This document discusses navigation in main rivers in Bangladesh and its impact on river management. It provides background on the history of navigation, presents the current status including passenger and cargo movement as well as key routes. It also discusses future prospects such as plans for expanding routes and increasing dredging capacity given the high demand. Navigation beyond borders, including the India-Bangladesh protocol agreement, is also mentioned to facilitate regional inland water transit and trade.

1. Flood and Riverbank Erosion Risk Management
Investment Program (FRERMIP)
Navigation in Main Rivers - Impact
on River Management
Nazmul Hasan Diptu
Stamford university Bangladesh
30 Nov 2020
1

2. Flood and Riverbank Erosion Risk Management
Investment Program (FRERMIP)
Navigation in Main Rivers
 Background
 Present Status,
 Future Prospects,
 Navigation Beyond Border
 Way Forward
2

3. Navigation in Main Rivers
Background:
 British Rail Companies began sailing mechanized
vessels around 1840
 Lord William Bentinck is the first steamer that
propelled River Ganges in 1834
 Country’s Inland waterways network is around
24000 km
 BIWTA established in 1958 under an ordinance
 BIWTA maintains 6000 km main river artery
3

4. Navigation in Main Rivers
Present Status:
 Present Navigation Routes
 Route Classification
 Navigation in Main Rivers
 Passenger & Cargo Movement
 Navigation Around Dhaka City
 IWT Corridors (India-BD Protocol)
4

5. BIWTA Conservancy & Pilotage Department
divided navigation routes into six sections:
 North Eastern Delta Section - Sadarghat
 Central Delta Section - Chandpur
 South Delta Section - Barisal
 West Delta section – Khulna
 Aricha Section, and
 North Delta Branch – Sirajgonj
BIWTA serve notice monthly on the route length,
shoal and least available depth (LAD) for
operators’ attention.
5
Present Status:

6. 6
Route Length
(km)
Position of
Shoal
LAD
(meter)
Day-Night
(D-N)
Draft Limit
(Meter)
Dhaka-
N,gonj
31 D-N 3.96
N,gonj-
Daudkandi
40 Daudkandi 2.74 D-N 2.43
N,gonj-
Ghorasal
49 Kanchon
Ghorasal
3.34
3.35
D-N 3.05
N,gonj-
Bhairab
95 Challar Pang 4.26 D-N 3.96
Bhairab-
Chatak
230 Nautana 4.26 Only Day 3.96
Sadarghat-
Mirpur
13 Sanirbil 3.65 Only Day 3.35
Mirpur-
Ashulia
15 Baganbari 3.35 Only Day 3.05
Navigation Routes & Required Depth
BIWTA Conservancy & Pilotage Department
River Notice No. 51/2015 (North-eastern Delta Section)
Sadarghat Dhaka

7. 7
Inland Navigation Routes

8. 8Route Classification:
Class Indicated draft
(m)
length (Km) %
I 3.6 683 11
II 2.1 1,000 17
III 1.5 1,885 32
IV <1.5 2,400 40
Total 5,968 100
Source: BIWTMAS, 1989 by DHV Consultants

9. 9
Route Classification:
 Class I: Chittagong – Dhaka/Narayangonj (extending to
Ashugonj/Bhairabbazar)- Khulna/Mongla via Barisal
(3.6- 3.9 m).
 Class II: Baghabari/Nagarbari (further north to
Chilmari) and Sylhet region connected to Class I (2.1-
2.4 m).
 Class III: Zakigonj – Fenchugonj – Ajmirigonj – Dilalpur
(Kushiara and Kalni Rivers) connected to Class I & II
(1.5-1.8 meter).
 Class IV: Seasonal routes (< 1.50 meter)

10. 10Passengers & Cargo Handling at Ports
Ports
2011-2012 2012-2013 2013-2014
Passenger
(million)
Cargo
(m ton)
Pass
(million)
Cargo
(m ton)
Pass
(million)
Cargo
(m ton)
Dhaka 19.05 6.00 21.11 6.70 20.55 7.53
Narayangan
j
23.13 10.53 22.72 12.76 24.17 13.61
Khulna 0.72 8.01 0.65 6.64 0.67 6.05
Chandpur 2.10 0.42 2.27 0.47 2.28 0.50
Barisal 5.75 0.60 5.81 0.66 6.47 0.68
Patuakhali 2.12 0.12 2.11 0.12 2.32 0.18
Mawa 13.50 14.98 16.70
Aricha-
Daulatdia
11.48 5.34 14.88 5.35 14.24 5.57
Baghabari 1.13 1.03 1.06
Total 77.85 32.15 84.53 33.73 87.4 35.18

11. 11Route Classification:
around Dhaka.

12. 12
Navigation Around Dhaka City
 Capital City has advantage of having 110
km circular waterways
 The route comprises of Buriganga, Turag,
Balu, Sitalakhya and a small stretch of
Dhaleswari River
 The Route has significant potentials to
contribute towards urban transport.
 Lack of perennial navigability restrict
movement of passengers and freight.

13. 13
Dhaka City Circular Route

14. 14
Circular Route Navigability Problem
 There are around 21 bridges along the circular
route with restricted navigation clearance.
 Government constituted a committee headed by
CE, RHD with members from BWDB, BIWTA,
BIWTC, LGED and Railway.
 Mr. Abdul Hye, BIWTA Director, C&P, on 20 March
informed that at least 11 (eleven) bridges needs to
be rebuilt / remodeled to make the circular route
operational.
 No decision yet on clearing the route for
uninterrupted navigation.

15. 15Turag - Bangshi River System

16. 16
Navigation in Main Rivers:
 Ganges/Padma, Jamuna, Meghna provide a
vast network,
 Navigation in Main Rivers started early in 1800,
 Main route was Kolkata to Dibrugarh through
Padma – Jamuna Rivers during British time,
 Inter-country navigation was suspended after
the war with India in 1965

17. 17
India-BD Protocol Agreement
To facilitate trade and commerce Protocol
Agreement was signed in 1972 to use IWT
through the routes:
 Bangladesh – India,
 India to India through Bangladesh (Transit
Route)

18. 18
Bangladesh Corridors & Waterway
distances (source BIWTA):
IWT Corridor Length
(km)
Class Indicated
drafts (m)
Raimongol-Mongla-Khulna-
Kaukhali-Barisal-Hizla-Chandpur-
Narayanganj-Aricha-Sirajganj-
Bahadurabad-Chilmari (Daikhawa)
797 I & II 3.6 & 2.1
Raimongol-Mongla-Khulna-
Kaukhali-Barisal-Hizla-Chandpur-
Narayanganj-Bhairab-Ajmiriganj-
Fenchuganj-Zakiganj
807 I, II &
III
3.6, 2.1 & 1.5
Godagari-Rajshahi-Aricha-
Sirajganj-Chilmari (Daikhawa)
873 II & IV <2.1 & 1.5

19. 19
India Bangladesh Protocol Route Map

20. 20
Bangladesh Protocol Corridors
Approved entry & exit are:
 Raimongal
 Daikhawa
 Zakigonj
 Port of calls are:
 Ashugonj
 Narayangonj
 Sirajgonj
 Mongla
 Khulna

21. 21
Protocol Route Navigation Problems
 Main River (Padma, Jamuna) beds silted up
restricting navigation,
 Rajshahi – Godagari corridor is not navigable due
to low water level caused by Farakka Barrage
(India),
 Passenger & cargo berthing places (Sirajgonj,
Balashi ghat) out of operation,
 Chilmari, once an important inland port, is not
operational,
 Migration of bank lines & channel shifting make
navigation uncertain,
 If berthing port is protected with huge cost, no
certainty that channel will remain there.

22. 22
Main River Navigation Potential
 Decades back navigation in Jamuna was much better,
 During last decade braiding & widening decreased channel
stability,
 BIWTA undertakes around 400,000 m3 dredging annually to
keep Paturia–Baghabari, main artery route navigable.
 Access to Baghabari port is now stabilized by guiding
revetments works in Jamuna River,
 FRERMIP will stabilize this 12 km Hurasagar channel for
better access to Baghabari Port,
 Formal navigation in Jamuna is limited it is huge for the
millions of char population who move and transport their
commodities by boats only.
 Jamuna River stabilization is the need of the day.

23. 23
Plans for Future Routes
 To exploit huge potential, Main River channel need
to be stabilized by dredging and training works,
 In the Mississippi, navigation was the driving
economic force for 1500 km stabilized river
channel (ref: PPTA 2013).
 BIWTA identified 53 priority routes of national
importance for dredging,
 Twenty four routes got approved with
implementation period 2012-2018,
 Balance 29 routes are in the approval process with
the Ministry of shipping (MOS)
 BIWTA performs maintenance dredging by
revenue budget & development dredging by ADP
allocation under an ongoing Project

24. 24
Volume of Dredging (2009-2014) in million m3
Year Maintenance Development Total
2009-
2010
3.492 0.500 3.392
2010-2011 4.016 2.554 6.570
2011-2012 4.361 2.447 6.808
2012-
2013
4.465 5.603 10.068
2013-
2014
5.790 4.702 10.492
Source: Dredging Department BIWTA

25. 25
Source: CEGIS (Data from BIWTA)
Dredging Data Baghabari Port Channel
Year Mohanganj Pachakhola Nakalia Koitala Total
1998-99 0.032 0.037 0.069
1999-00 0.072 0.072
2000-01 0.000
2001-02 0.029 0.029
2002-03 0.150 0.150
2003-04 0.042 0.042 0.083
2004-05 0.057 0.057 0.114
2005-06 0.015 0.002 0.054 0.071
2006-07 0.177 0.026 0.006 0.209
2007-08 0.058 0.077 0.033 0.168
2008-09 0.048 0.025 0.073
2009-10 0.061 0.004 0.065
2010-11 0.017 0.017
2011-12 0.000
2012-13 0.007 0.007
2013-14 0.003 0.003
2014-15 - - - - 0.000
Total 0.620 0.206 0.141 0.163 1.129

26. 26
Source: Dredging Department BIWTA
0.000
0.050
0.100
0.150
0.200
0.250
Volumemm3
Financial Year
Dredged Volume
Baghabari Port Channel
Mohanganj Pachakhola Nakalia Koitala Total

27. 27
Prioritization of Dredging Works
 Dredging in the ferry routes between road
heads gets top priority in the ADP
 Over half of allocated funds goes to dredge
maintenance of around 100 km ferry routes,
 This priority keeps many of the 3600 km Class
I & II routes unattended.
 IWT Master Plan Study (2009) suggested,
“ferry routes are road links across the major
rivers and relates to road: funding should be
so arranged that IWT budget is meant for
maintenance of inland waterways.”

28. 28
Dredging Demand for Inland Navigation
 ADP is not based on real hydrographic survey,
 No comprehensive survey since 1989 when
DHV conducted the river channel survey,
 There is knowledge gap of current conditions,
 BIWTA planned three Projects for navigation
dredging:
 Twelve important river routes (15.8 m cum),
 Capital dredging phase I (24 routes - 104
million cum),
 Capital dredging phase II (29 routes - 382
million cum).

29. 29
Dredging Demand for Inland Navigation
Dredging Works Volume
(million m3)
Years
Planned
Volume/year
(million m3)
Capital Dredging of 53 River
Routes
501.80 11 45.62
Maintenance Dredging of
River Routes (15% of Capital
volume) 75.27 million m3
(taken 50% of the above
Volume)
37.60
Maintenance of Ferry Routes
and other Works
5.00
Average dredging need/year 88.22

30. 30
Dredging Capacity vs Demand
 Present dredger strength - 21
 Procurement in process - 20
 BIWTA dredging capacity - 11.0 million cum
 Private dredging capacity - 14.0 million cum
 BWDB dredging capacity- 8.0 million cum
 (used for BWDB Projects only)
 Dredging demand - 88.22 million cum
 Thus there is only around 30% capacity available
to cater for the total need.


31. 31
Navigation Beyond Border
 Protocol on Inland Water Transit and Trade” opened up
excellent opportunity for trade and commerce between
India and Bangladesh.
 Each country shall ensure smooth navigation in the protocol
routes within its geographical jurisdiction providing facilities
such as pilots, conservancy etc.
 Narayangonj, Khulna, Mongla, Sirajgonj & Ashugonj are the
port of calls by Indian vessels in Bangladesh,
 Kolkata, Haldia, Karimgonj and Pandua ports used by
Bangladesh vessels in India.
 FRERMIP main river management will ensure these
navigational facilities to benefit both the countries.
 Movement of vessels & cargo under protocol on inland
water transit & trade (PIWTT) is listed.

32. 32
Movement of vessels & cargo under protocol route
Year Cargo
Bangladesh Vessels
(metric tons)
Indian Vessels
(metric tons)
Total Cargo
(Tons)
2002-03 122,335 87,100 209,435
2003-04 121,926 61,627 183,553
2004-05 376,839 36,993 413,832
2005-06 538,020 - 538,020
2006-07 881,011 - 881,011
Source: Traffic Department BIWTA

33. 33
Movement of vessels & cargo under protocol route
Year Cargo
Bangladesh
Vessels (metric
tons)
Indian Vessels
(metric tons)
Total Cargo
(Metric
Tons)
2007-08 994,345 1,900 996,245
2008-09 930,094 14,328 944,422
2009-10 1,277,436 4,474 1,281,910
2010-11 1,424,767 12,697 1,437,464
2011-12 1,429,444 55,558 1,485,002
2012-13 1,507,357 46,661 1,554,018
2013-14 1,912,622 21,327 1,933,949
Source: Traffic Department BIWTA

34. 34
Volume of Transit Trade (Metric tons)
Transit Routes Years Total Transit Volume
(metric tons)
Five transit routes under
the protocol:
1) Kolkata – Pandu
2) Pandu-Kolkata
3) Kolkata-Karimgonj
4) Karimgonj-Kolkata
5) Karimgonj-Pandu
2002-03 7,625
2003-04 2,513
2004-05 15,100
2005-06 8,500
2006-07 12,557
2007-08 8,230
2008-09 14,628
2009-10 4,474
2010-11 590
2011-12 2,695
2012-13 18,685
2013-14 2,373
Source: Traffic Department BIWTA

35. 35
Protocol Route Beyond Border

36. Source: Dev. of Transport Corridor, Phase-1, Vol II, STUP Consultants, 2007
36
Dredging Volume in Protocol Routes
(numbers being updated)
Waterway Section Dredging Volume (1000 cubic meters)
2002-
03
2003-
04
2004-
05
2005-
06
2006-
07
Raimongol-Mongla-
Khulna-Kaukhali-Barisal-
Hizla-Chandpur-
Narayanganj-Aricha-
Sirajganj-Bahadurabad-
Chilmari (Daikhawa)
423 266 244 361 539
Bhairab-Ajmirigonj-
Fenchgonj-Zakigonj
- - 179 916 250
Godagari-Rajshahi - - - 878 822

37. Source: Dev. of Transport Corridor, Phase-1, Vol II, STUP Consultants, 2007
37
Dredging Target in Protocol Routes
Name of Route Five Years Dredging Target (In 100,000 cubic meters) Total
Target
2015-16 2016-17 2017-18 2018-19 2019-20
Aricha/Paturia-Bagabari
(Jamuna River)
3.00(D) 4.00(D) 4.00(D) 4.00(D) 3.00(M) 18.00
Chandpur-Nandi bazar-
Shikarpur-Hularhat (Padma/
Meghna Rivers)
4.00(D) 7.00(D) 5.00(D) - 1.00(M) 17.00
Chandpur-Char Prakash-Hijla-
Barisal (Padma /Meghna
Rivers)
- 5.00(D) 5.00(D) 5.00(D) 5.00(D) 20.00
Bhairab Bazar-Lipsha-Chhatak-
Sylhet
- 10.00(D) 25.00(D) 25.00(D) 30.00(D) 90.00
Baghabari-Badalgachi
(Meghna/Surma/Kshiyara)
- - 20.00(D) 20.00(D) 30.00(D) 70.00
Baghabari-Ullapara (Jamuna
River)
- - 12.00(D) 12.00(D) - 24.00
Aricha-Rajshahi-Godagari
(Padma River)
- - 5.00(D) 5.00(D) 10.00(D) 20.00

38. Navigation Potential Beyond Border
 There is significant potential for IWT development in the
northeastern India through Bangladesh,
 India designated 1,800 km navigable waterways of
Brahmaputra and Barak system as NW-2 for the transport
of long distance bulk goods.
 Expansion of the sector is limited by natural restrictions in
river system due to siltation and shallow water levels
 IWT competes favorably with road & rail for bulk transport
and could play important role in promoting bilateral trade
in an expanding regional economy.
(Source: strategy report, June 2008, Natural Resources, Water , Environment, Nexus for Development
and Growth in Northeast India)

39. Navigation Potential Beyond Border
 India initiated infrastructure developments to expand the inland
waterways network linked to NW-2
 A 45 meter wide canal was planned for the Brahmaputra River from the
Bangladesh border to Dibrugarh (650 km route), with a permanent
terminal at Pandu, 24-hour navigation facilities, and floating terminals
at nine locations along the canal.
 A proposal for Barak River to construct a 40-meter wide channel for
the entire waterway including four terminals at strategic locations was
also made
 There are also range of other waterways besides NW-2 that could be
developed to contribute to the economic growth of Northeastern
India and promote Indo-Bangladesh and Indo-Myanmar trade.
39

40. Way Forward
 A key issue for making IWT viable is the
increased cooperation with India.
 Past cooperation brought immense mutual
benefit, and there is scope for further
analysis for inter-country IWT linkages to
result in stable trading environment.
 There is growing trends of bilateral trade
but the protocol route cannot be used in
the dry season due to low navigation draft.
40

41. Way Forward
 Adequate navigation draft is a pre-requisite for safe
navigation
 Both the countries need to ensure needed draft falling in
respective jurisdiction.
 Necessary navigation aids & pilot services are necessary to
provide safer sailing conditions.
 Main River management with protective works and
channelization will make the navigation corridor more stable
for navigation.
 Once these are ensured, trade and commerce between
Bangladesh and India (more so between Bangladesh and
Tripura) would be accelerated.
 Further development of Indo-Bangladesh protocol routes
would substantially increase trade with India and options for
cargo movement between Kolkata and Northeastern India
through Bangladesh to benefit both the countries.
41

42. Thanks you for Listening!
Have a Wonderful Weekend
42