bangladesh Bureau of Statistics
PSO Public Service Obligation
ICZMP Integrated Coastal Zone Management Project
AEZ Agro-Ecological Zone
USD U.S. dollars
RTI Rural Transport Infrastructure
LOS Level of Service
AI Accessibility Indicator
List of Figures Page No.
Figure 4.1.1 Public Hassle of Availing River Transport 7
Figure 4.1.2 Conceptual Framework 7
Figure 4.2 Methodological Framework 10
Figure 5.1.2 Available River Transportation Mode of Hatiya Island 13
Figure 5.3 Diagram of Institutional Gap 19
List of Tables
Table 3 Seasonality of Main Natural Hazards 6
Table 4.2 Objective vs Output Matrix 11
Table 5.2.1 Level of Access 14
Table 5.2.2.1 Criteria for the Modal Choice Decision 15
Table 5.2.2.2 Modal Suitability Matrix 16
Table 5.2.2.3 Working Formula of Weighted Accessibility Indicators (AI) 16
Table 5.2.2.4 Weighted Accessibility Indicators (AI) for Single Trip 17
List of Maps
Map 1.1 Coastal Zone of Bangladesh 2
Map 2. Location of the Study Area 4

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Declaration i
Acknowledgement ii
List of Abbreviations iii
List of Figures iii
List of Tables iii
List of Maps iii
Table of Contents
1. Introduction 1
1.1 Background and Problem Statement 1
1.2 Research Gap 2
1.3 Goal of the Research 2
1.4 Objective 2
1.5 Research Questions 3
1.6 Working Definition of Key Terminologies 3
1.7 Organization of the Paper 3
2. Context of the Study Island 4
3. Literature Review 5
4. Methodology of the Research 6
4.1 Conceptualization 6
4.2 Research Design 8
4.2.1. Study Area Selection 8
4.2.2. Data Collection 8
4.2.3. Data Processing and Analysis 9
4.2.4. Limitations of the Research 9
5. Accessibility Analysis 12
5.1 Context Analysis 12
5.1.1 Locational and Socio-economic Aspect 12
5.1.2 River Transport Infrastructure and Operation 12
5.1.3 Institutional Capacity and Management System 13
5.2 Passenger Service Analysis 14
5.2.1 Level of Service 14
5.2.2 Passenger Travel Behavior 15
5.3 Evaluation of Strategic Approaches 17
6. Results and Discussion 20
7. Conclusion 21
Bibliography 21
Appendices 23

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1. Introduction
1.1Background and Problem Statement
Coastal Bangladesh has unique geographic and ecological features. Numerous rivers with huge
sediments from the upstream are crisscrossed to each other and ended up to the Bay of Bengal.
This process has created 32 islands. Hatiya Island is one of them. It is under the central agro-
ecological coastal sub region comprising of Barisal, Barguna and Noakhali districts. Hatiya Upazila
is one of nine upazilas and only island upazila under Noakhali district administration.
In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode
for the transport of goods and people. 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.
Riverine transportation system is an inevitable part of the livelihood of the coastal poor. People are
dependent on ferry, steamer, sea-truck, engine propelled boat, launch, country boat and often
speed boat to cross the river in day to day life. The regular routes are facilitated by Public and
private companies. BIWTC is the operational branch - service oriented commercial river transport
organization of Bangladesh Government. Ferry, steamer, sea-truck are operated by BIWTC and
the other mode like engine propelled boat, launch, country boat and speed boat are operated by
private companies or individuals. In Hatiya, major operational river transportation routes are Dhaka
to Hatiya, Chittagong to Hatiya and Noakhali to Hatiya. Launch, steamer, sea-truck, engine
propelled boat, speed boat etc are available transport mode. However, launch and speed boats
are sometimes stopped to ply in some routes depending the weather and season. Dhaka to Hatiya
and Chittagong to Hatiya is a long distance route. Noakhali to Hatiya route is comparatively short
distance route with significant regional importance. Every day, thousands of people are travelling
to Noakhali for various purposes. The most preferred mode in this route is sea-truck though it has
limited service giving provision.
This research paper attempts to assess the accessibility provisions from Nalchira ghat, Hatiya to
Chairmanghat (Charbata), Noakhali. Dynamics between modal choice of people and mode
operation will be an important issue to understand. Eventually, evaluation of existing regulatory
framework of related authorities to find bottleneck is necessary to comply with the improved future
services.

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Source: ICZMP Project
1.2Research Gap
River transportation system has predominantly historic background in Bangladesh. It is possible to
find research on the riverine transport route development on the organizational perspective. But
very few research publications are found on island communication. Especially no research
publication is ever done on Hatiya Island perspective.
This research can be footstep for the further research of developing efficient and reliable
transportation network for the Hatiya Island of Bangladesh.
1.3 Goal of the Research
Mainland accessibility of Hatiya Island is improved through sound river transport management
strategies.
1.4Objective
The specific objective of the research is three folds which are as follows:
 Explore the present context of mainland accessibility of Hatiya Island;
 Assess the temporal variations of modal choice & their subversive paradigms;
 Evaluate strategic approaches to guide safe & reliable mainland accessibility.
Map 1.1: Coastal Zone of Bangladesh

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1.5Research Questions
The central research question is - How can the mainland accessibility of Hatiya Island in
Bangladesh be improved? To achieve the intended result of the research, answer of some specific
questions is required which are as follows:
 What are the current geographical and social settings in terms of mainland accessibility
of Hatiya Island?
 How the institutional frameworks are currently organized to manage the mainland
accessibility?
 What are the different available transport modes and their subversive factors over the
year?
 What are the gaps of strategic approaches by the institutional bodies can be taken into
account to ensure safe and reliable accessibility?
1.6Working Definition of Key Terminologies
Mainland; is a large continuous extent of land that includes the greater part of a country or territory,
as opposed to offshore islands and detached territories. In the current research, Chairmanghat
(Charbata) has been considered as the mainland point of Noakhali district to reach by availing river
transport options in respect of Hatiya Island.
Accessibility; depends on infrastructure and available and affordable modes of transport for the
movement of people and their loads. Accessibility is concerned not with behaviour but with the
opportunity, or potential, provided by the transport and land-use system for different types of
people to engage in activities (DFID, 2003).
Temporal variations; a variant hat is a function of time; for example, modal choice within day time
or in different seasons would both have temporal variation factored into their respective rate of
changed choice by user or operator.
Convenience sampling; refers to sampling by obtaining units or people who are most conveniently
available (William G. Zikmund, 2011).
Ghat; port or landing point where docking facilities are been provided.
Upazila; Sub administration unit under the district administration office headed by Upazila
Chairman.
1.7Organization of the Paper
The introduction of the research paper contains a brief background and problem statement,
research goal, specific objectives, central question, research questions and operational definition
of some key terminologies etc. Then, context of the study island has been stated in a concise form.
Literature review section of the paper tried to review related publications which have given the
insight to understand the study problem better and at the same time to find the scope of the new
research. Methodology section of the research includes the details of every step followed in the
study. Accessibility assessment is done afterwards. Existing strategies are also reviewed

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accordingly. The results of the analysis have been explained and interpreted under the heading of
results and discussion. As a final point, Concluding remarks are made along with mentioning study
limitations.
A detail „Appendix‟ part has been included in this study which details data collection questionnaires
on different issues.
2. Context of the Study Island
Hatiya is one of the largest islands located in the southern part of Bangladesh under the
administrative jurisdiction of Noakhali District. Total area of Hatiya is 2100 Sq.Km. with population
452,463 (BBS, 2011). In every year this island has to experience adverse climatic impacts like
cyclone, tidal surge, high tide apart from its regular environmental phenomenon (e.g; river bank
erosion, inundation, salinity etc.). Belief of the inhabitants of this island is - surrounding rivers and
the sea gives them everything and takes everything away from them. Traditionally accessibility to
the mainland (from Island to nearby urban areas by crossing mighty river Meghna in north and
western sides as east and southern side of the island is the Sea) is a challenge for them. The
situation is getting even worse. Island‟s river transportation system is failing to serve the people
nowadays. Current and rolling of the wave is getting bigger as this river channel is receiving
increased volume of discharge of different tributaries. Most of them are originated from Himalayas.
Himalayan Mountain range is in the north part of Bangladesh. This mountainous range is the
source of hundreds of tributary and Distributary Rivers. As the location of Bangladesh is in the
downstream, this country has to carry all the discharges through its complex river system. Only
Ganges River is receiving annually 145,000 million cubic meters of discharge from Nepal. All the
discharges finally carried by Meghna river meets the Bay of Bengal.
Map 2. Location of the Study Area

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Location of Hatiya Island is just in the intersection where mighty Meghna River discharges to the
sea. Therefore, naturally the river is very turbulent with current. This river became more furious in
present times due to the impacts of variable climate. Therefore accessibility is always a big issue
for the inhabitants of the island Hatiya.
3. Literature Review
A paradigm shift is occurring in transportation planning. This consists, in part, of shifting from
mobility-oriented analysis (which evaluates transport system performance based on quantity and
quality of physical travel) to accessibility-based analysis (which considers a broader range of
impacts and options). The new, accessibility-based paradigm places people at the center (Litman,
2015).
Accessibility (or just access) refers to the ease of reaching goods, services, activities and
destinations, which together are called opportunities. It can be defined as the potential for
interaction and exchange (Hansen, 1959) and (Engwicht, 1993). Various disciplines analyze
accessibility, but their perspective is often limited. Transport planners generally focus on mobility,
particularly vehicle travel. Land use planners generally focus on geographic accessibility
(distances between activities). Communications experts focus on telecommunication quality (such
as the portion of households with access to telephone, cable and Internet services). Social service
planners focus on accessibility options for specific groups to specific services. The words
accessibility and access can have various meanings and implications. In the fields of geography
and urban economics, accessibility refers to the relative ease of reaching a particular location or
area.
Talking about mainland is also a perspective who can it be defined based on what. Island vs
mainland is an inseparable issue. Island is a piece of land surrounded by water. A thing regarded
as resembling an island, especially in being isolated, detached, or surrounded in some way. It is
situated away from mainland (Oxford, 2015). Mainland is a major landmass especially when
considered in relation to nearby islands or attached peninsulas (American Heritage® Dictionary,
2011). The history of accessibility between Hatiya Island and mainland Noakhali is of four hundred
years. Though the transport mode, time of travel, safety and travel stress situation has been
changed over time. Life of Hatiya islanders‟ is always influenced by the geo-physical issues.
Nevertheless, weather and climatic condition has prime impact in the day to day life travel
decisions. People has to travel from island to mainland for business, health care, administrative
work, recreation, availing education, searching for job opportunities and so on. It is understandable
to think about mode type, time of departure in time of crossing river. Nonetheless, concern about
the uncertainty is a big issue to make travel decision. Along with weak transportation facility and
services, proximity of natural risk is so true for the islanders in general of coastal Bangladesh.
As mentioned, different types of natural risk affect the coastal area at different times of the year. It
has a direct impact on the adjacent Meghna river channel of Hatiya Island which influences the
modal operation on the river. The severity of most of these risks varies by season. Table 3 below
depicts the seasonality of the main hazards.

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Table 3: Seasonality of Main Natural Hazards
Hazards Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Tide
River bank
erosion
High temp
Heavy
rainfall
No/less
rainfall
Cyclone
Tide surge
Heavy fog
Tornado
Flood
Hailstorm
Source: Situation Assessment Report S_W Coastal Region of Bangladesh, (CDMP, 2009), p-62
4. Methodology of the Research
The research work has been started with conceptualization of the problem linkages and then
outline of research design prepared. Research design is organized with sequential stages of
justification of the study area, indicator selection, data collection, data processing, data analysis
adopting different contemporary techniques and research paper development. There are
interrelationships and interdependences among all sequential stages organized in the research.
The in depth functionalities of the stages are described in the following:
4.1 Conceptualization
Hatiya is the second biggest island in Bangladesh after Bhola Island in terms of population. The
island is full of natural resources. Mangrove forest, fertile land, fisheries stock in the nearby rivers
and in the sea made the landmass attractive for the people to live. Nevertheless, inhabitants of the
island always fight with natural calamities e.g. cyclone, tidal surge etc. to survive as it is a common
phenomenon in the coastal Bangladesh. Apart from this, one of the biggest challenge for the
islanders to cross the adjacent river (mighty Meghna Channel) every day to avail services of what
mainland (nearest big urban agglomeration named Noakhali) offers. If the journey starts from
Hatiya City center named Oskhali, then about 11 km from Oskhali to Nolchira river terminal. After
that, 20 km from Nolchira terminal to Chairmanghat terminal (mainland terminal, Noakhali) and 40
km more from Chairmanghat to Noakhali city center named Maijdi is the overall travel distance. It‟s
a true suffering for the people to think about travelling to mainland. Because, the whole experience
merely not been pleasant for the travellers which might get worse in the monsoon season. Four
types of beneficiaries have stake to run the service e.g. BIWTC, Private boat owners, Local
administration and terminal leaseholder. Though, there is a passive influence

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of local political musclemen as well. Two issues are always in the focal point. Firstly, lack of
management in coordinated operation and service delivery and secondly, limited financial
allocation for infrastructural development. It is understandable that government has limitations to
put focus in this regard. But, still it can be assumed that a balance initiative between well-
organized stakeholders based management approach and minimum infrastructure support may
help to improve the accessibility situation in the near future.
Socio-economic background
Institutional capacityTransport Infrastructure
Geographic locationAffordability Management practice
Assessment
Level of Service
Travel Behaviour
Service gap
New Strategic Approach Infrastructure Development
Improved Accessibility
P1
P3
P2
Figure 4.1.1: People are waiting for sea-truck at Nolchira river port (P1); hassle of not
having jetty/pontoon facility (P2 & P3) Photo by: Tasfin Aziz, 2014
Figure 4.1.2: Conceptual Framework

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4.2Research Design
After conceptualization, a concise framework matrix has been developed to understand the
research from the starting to the end. Indicator development was one of the parts corresponding to
the objective and research questions. This research is fed by mainly qualitative data from the
secondary sources with partial field based support of quantitative inputs. The detailed steps are as
follows:
4.2.1. Study Area Selection
Hatiya is one of the remotely located disaster affected islands with around half a million residents.
They have huge sufferings in travelling to the mainland for various purposes. The choice was
made for the following specific reasons.
 distance between Hatiya and Mainland is approximately 20 km.
 weak and limited riverine transportation services to reach mainland.
 upazila administration (local level administrative unit under district administration) unit with
half a million inhabitants; dependency on mainland for services.
 proximity to intense risk factors induced by frequent natural calamities can cause
community more vulnerable.
4.2.2. Data Collection
Both primary and secondary sources of data have been used in the study. But as the study is
worked with specific issue of the nature and pitfalls of accessibility services provided by
government owned corporation and private sector under the framework, for that the study mostly
was dependent on secondary sources for data and information.
Primary data
Searching for the primary data was the most crucial part of the research due to time, distance and
financial constraints. Therefore, modal choice and operation related data has been collected with
the help of previous colleagues. This process was done with semi-structured questionnaire. In true
case, the sample size for the research might have been 384 considering the total population size
of the island. As Hatiya island has two terminals to cross the river to reach mainland and this
research is considering one terminal named Nolchira, for that at least the sample to be surveyed
should be 192 according to the following equation:
n= {X2
*N*P(1-P)}/[{(ME2
*(N-1)}+{X2
*P*(1-P)}]
Where, n= sample size, X2
= chi-squre for the specified confidence level at 1 degree of freedom
N= population size, P= population proportion, ME= desired margin of error (0.5 considering 5%)
Source: Research advisor, 2006
But in reality, it was not possible to survey 192 instead of 30. Therefore, 30 semi-structured
questionnaires have been survey in the field level.

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Secondary data
A number of data were collected from secondary sources. The maps of the study area, socio
economic data, modal operation related data, ordinances, rules and regulations, etc were collected
from secondary sources. Secondary sources also are the prime source of theoretical conception.
Apart from this, some studies previously conducted in the study area are provided ample sources
of information.
4.2.3. Data Processing and Analysis
A good logical reasoning of available data can help to interpret the existing need. Primary and
secondary were carefully screened based on the study focus before going for the analysis. Data
authenticity has been checked by multiple sources analysis. To help making interpretation work
sequential, linkage development was done. In depth analysis was tried to be done with the help of
graphical and analysis software‟s. Analysis phase was also supported by different theoretical tools
and methods. Once the analysis is completed, results and discussion were prepared. In this
segment of work, results were being compared with existing framework guidelines as well which
finally provoked to strategic gaps. Concluding remarks were developed as sum up of the study
which was ended up with further scope of research.
4.2.4. Limitations of the Research
The research was mostly dependent on secondary sources. Only the modal choice and
operational capacity data has been collected from the field. Very limited research has been done
on island transportation in the context of Bangladesh. Therefore, certainly literature inadequacy
was a challenge. Most of all, government websites of related authorities are not well organized
though the research had to rely on it in some cases. Eventually, the harmony of the research
narration sometimes interrupted.

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A comprehensive summery of the research approach is illustrated in the following table:
Field of Interest
Data Availability
Study Area Selection
Literature Review
Conceptualization
Objective Fixation
Study Goal
Data Collection
Source (Secondary):
BIWTC, BIWTA, Book,
Journal etc.
Source (Primary): Semi-
structured Questionnaire
Service
Operation
Modal
Choice
Riverine
system
Inst.
framework
Research Paper
Data Processing
Data Manipulation
Data Compilation
Research Results &
Interpretation
Data Analysis
Figure 4.2: Methodological Framework

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Table 4.2: Objective vs Output Matrix as a Summary
Objective Research questions Research indicator Data/information
needed
Source of
data/information
Major outputs
Explore the present
context of mainland
accessibility of
Hatiya Island,
Bangladesh
 What are the current
geographical and
social settings in terms
of mainland
accessibility of Hatiya
Island?
 How the institutional
frameworks are
currently organized to
manage the mainland
accessibility?
 Locational aspects
(major river, ghats)
 Residents of Hatiya,
social background
 Affordability
 Authorities & their
management system
 Institutional capacity
 Location, Area,
Terminal
infrastructure
 Population, HH
structure, education
 Occupation, source
of income,
 Administration,
terminal
management
mechanism
 Upazila
Administration
website, Publications
 Census report and
Publications
 BIWTC and District
Administration
website
 Issues
influencing and
impacting
accessibility;
 Dependency
scale on
transport service
 Terminal
management
procedure
Assess the
temporal variations
of modal choice &
their subversive
paradigms
 What are the different
available transport
modes and their
subversive factors over
the year?
 Accessibility pattern
(no. of travelers,
travel modes, cost,
travel time, level of
service, reason of
travelling etc.)
 Temporal variations
of different modes
 Available vessel
types, frequency,
cost, travel time,
seasonal variation on
operation, safety,
reliability
 Climate- rainfall, wind
speed, safe
 Vessel operators
 Questionnaire
survey, Report,
BIWTC website
 Publications
 District
administration
website
 Weighted
accessibility
indicator, level of
service, Risk
factors
 Factors affecting
accessibility
Evaluate strategic
approaches to
guide safe &
reliable mainland
accessibility
 What are the gaps of
strategic approaches
by the institutional
bodies can be taken
into account to ensure
safe and reliable
accessibility?
 Plans & strategies for
improvising
 Terminal and
Transport
infrastructure,
existing policy
framework and
management practice
 BIWTC and District
Administration
website, Publications
 Institutional
Management
policy evaluation
(terminal and
travel mode),
Suitable
Integrated Rural
Transport
Planning
Approach

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5. Accessibility Analysis
The analysis section of the research tried to find the service pitfalls of a particular river
transportation route named Nolchira river port (Hatiya) to Chairmanghat river port (Charbata,
Noakhali). The analysis was designed in three parts. Part one, was the review of the geographic
and socio-economic context. Second part was the analysis of passenger services and the third
part is the review of institutional framework.
5.1Context Analysis
Context analysis is comprised of understanding socio-economic background of the island people,
existing practice of river transportation, and capacity of respective authorities to manage transport
services.
5.1.1 Locational and Socio-economic Aspect
The Hatiya Upazila is located between 22°30´ and 23.60´ north latitudes and between 91°00´ and
91°20´ east longitude. It has fallen into the Bio-ecological zone: 8d Meghna Estuarine Floodplain
(IUCN, 2002). One Agro-Ecological Zone (AEZ) identified in Hatiya Upazila namely: Young
Meghna Estuarine Floodplain (AEZ-18). Near Hatiya, the Meghna estuary brings enormous load of
sediment to the offshore territory, thereby formed a series of islands in the Bay of Bengal. The total
area is most dynamic and intense erosion and sedimentation takes place regularly. Natural
disasters make the process even faster. Therefore the shape of the island is changing every year.
As an impact of the erosion and sedimentation process, locations of river ports are also changing.
The population of Hatiya is about 452,463 with a density of 216 person/Sq. km and land cover is
2100 Sq.Km (BBS 2011). The percentage of male is 49.5 and female 50.5. Total household
number in Hatiya is 51,013. Annual population growth rate is 3% which is quite high. That means,
if the rate of population growth become constant then in next 23.23 years the population will be
double from now.
The literacy rate of Hatiya is 37% where as 51% is the coastal area context. But the national rate is
45%. There is income data unavailability in upazila level. But considering district level data, it is
found that average annual income of Noakhali is 180 USD which far less than the average of
coastal region (234 USD). Status of other livelihood component, occupational patterns of this
Upazila are: Agriculture 38.65%, agricultural laborer 24.23%, wage laborer 3.77%, commerce
8.69%, service 3.58%, fishing 5.37% and others 15.71% etc. Nevertheless, a huge number of
populations are living in this island; their socio economic condition is weak due to labour based
and resource dependent economy.
5.1.2 River Transport Infrastructure and Operation
Hatiya Island is historically deprived of regional budgetary allocation especially for the
infrastructural development purpose. Currently, Hatiya has three river port named Nolchira,
Tamaruddin and Charchanga river port. Nolchira and Tamaruddin river port has an importance
because of major travel and trade route connection. A launch service from Tamaruddin river port,
Hatiya to Sadarghat river port, Dhaka has been operated which is the only river way direct route
connects Hatiya with capital. Apart from this one sea-truck is plying once in a day starts from
Charchanga port to Chairmanghat river port via Tamaruddin port. This service is called Char

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Changa-Char Bata Sea-truck Service. In contrary, Nolchira river port is more operational. One
steamer service is from Chittagong to Hatiya is making direction connection with the commercial
capital of the country. However, Nolchira to Chairmanghat river port route is the prime
consideration of the research.
In general case, one sea-truck is plying once in a day from this port not depending on season and
weather. Engine propelled boat is the only travel mode ply throughout the year making 2-6 trips per
day depending on weather. In winter season when current and turbulence become gentle in the
adjacent Meghna channel two more vehicle type (small launch and speed boat) is added with
existing services. Nolchira river port is connected with Hatiya city center named Oskhali through 11
km long bituminous access road. No permanent jetty or pontoon is available due regular erosion
problem.
Port has a queue of temporary food courts where passengers usually wait for the vehicle. Three
different type of support road transport options are available e.g. motorcycle, three wheeler taxi
and 30 seat locally made jeap to transport passengers from and to the Nolchira port. Same
scenario is also applied for the Chairmanghat river port in the mainland side. The only exception is
a jetty. Furthermore, passenger can find bus services to reach different locations of Noakhali
district or for long distance travel.
5.1.3 Institutional Capacity and Management System
The river ports, routes, vessels and services are managed by the three government authority
sections. BIWTA is the taking care of the management and administration of the ports and landing
stations. Though in the case of Nolchira and Chairmanghat river port, the management is done by
P4: A Sea-truck is on move, started plying from
Nolchira River Port and the destination is
Chairmanghat river port.
P5: Passengers‟ are getting off from engine
propelled boat at Chairmanghat river port. One
sea-truck has been docked in the upper left
corner of the picture.
P6: Dhaka-Hatiya launch has been docked in the
Tamaruddin River port, Hatiya
P4
P5
P6
Figure 5.1.2: Available river transportation mode of Hatiya Island (N.B.; Speed boat, medium
sized launch is not shown in picture) Photo by: Tasfin Aziz, 2014

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the District Commissioner Office, the regional level executive body under the Ministry of public
administration. Their management work includes leasing the port and monitoring port activity.
Again BIWTA is responsible for navigational aid, route clearance for vessel to avoid wrecks and
obstacle. Setting up route tariff is also done by BIWTA. On the other hand, BIWTC is in charge of
operational components as service oriented commercial organization under Ministry of Shipping.
Sea-truck service is operated by this corporation. In case of Nolchira-Chairmanghat route, the sea-
truck service from BIWTC is functioning under Public Service Obligation (PSO) as the route is
uneconomical. Other vessels are giving services with the permission of either UNO office or
District Commissioner Office. Local political leaders have an indirect influence in the whole
process.
5.2 Passenger Service Analysis
Passenger service analysis is comprised of level of service of the existing vessels operated in the
study site and the travel behavior in terms of modal choice decision from the passenger‟s
perspective.
5.2.1 Level of Service
Impact of Rural Transport Infrastructure (RTI) on accessibility is important from level of service
perspective. Level of service is a qualitative indication of operating conditions. According to the
World Bank technical paper no. 496 published in 2001, the following four levels of service or
access need to be considered:
 No (motorized or non-motorized) access: defined as motorized or non-motorized vessel
access to cross the channel;
 Partial access: defined as motorized access with interruptions during substantial period of
the year (the rainy season);
 Basic access: defined as all-season access for the prevailing means of transport, with
limited period of inaccessibility; and
 Full Access: defined as uninterrupted all year, high quality (high-speed, low roughness)
access.
In the context of Hatiya, service description of four operational vessel types is in the following to
understand LOS or access. This description is the reflection of both primary and secondary
sources evaluation.
Table 5.2.1: Level of Access from Nolchira, Hatiya to Chairmanghat River Port, Noakhali
Vessel
type
Service Description LOS
Engine
Propelled
Boat
Common vessel type in southern coastal area for passenger, trade and
fishing. It is used as passenger and trade boat the Nolchira -
Chairmanghat route. Passenger service is the main activity though. This
vessel has average capacity of 80 people. Around 25-35 boats are plying
in a day to cross the river channel despite considering weather. This
service sometimes interrupted due to the climate emergencies. Especially
Basic
Access

15
Vessel
type
Service Description LOS
in monsoon season number of vessel of this type reduced.
Speed Boat
Speed boat is a special service in the study route. This service is only
available in the period of six month (September to February) in the most
favorable cases. Sometimes, this duration of service reduces due to
unexpected weather event. This service is stopped in the monsoon
season. Since, it risky to ply this water vessel in high wave and current.
Partial
access
Sea-truck
Sea-truck is an all year round service from BIWTC. As it is a marine
vessel, high tide, wave and current does not affect its operation. The
capacity of the vessel is 1000 passenger. But, as this vessel needs certain
water depth and place to dock, therefore the service has been interrupted
especially in the monsoon season.
Basic
Access
Launch
Launce is a temporary season based service. This service is in operation
when river water became gentle especially from November to February.
The capacity of the vessel is around 600 people.
Partial
access
Basic access is the minimum level of transport infrastructure service required to sustain socio-
economic activity (World Bank, 2001). It is often viewed as a basic human right. In case of Hatiya,
the major route to reach mainland is Nolchira – Charmanghat route and the level of service is
basic. It is considered that people do not have much choice of alternatives.
5.2.2 Passenger Travel Behavior
Passenger travel behavoiur depends on the external socio-economic, operation and management
factors. It is crucial to analyze all the aspect without in depth primary data support. Therefore, two
analysis tool named criteria based ranking and accessibility indicator has been used in this
research considering data limitations.
Criteria based ranking helped to understand the modal choice of the passenger of Hatiya Island.
Likert scale has been used to rate criteria‟s. Then criteria‟s are weighted according to the user
perception.
Table 5.2.2.1: Criteria for the Modal Choice Decision
Criteria Likert Scale: Description of the score
Safety, Availability, Frequency, Reliability
1: Very low; 2: Low; 3: Moderately high;
4: Noticeable high; 5: Extremely high
Expense, Travel time
1: Extremely high; 2: Noticeable high;
3: Moderately high; 4: Low; 5: Very low
The weighted modal suitability matrix is presented in the following:

16
Table 5.2.2.2: Modal Suitability Matrix
Criteria
Weight
(%)
Vessel Type
Engine Propelled Boat Speed Boat Sea-truck Launch
Score/ weighted score
Safety 25% 2 / 0.50 2 / 0.50 4 / 1.0 2 / 0.50
Expense 25% 3 / 0.50 1 / 0.25 4 / 1.0 3 / 0.75
Travel time 15% 3 / 0.45 4 / 0.60 3 / 0.45 3 / 0.45
Availability 10% 3 / 0.30 2 / 0.10 2 / 0.20 1 / 0.10
Frequency 15% 3 / 0.45 3 / 0.45 2 / 0.30 1 / 0.15
Reliability 10% 2 / 0.20 3 / 0.30 4 / 0.40 2 / 0.20
Total Score 16 15 19 12
Weighted score 2.4 2.2 3.35 2.15
Ranking 2 3 1 4
Modal suitability matrix says that the most suitable mode to cross the river channel is sea truck.
Though the engine propelled boat is in the second position, but the difference between weighted
values of sea-truck and the engine propelled boat clearly shows that choice is not next to the first
option.
To understand more about the problem intensity, weighted accessibility indicator for a single trip
could be a good tool. Number of passenger travelling and average travel time is highly important
factor in the equation. In the case of present research, the ratio between average number of
passenger travel and capacity of the vessel is used to simplify the mismatch of capacity among
four vessel types existing in the study site. Therefore, the working equation has been redeveloped
under the light of the equation of ILO, 2003.
Table 5.2.2.3: Working Formula of Weighted Accessibility Indicators (AI)
ILO used formula World Bank used formula Working formula
AI = #HH x TT x MT
Where,
AI = Accessibility Indicator for a
specific sector/service
#HH = Number of households
seeking access to a specific
service
TT = Average travel time to reach
a specific service
MT = Score for the means of
transport used
AI = N x T-Tm x F
Where,
AI = Accessibility Indicator
for a specific sector/service
N = Number of households
seeking access to a
specific service
T = Average travel time to
a facility
Tm = Acceptable/target
travel time
F = Frequency of travel
AI = (ANP/VPC) x TT x MT
Where,
AI = Accessibility Indicator for a
specific service
ANP = Average Number of
passengers seeking access to a
specific service in a trip
VPC = vessel Passenger
Capacity
TT = Average travel time to
reach a specific service
MT = Score for the means of
transport used

17
Table 5.2.2.4: Weighted Accessibility Indicators (AI) for Single Trip
Component
Vessel Type
Engine
Propelled Boat
Speed Boat Sea-truck Launch
ANP (no.) 80 10 1230 700
VPC (no.) 60 8 1000 600
(ANP/VPC) 1.33 1.25 1.3 1.16
TT (min) 90 30 90 90
MT 2 3 1 4
AI 239.4 112.5 117 417.6
According to the World Bank technical paper 496 published in 2001, it is mentioned that the larger
the value of the AI, the greater the problem. Therefore, speed boat and sea-truck got very close
score which indicates these modes are conveniently efficient to reach a service location.
Summarizing the above mentioned outputs of different analysis, the option of sea-truck is found
common choice irrespective of specific month of the year.
5.3 Evaluation of Strategic Approaches
In the earlier days, Bangladesh has Ministry of Communication which has recently been titled as
„Ministry of Road Transport and Bridges‟. So, existence of two ministries for water and land
accessibility represents the gap of formulating integrated transportation policy in Bangladesh. In
Hatiya, Nolchira river port is 11 km away from the city centre named Oskhali. Residents often face
difficulties to reach at ghat due to poor infrastructural facility especially after monsoon.
Ministry of Shipping has two distinguished departments- The Department of Shipping (DOS) and
Inland Ship Safety Administration (ISSA) for ensuring safety, provisioning regulatory frameworks,
training the staffs, enforcement of safety rules, managing the environmental aspects etc. But due
to administrative and financial gap, they are unable to attain the goal. Furthermore, overlapped
responsibilities like registering and training with Bangladesh Inland Water Transport Authority
(BIWTA) often put forward the administrative and financial gap.
BIWTA also signifies some institutional gap in terms of budgeting and infrastructure management.
In several years, it has failed to expend its annual budget especially in terms of dredging which
contain a major portion of annual budget. BIWTA has also an evident coordination gap with
Bangladesh Water Development Board (BWDB). Several literatures stated that the river siltation is
positively correlated with embankment project. But they are not habituated to practice regular
coordination meeting. Another important pitfall in this arena is that BIWTA is responsible to provide
port/ghat facilities but due to river erosion, it is often difficult to ensure sustainable ghat facility.
BIWTA always avoids developing those port facilities which are regularly being affected due to
river erosion or unavailability of embankments. In Hatiya, the scenario is similar and both
organizations trigger their finger to each other.
It is very common in Bangladesh that the vessels often carry the passengers or goods beyond their
capacity. This attitude is often pushed by the increasing user demands. In Bangladesh, DOS is

18
officially responsible to monitor the scenario. But due to lack of manpower (62 staffs), they are
often unable to control that. In most of the cases, BIWTA officials are present in the ghats but they
are officially not authorized to practice their power regarding this issue which often back up some
undesirable accidents. Furthermore, BIWTA is also responsible to fix the travel fare and exercise it.
But this is far away from reality. The travel fare always fluctuates with sets of other factors like fuel
cost, local emergencies. In Hatiya, the travel fare mainly changes with the climatic condition.
BIWTA and the local district or Upazila (sub-district) administration has several joint roles
regarding local ghat management. One of the main tasks is to facilitate leasing process of the ghat.
In Bangladesh, definite regulation is existed titled “Ghat Ijara Policy” (Ijara is the Bengali word for
lease). But these rules are often violated and practiced according to political leaders‟ demand
which is contrary to the initial objective of private-public participation. In Hatiya, mainly two political
families play the significant role regarding this leasing procedure. They control the ghats in their
own way to ensure their financial benefits. Contractual arrangements between BIWTA and private
port managers and operators should be revised to transfer more responsibilities to the private
sector. The next corridor of bottleneck is travel information. BIWTA is responsible for that
arrangement. In Hatiya, they only announce the timetable of vessels once daily through hand mike
so most of the people are unable to receive the information whenever necessary.
There are also some other counterparts. In Hatiya, there is no waiting room or other infrastructural
facilities for passengers. BIWTA and BIWTC are fully silent regarding this manner. There are
numerous informal hawkers who carry the passengers‟ goods and reserve a seat for them. There
are also some other available modes like engine propelled boats, speed boats etc. in Hatiya.
People often utilize them considering different factors like duration, comfort, available information
through personal contacting, private seat etc. Government can take initiative to register them as it
is not possible to ensure sustainable transportation management without their contribution. Again,
their registration process can generate local revenues which can be used for further development
of ghats.
Country boats have their own associations. But they have had little impact on government policy.
At the local level, their representatives have been successful in setting up some landing facilities,
collecting funds from their members to provide a safety net and maintaining some order and
discipline in the profession but still they are not mainstreamed. The owners and operators often
complain from being harassed by local authorities and the police as they don‟t have any formal title
from government. In Hatiya, it is also need to work with all these stakeholders to ensure
sustainable linkage between this island and mainland. The following figure 5.3 portrays the
organizational arrangements in national and local level, their functional gaps and its dimensional
effects in the study area.

19
Major
Organization
Policy Gap Local Effect Stakeholders Involved
Two different ministries
often fail to structure
an integrated
transportation policy
City center is
around 11 km way.
Often people face
difficulties to reach
at Ghat
BIWTC
Local Admin
(DC/UNO)
Political
leaders
BWDB
Lack of Infrastructural
Planning
Lack of Regulatory
Framework
Improper
Ghat leasing
system
Lack of Travel
Information
No display
(Daily once by
hand mike)
Lack of Facilities Absence of
Travelers’
waiting room
Unsatisfactory
river navigation
(silt)
ISSA
Lack of Regulatory Framework
Environmental
Safety not up
to the mark
BIWTA
Lack of proper
ghat protection
(embankment)
Travel
Fare not
fixed
User
Demand
Ministry of Road
Transport & Bridges
Ministry of
Shipping
DOS
Overlapping of
Responsibilities (e.g.
licensing/training)
DOS for monitoring
but often absent,
BIWTA has no right
Administra
tive &
Financial
gap
Often
beyond the
capacity
Figure 5.3: Diagram of Institutional Gap

20
6. Results and Discussion
Hatiya is an offshore island in the south eastern coastal part of Bangladesh. It has been developed
through alluvial flood plain. Socio-economic background of the people is weak due to recurrent
natural catastrophic events historically. Life is becoming hard even though the possibility of
extracting natural resources. People mainly depend on fisheries stork, natural forest and fertile
agricultural lands. Availing service and facilities is difficult in this island because of the isolation
from the mainland. They have to make frequent travel from different parts of the island to mainland
Noakhali for better health care, education, administrative, and trade facilities. For that, river
transport options plays vital role in day to day life. Among three, Nolchira – Chairmanghat river
route is very important. Four different vessel options are available named; Sea-truck operated by
BIWTC, privately owned engine propelled boat, speed boat and medium sized launch. Last two
vessels are not being available in the monsoon season.
Nolchira and Chairmanghat river port is managed by the district administration office by leasing to
private entities. No sufficient docking facilities, passenger oriented facilities are found for the better
convenience for both vessel operators and passenger perspective. One of main reason is river
continuous river erosion made the maintenance work expensive. Moreover, BIWTA is responsible
for the jetty and port oriented development. But in the case of Hatiya, it seems not working. One of
the key factors of overlooking scenario is uncoordinated management approach. BIWTC is
operating sea-truck only under Public Service Obligation clause. Because they found the route is
uneconomical in the commercial perspective.
The existing vessels operation seems demand oriented. In terms of level of service, sea-truck and
engine propelled boat is providing basic level service and the service of other two vessel types are
on partial level. In reality, Government support insufficiency has been supplemented by the private
boat owners where passenger‟s affordability and safety issue is ignored. According to the
passengers‟ perception, BIWTC operated sea-truck service is still most desirable one. Though, the
number of vessel is insufficient to support effectively. Therefore mass people have to depend on
privately owned engine propelled boat service which is inefficient and risky. In the contrary,
medium income working group people is preferring speed boat service. Reason is the time
efficiency. But the problem with this service is that it is unable to ply in the monsoon season.
Eventually, launch service is only acting support service in the winter season. According to the
accessibility indicator, people desire sea-truck service expansion to make safe, comfortable and
reliable trip to mainland.
Inland water transportation services have facing many fold problems in Bangladesh in general. It
starts with the Inter-ministerial coordination. It leads to the administrative and financial bottlenecks
of different departments like DOS, BIWTA and ISSA. Moreover, overlapping responsibility
sometimes results indecision. Again, in the case of implementation work coordination acute
problem arises which become difficult to solve. For example, northern and north-western bank of
rivers in Hatiya is highly erosion prone. Nolchira river port is located in this region. Therefore, if
there is work coordination existed in between BIWTA and BWDB then it could have been easier to
manage the problems with the port infrastructure. But it is not happening. In the contrary,
passenger services in the ghats are becoming worse. One example is; BIWTA is responsible for
the fixation of travel fare of vessels. In reality, as they have the limitation of exercising executive
power so it‟s not working at the end. Ghat Ijara Policy sometime violated due to muscle power

21
exercise by the local politicians as it is always related to economic turnover. Nevertheless,
management task needs to be well coordinated. Apart from these, two issue like ghat security and
service support infrastructure should ne ensure to enhance the possibility to ensure passenger
comfort and safe travel to mainland.
7. Conclusion
Geographic location of the Hatiya Island has made the livelihood dynamics critical. People are
facing manifold problems to stay and survive. While basic access is a human right like other
services, people of Hatiya Island still do not know when and how their day to day travel experience
to mainland will be safe, hassle free and comfortable. Development of socio-economic condition is
depending on the free access to mainland anyway. Because it can create the scope to avail better
services, more trade opportunities and most of all to be connected with mainstream of
competitions. Safe, frequent, affordable and comfortable vessels and transport infrastructure is the
precondition. Still people are highly dependent on government provided vessel service. Therefore,
this option might have been available in a profitable way. Again, well-coordinated private sector
intervention can also be encouraged. A good commitment of inland vessel service from the
concerned government counter parts is necessary. Therefore under a sound institutional
framework private entities will also be encouraged to contribute together to build good mainland
access service infrastructure of Hatiya island.
Concerning the present research, some issues like user perceptions, factors affecting travel
decisions, local transport operation dynamics, purpose of sequential chained trips and risk factor
analysis is not covered in depth. Therefore, further research is required to understand and manage
the access options from Hatiya to the mainland in future time.
Bibliography
Bank, W. (2007). Revival of Inland Water Transport: Options and Strategies. Dhaka: The World
Bank Office.
BRYCESON, D. F., MBARA, T. C., & MAUNDER, D. (2003). Livelihoods, daily mobility and
poverty in sub-saharan Africa. Transport Reviews, VOL. 23, NO. 2, 177–196.
CDMP. (2009). Situation Assessment Report in S-W Coastal Region of Bangladesh . Livelihood
Adaptation to Climate Change Project (BGD/01/004/01/99).
DFID. (2003). Sustainable livelihoods, mobility and access needs. Crowthorne, Berkshire: TRL
Limited.
Dixon-Fyle, K. (1998). Accessibility Planning and Local Development: The application possibilities
of the IRAP methodology. Sida.
Engwicht, D. (1993). Reclaiming Our Cities and Towns: Better Living with Less Traffic. Gabriola
Island, Canada: New Society Publishers.
Hansen, W. G. (1959). How Accessibility Shapes Land Use. Journal of the American Institute of
Planners, Vol. 35, No. 2, pp. 73-76.

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IUCN. (2002). Climate Change and Inland Nevigation in Bangladesh. Dhaka: IUCN.
IUCN. (2011). Adaptation Management Plan for Hatiya Upazila. Ministry of Environment And
Forest, Government of the People‟s Republic of Bangladesh.
Jerry Lebo, D. S. (2001). Design and Appraisal of Rural Transport Infrastructure: Ensuring Basic
Access for Rural Communities. Washington, D.C.: The World Bank.
Law, M. o. (1976). THE INLAND SHIPPING ORDINANCE . Legislative and Parliamentary Affairs
Division, Ministry of Law, Justice and Parliamentary Affairs.
Litman, T. (2015). Evaluating Accessibility for transport Planning: Measuring People's Ability to
Reach Goods and Activities. sh/island: Voctoria Transport Planning Institute.
MoL. (2011). Land Zoning Report: Hatiya Upazila. Dhaka: Ministry of Land.
Organisation, I. L. (2003). Integrated Rural Accessibility Planning (IRAP): Modular Training
Package. Harare, Africa: International Labour Organization.
BBS. (2011). Census Report. Dhaka: BBS.
William G. Zikmund, B. J. (2011). Exploring Marketing Research. China: Cengage Learnin.
http://www.oxforddictionaries.com/definition/english/island; Accessed on 14.006.2015
mainland. (n.d.) American Heritage® Dictionary of the English Language, Fifth Edition. (2011).
Retrieved June 14 2015 from http://www.thefreedictionary.com/mainland
Research Advisor (2006), The Research Advisors, accessed on 14.06.2015 (http://research-
advisors.com)

23
Appendices
Appendix 1 - Activity Plan
Activities Week -
1
(May 8-
14)
Week –
2
(May 15-
21)
Week - 3
(May 22-
28)
Week - 4
(May 29-
June 4)
Week - 5
(June 5-11)
Week - 6
(June 12-
16)
Week - 7
(June 16-
23)
Topic selection,
background study
and development of
a preliminary
content/framework
Problem analysis,
goal setting and
objective selection
Fixation of research
questions, selection
of parameters and
formulation the study
design
Context of study
area
Review of different
publications on
Hatiya, BIWTC
websites,
UNDP/other NGO's
project papers
Questionnaire/ data
collection
Data processing &
Analysis
Result discussion
and Preparation of
draft report
Receiving Feedback,
report editing, report
finalization and
submission
Appendix 2 – Questionnaire (Key Informant Survey – Passenger’s Perspective)
1. General information
Respondent Name Age
Occupation Nos. of HH Member
Nos. of traveler in HH Income of HH
Frequency of trip/month
(Nos./M)

24
2. Purpose of trip:
Purpose Tik Travel time Cost (per trip) Frequency
(in Month)Home to
Terminal
Crossin
g river
Terminal
to activity
area
Home to
Terminal
Crossing
river
Terminal
to activity
area
Administrative
Business
Health
Education
Recreation
Judicial
Family oriented
Others
(Specify)
3. What are the problems you face? (Terminal condition, security, Connecting trip uncertainty, toilet at
terminal, waiting room at terminal etc.)
………………………………………………………………………………………………………………………………
4. Which vessel you think convenient? ……………………………………
5. Why (make tick)?
Reason Vessels
Sea Truck launch Engine
propelled Boat
Speed Boat Others
Safe
Less expensive
Time efficient
Availability
Frequency
Reliability
6. If an improvement is required – what are the most urgent improvements from your perspective?
…………………………………………………………………………………………………………………………..
Date & Signature of the Enumerator

25
Appendix 3 – Questionnaire (Key Informant Survey – Operator’s Perspective)
1. General information
Respondent Name Age
Occupation difference to
position?
Where are you from
Nos. Months/Years of
Involvement
Experience
2. What kind of vessel it is? ………………………….
3. Who is the owner of the vessel? ……………………….
4. How many vessel run every day of this kind? .................................
5. Do you ply this vessel throughout the year? Yes / No
If no, then specify time period and reason …………………………………………………………………………
6. What is the capacity of the vessel (people and cargo)? ……………………………
7. How many people travel in each trip in average? …………………………………..
8. How many trips you conduct per day? …………………..
9. How much is the operating cost (Grat fee + Fuel Cost) for each trip? ……………………….
10. How much is the usual passenger price? ……………….
Is the price is fixed or variable? ………………… if variable, state the reason ………………………………...
11. Do you have any safety kit for emergency? Yes / No
If Yes, then how many persons can get the facility? ………………
if No, then state why? …………………………………………………………………………………….
12. Do you get informed and aware of warning signals (storm/ cyclone/ high tide)? Yes / No
If Yes, then how? …………………………………
13. Do you use any communication device? ………………..if No, then how you manage? ………………….
14. What are the most urgent steps to take for the improvement of terminal and to ensure secured
passenger travel situation?
………………………………………………………………………………………………………………………………
Date & Signature of the Enumerator

Aziz Tasfin_Research Paper

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