1.1.

Waterways Assessment1

1.1.1. Waterways Overview

Information of waterways

Length of inland waterways: 24,000 km

Length of navigable waterways

o Monsoon: 5.968 km
o Dry season: 3.865 km.
Least available depth range: 3.90 m to 1.50 m
Annual water discharge (Source:BWDB) : 1400 billion cubic meter
Annual quantum of silt (Source: BWDB) : 2.5 billion tons
No. of passenger carried (In year) : 87.80 million
Quantum of cargo carried (In year) 58 million ton

Bangladesh, as a riverine country with 24,000 km waterways, has a navigable network varying from 5968 km during the
monsoon to 3865 km during the dry season. Its inland water transport (IWT) continues to be an important mode of
transport not only in the inland movement of freight and passengers but also in the transportation of import and export
items through the ports of Chittagong and Mongla. The high degree of penetration of the IWT network provides access to
about 25% of the rural household in Bangladesh.

1
World Bank - BANGLADESH TRANSPORT POLICY NOTE 2009, Bangladesh Government Economic Review - 2010 English Edition,
World bank - Revival of Inland Water Transport, Bangladesh BIWTA, BIWTC
IWT is such a mode of transport that has been characterized as the leas-cost, environment friendly, less accident-prone
and low maintenance cost. Moreover, the development of waterways does not even require any cultivable land rather its
very much helpful for development of other sectors of economy including maintaining ecological balance.
IWT has three functions with distinct modes of operations and stakeholders:
National: This consists in trunk haulage of freight and passenger carriage along the main corridors of demand
between the ports and major economic centers (including international). Trips are medium to long distance and
high volume movements are recorded. Vessels are modern vessels of large capacity (100 to 1,200 passengers,
20 to 1,800 tons).
Local: This consists in feeder, distribution and local traffic. Trips are mostly on short distances with low volume
movements to and from (and between) smaller communities. The demand is predominantly for passenger
movement but with an important need to accommodate modest freight loads, usually for small enterprise, small-
holder or own account purposes. Local trips use traditional country boats offering a capacity of up to 100
passengers and 100 tons.
Ferries: Ferries link sections of roads separated by large channels in the absence of bridges. Functionally
these are an entirely separate category since they are part of the road transport system rather than the IWT
system. However, operationally it is sensible to integrate aspects of the ferry services (such as vessel
maintenance and repair and river dredging) with those of IWT.
In addition, there exists a dynamic private sector which leads most of the sector activities such as cargo transport, port
management and ship building, etc. that help the sectors contribution to shared growth and poverty reduction.

Background
In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode for the transport of
goods and people. IWT is important for the poor as well as it is the cheapest mode of transport compared to road or rail.
Until recently, however, the sector had received little attention from the Government of Bangladesh with only limited
resources allocated to its development. In addition, these resources were mostly used to develop the main routes (the
ones most used by large mechanized vessels) while secondary rivers and transport using country boats (mainly rural
and until recently non-mechanized vessels constructed in traditional design) were given second priority.
The total length of rivers in Bangladesh is estimated to be in the range of some 24,000 kilometers, providing a very high
degree of penetration. Out of this total, 6,000 kilometers are accessible for movement of modern mechanized vessels
during the monsoon season, and out of this, some 3,800 kilometers are navigable around the year. Country boats, in the
number of several hundred thousands, are traditional vessels which have been plying inland and coastal waters for
hundreds of years and which play a key role as a rural mode of transport of goods and people. Inland ports and other
facilities include 11 major inland ports, 23 coastal island ports, 133 launch stations and more than 1,000 minor landing
points located in rural areas.

Even if the importance of the IWT is not objectionable, during emergencies, there is little probability that it will be used by
agencies being too slow compared to road or helicopters deliveries. Nevertheless, at local level, it is probable that
many remote areas will in a first phase only be reachable by IWT / coastal sea-trucks.

Operating Agencies
Bangladesh Inland Water Transport Authority (BIWTA) and corporation (BIWTC) give pilotage facilities to about 7,000
inland water vessels. They regulate the movement of about 2000 passenger launches and maintains 22 inland ports
along with about 800 launch ghats including terminals. BIWTAs network by category is as follows:
Minimum Minimum
Vertical
Clearance Horizontal
Class Minimum Draft Length and %age Clearance
Least Available Draft (LAD) of
3.6 m required to be
Class- I 3,66 m 683 km (11%) 18,30 m 76,22 m maintained round the year.
Links major inland ports or
place of economic importance
Class- II 2,13 m 1000 km (17%) 12,20 m 76,22 m to class I routes
Being seasonal in nature, it is
not feasible to maintain higher
LAD throughout the year
Class III 1,52 m 1885 km (32%) 7,62 m 30,48 m
These are seasonal routes
where maintenance of LAD of
Less than 1,52 1.5m or more in dry season
Class IV m 2400 km (40%) 5,00 m 20,00 m not feasible

Total 5968 km (100%)

Source: IWT Master Plan Study 2009.

BIWTC is facilitating passenger and cargo movement in the inland waterways and also offshore islands in the public
sector vis--vis private sectors. It is operating 35 ferries in different routes. On the other hand, ocean shipping performs
80% of the export-import trade. A WB Study reveals that IWT has been the least expensive mode of transport, followed
by rail and road (Revival of Inland Water Transport: Options and Strategies, November 2007). As such, considering the
facts of land-man ratio and scarcity of land for further expansion of road networks in the country, IWT sub-sector has
given the outmost importance specially dredging various river routes for making them navigable round the year.

To develop a balanced and cheap transport system in Bangladesh, it is important to improve IWT both from infrastructure
and technological points of view. IWT sub-sector suffers from (i) siltation problem in inland waterways, (ii) day & night
navigational problem of waterways, (iii) shortage of passenger & cargo handling facilities including transit shed at river
ports, (iv) Presence of manual loading/unloading of cargo at river ports, (v) underdeveloped rural launch landing stations,
inadequate number of water crafts both for river and ocean going etc. Moreover, for transportation of containers by inland
waterways to and from two seaports, the container handling facilities have not yet been developed. Decades of
insufficient investment, and challenged governance limited the development of the port sector of the country. Due to
geographical position and topological condition of the country rivers are becoming more and more narrow and thin by
siltation. As such, implementation of comprehensive capital dredging program is the biggest challenge for the IWT sub-
sector. Specific challenges identified in the sub-sector are: (i) Channeling of the existing waterways through massive
dredging and procurement of dredgers, (ii) Construction of deep sea port to streamline international trade; (iii)
improvement of day and night navigation for water crafts by providing navigational aids; and (iv) Construction of inland
container river port for transportation of containers by waterways to/from sea ports etc.

Current government Strategy

The National Strategy for Accelerated Poverty Reduction (NSAPR) emphasizes that infrastructure may emerge as a
binding constraint on the goal of accelerated poverty reduction. The NSAPR recommends the formulation of a long-term
strategy to develop IWT. The NSAPR acknowledges that the inland waterway system is not used to its full potential and
identifies that the following factors be taken into consideration:
Setting and enforcing standards for bridges and berthing facilities;
Promoting internal government coordination to ensure sufficient clearance under road bridges;
Allowing country boat owners to participate in the design of sluice gates;
Encouraging local authorities to develop facilities through self-financing by user charges.

The Ministry of Shipping (MOS) operational recommendations are:

Private sector participation in IWT in the coastal areas so that objectives of the NSAPR will be achieved and
balanced investment and development will be established.
Development of ferry operations on secondary routes
Inclusion of Myanmar in the development of cross-border IWT
Improvement of aids to navigation to accommodate adverse weather conditions
Close consultation and participation of stakeholders in the conception of an IWT policy

Constraints
The inland waterway system is not used to its full potential, due in part to inadequate dredging and shortage of berthing
facilities. Tariffs regulated by the Government are insufficient, and as a result boats are overloaded, the cause for more
than half of the accidents on waterways. The private sector is more efficient in dredging, and offers a capacity of 6.9
million cubic meters: 2.5 times the capacity of the Bangladesh Inland Water Transport Authority (BIWTA) and at lower
cost. Improved waterways have the potential to reduce transport costs for bulk cargo and provide better access to areas,
such as in the North-West of Bangladesh, where road access is limited.
The infrastructure problems on the inland waterways system are significant. Within Bangladesh there is high rate of
siltation and bank erosion, and as a result it is difficult for the vessels to navigate along these waterways. Extensive
dredging is required to maintain these waterways but unfortunately funds are not available for this work. Major parts of
the corridor suffer from navigational hazards, such as shallow water, narrow width of channels and inadequate
navigational aids. As a result, night navigation is allowed only on certain sections.
The condition of piers, jetties and other infrastructure in both countries is generally poor. There is a lack of storage
facilities; cargo handling equipment and existing support craft such as pilot, mooring and survey boats are in short supply
with many of them being unserviceable. The lack of container handling facilities has been cited as a problem. However, it
is considered very doubtful whether there will ever be sufficient demand to invest in such specialized facilities.
India has recognized the problem and is taking action to provide new terminals capable of handling containers. Storage
facilities are also planned at proposed terminals in India and depending on the utilization of these terminals/routes
provision/up-gradation of these facilities could be considered from time to time. If similar facilities are provided in the
Bangladesh portion of the protocol routes, it will further enhance utilization of the routes.
The declaration of the Barak River as a National Waterway is also under consideration by the Indian Government. After
declaration of this river as a National Waterway, terminal facilities at Bhanga (19 km upstream of Karimganj), and at
Badarpur would be taken up by Inland Waterways Authority of India (IWAI).
Between Bangladesh and India there was a bilateral trade agreement signed in October 1980 with a subsequent
Protocol on Inland Water Transit and Trade between Bangladesh and India agreed in India in October 1999. It has been
updated on a regular monthly basis, but the latest agreement signed in May 2007 was for two years. The movement of
vessels between Bangladesh and India is taking place under the provisions of this protocol. However, this protocol on
inland water transport was only being renewed on a monthly basis and this was considered to be the foremost obstacle
on inland waterways transport corridors between Bangladesh and India. One month was not enough for the transporters
to book cargoes and vessels and to organize their schedules to carry on the business. As a result, only a small number
of vessels are plying on both inter-country and transit routes, causing the trade to suffer and the spirit of the agreement is
lost. The decision in the latest agreement to extend to two years is a major step forwards, though this is still short in
terms of promoting substantial investment in the sector. In addition, the protocol is restrictive as the only ports of call in
India are Kolkata, Haldia, Pandu, and Karimganj and on the Bangladesh side Khulna, Mongla, Narayanganj and
Sirajganj. Traffic destined for other locations in Bangladesh, such as Barisal, Bhairab Bazar, incur additional
transshipment costs from the nearest port of call, resulting in waterways transport not being competitive.

1.1.2. Ministry in charge

There are two authorities responsible for the management of this sector: The Department of Shipping (DOS) and the
Bangladesh Inland Water Transport Authority (BIWTA). DOS is responsible for safety, the provision of the regulatory
framework for the sector and for training and scrutiny of maritime staff. It includes the Inland Ship Safety Administration
(ISSA), which is responsible for the definition and enforcement of ship safety rules and for registering vessels. ISSA is
also the institution responsible for managing environmental aspects of the sector. BIWTA is a parastatal responsible for
maintenance and development of waterways. This responsibility includes: (a) provision of dredging services; (b)
provision of pilots and navigational aids; (c) provision of hydrographic services; (d) management and administration of
inland ports and landing facilities of significant importance; (e) regulation of transport operations, including licensing and
scheduling of routes and setting up of tariffs; and (f) training and research.

Furthermore, the Bangladesh Inland Water Transport Corporation (BIWTC) is in charge of the operational components of
the IWT: shipping, services, etc.

- The Bangladesh Inland Water Transport Authority (BIWTA)

Contact Names / Email

Entity(s) in Charge Website
Tel / Fax

Bangladesh Inland Water Transport Phone: 9556151-55

Authority (BIWTA) Fax : 880-2-9551072
BIWTA Bhaban http://www.biwta.gov.bd/
141-143, Motijheel Commercial Area E-Mail : biwta@bttb.net.bd
Dhaka-1000 E-Mail : hyd_dept@bttb.net.bd

Responsibilities
Carry out river conservancy works including river training works for navigational purposes and for provision of
aids to navigation including marks, buoys, lights and semaphore signals. Disseminate navigational and
meteorological information including publication of river charts;
Provided pilotage and hydrographic survey services.
Draw up programmers of dredging requirements and priorities for efficient maintenance of existing navigable
waterways and for resuscitation of dead or dying rivers, channels, or canals, including development of new
channels and canals for navigation.
Develop, maintain and operate inland river ports, landing/ferry ghats and terminal facilities in such ports or
ghats.
Carry out removal of wrecks and obstruction in inland navigable waterways.
Conduct traffic surveys to establish passenger and cargo requirements on the main rivers, feeders and creek
routes.
Develop rural water transport by progressing of schemes for modernizing and mechanizing country craft.
Ensure co-ordination of Inland Water Transport with other forms of transport, with major sea ports, and with
trade and agricultural interests for the optimum utilization of the available transport capacity.
Conduct research in matters relating to Inland Water Transport including development of
Craft design Technique of towage
Landing and terminal facilities
Port installations
Arrange programmes of technical training for Inland Water Transport personnel.
 Maintain liaison with the shipyard and ship repair industry to meet the requirements of the Inland Water
Transport fleet repairs and new constructions.
Maintain liaison with the Government and facilitate import of repair materials for the Inland Water
Transport Industry.
Prepare plans or schemes for carrying out any of the above mentioned functions.

Regulatory functions
Fixation of maximum and minimum fares and freight rates for Inland Water Transport on behalf of the Govt.;
Approve time tables for passenger launch services.
Inspection shies, cargo and inland vessel to ensure compliance with the provision of ISO -1976
Act as the Competent Authority of Bangladesh for the protocol on Inland Water Transit and Trade, looking after
the use of waterways of Bangladesh on behalf of the Govt. of Bangladesh for the purpose of trade and transit
between Bangladesh and India as provided in the Protocol.

Establishment / service Centre

Inland River ports - 22 (Dhaka, Narayanganj, Barisal, Chandpur, Khulna, Baghabari, Potuakhali, Narsingdi,
Aricha, Nagarbari, Daulatdia) and 11 newely gazatted (Tongi, Mawya, Char-Janajat, Ashuganj-Bhairab Bazar,
Bhola, Bargona, Nawyapara, Munshigonj, Chatak, Meghna Ghat, Cox's Bazar).
Secondary riverine station (Developed) 448.
Landing points (without infrastructure) 374
Coastal Station - 23.
Ferry terminals Nos. - 08.
Field offices - 25.
Pilot Stations - 24 (Chittagong, Ramgoti, Barishal, Chandpur, Naryangonj, Natua Para, Madaripur, Kowkhali,
Mongla, Khulna, Angtihara, Maowa, Aricha, Kawlia, Sirajgonj, Kazipur, Bahadurabad, Chilmari, Dai-Khawa,
Patuakhali, Bhuirab Bazar, Lipsa, Paturia, Badder Bazar.)
Annual passengers carried - 50 million
No. of existing Dredgers - 7 nos.
Inland survey and inspection vessels - 81 nos.
Pontoon and barge - 410 nos.
Differential Global Positioning Systems (DGPS) Stations - 5 nos.(Name of Station & Address)

Activities under Revenue budget

Maintenance dredging
Pontoon construction and installation
Jetty/ Ferry ghat or landing point construction
Provision of quick communication facilities like VHF
Manpower training
Hydrographic Survey, Data collection & Tide table publication
Installation of navigational aids
Salvage operation including removal of Wrecks

Activities under development budget

Development and capital dredging
Procurement of Dredger's, Pontoon, Survey/Inspection/Salvage Vessels, Aids to navigation (bouys, beacon,
etc).
Development of landing station and ferry ghat/terminals.
Efficient development of inland transport and training of Inland Crews
Development harbor facilities of inland transport and providing weather forecasting facilities

- The Department of Shipping (DOS)

Name Address Contact Email/Web

THE INSPECTORATE 141-143, MOTIJHEEL C/A TEL: +88 02 9558560, bdzahid@yahoo.com

OF INLAND SHIPS (8TH FLR.), DHAKA-1000, FAX: +88 02 7168363
BANGLADESH
REGISTRAR AND SADARGHAT TERMINAL TEL: +88 02 7110893, akmf.islam@gmail.com
SURVEYOR OF BUILDING, SADARGHAT, FAX: +88 02 7168363
INLAND SHIPS DHAKA, BANGLADESH
SURVEYOR OF NARAYANGANJ TEL: +88 02 7630817, dosdgdbd@btcl.net.bd
INLAND SHIPS FAX: +88 02 7168363

RESPONSIBILITIES
Administration of the Merchant Shipping Act, 1983 and the Inland Shipping Ordinance, 1976 and rules there
under, including:
o Registration and survey of ships and issue of certificate of registry and certificate of survey
o Training of Marine officers and Engineers
o Inspection of ships
o Safety of lives and ships at sea and in inland waters and implementation of Rules, Regulations and
International Conventions relating to these matters
o Implementation of Rules and Regulations relating to dangerous cargo
o Shipping accidents/casualties
Development and maintenance of light houses and navigation aids
Monitoring of I.W.T. vessels (including coaters) connected with carriage of export and import cargoes for
synchronizing with arrival and departure of ocean-going ships and for efficient utilization of vessels
Transport co-ordination with different agencies for removing congestion at port of entry and ensuring speedy up-
country movement of cargo
Matters relating to chartering of vessels in respect of bulk cargo by various agencies of the Government
Freight rates of shipping lines and freight study for the purposes, including Economic Statistics for shipping
Operational matters pertaining to implementation of shipping agreements
All technical and operational matters relating to shipping including those of Bangladesh Shipping Corporation
which are referred by the Government
Regulation of routes and cargo in respect of private sector ships
Co-ordination with Shipper's Council and Shipping Lines, Shipping Agents and Shippers

- Ongoing development projects

One major project, shared between Chittagong Port Authorities and BIWTA is is carriage of containers inland by
waterway. This requires barges of intermediate size and technology between a traditional canal barge and a sea-worthy
ship, since the waterway route between Chittagong and Dhaka involves some exposure to open water. In that sense, the
project of ICT in Pangaon Dhaka is very important. The main objective of the project is to construct a Container River
Terminal at Pangaon, Dhaka for handling containers to be transported by inland waterways from and to the maritime
ports of Chittagong and Mongla. Bangladesh Inland Water Transport Authority (BIWTA) with Chittagong Port Authority
(CPA) is implementing the Project in joint venture. The entire investment cost will be borne by CPA. To this direction an
MOU has been signed between CPA and BIWTA. The implementation work of the project is in progress and expected to
be completed by 2012.

1.1.3. Water transport companies

Many private transport companies operate, mostly at local level, for both passengers and crgo transport. The lists can be
found at district offices.

The only governmental agency operating on the whole IWT network is the BIWTC

- The Bangladesh Inland Water Transport Corporation (BIWTC)

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

Bangladesh Inland Water Transport

Corporation (BIWTC)
Phone No: 880-2-9555031-33 / 9555035
Fax No.: 880-2-9563653
Head Office
http://www.biwtc.gov.bd
BIWTC Bhaban
E-Mail:info@biwtc.gov.bd
5, Dilkusha Commercial Area
Dhaka-1000
Bangladesh
 OFFICE PHONE

Control Room, Dhaka 9558000 / 01711-626966

BIWTC Aricha, Ferry Sector 0651-75119/01711-602579

Mowa, Aricha, Ferry Sector 01711-632825

Netaigonj Office, Narayangonj 9715474

Rest House, Chittagong 031/636873

Khulna Office 041/725978/722394/721532

Rest House, Khulna 041/732354

Barisal Office 0431/56436

Chandpur Office 0841/63135

FUNCTIONS OF BIWTC:

BIWTC is the operational branch - service oriented commercial organization. Since its creation, it has been playing a vital
role in the inland and coastal water ways by carrying of passengers, cargo and vehicles. The functions of BIWTC are as
follows:
To provide services for safe transportation of passenger and cargo in inland and coastal water ways.
To provide services for transportation of vehicles in the waterways.
To operate safe transport services for transportation of passenger and cargo between mainland and off-
shore islands, where thousands of people are living.
To provide services in the uneconomic routes as Public Service Obligation (PSO).
To provide any other emergency services at time of national needs.
To maintain dockyard and repair yard for repair and renovation of vessels engaged in the above mentioned
activities.

With the aim of transforming BIWTC into a commercially viable organization, in accordance with the strategic plan of the
IDA proposed IWT-III project the BIWTC has been transformed into unit basis organization and it is performing its
activities with the following units:-
1. Ferry Service Unit.
2. Passenger Service Unit.
3. Cargo Service Unit.
4. Ship Repair Service Unit.

Brief descriptions regarding activities of the above units are as follows:

Ferry Service Unit

BIWTC is providing day/night ferry services in the following routes to connect Northern and Southern regions with the
Eastern region of the country by bridging the road gaps:

Name of Routes/Services
I Paturia Kazirhat Paturia
II Paturia Daulatdia Paturia
 III Mawa Charjanajat Mawa
IV Mawa Kathalbari Mawa
V Chandpur Shariatpur Chandpur

The above ferry services are being operated by different categories of self-propelled and dumb ferries including Ro-Ro
ferries. The particulars of vessels engaged under this unit as on 23.05.2004 are as follows:-

Type of vessel No. Of Commercial vessel No. Of Auxiliary vessel Total vessel
Small Ferry 3 - 3
Medium Ferry 4 - 4
K-Type Ferry 8 - 8
Ro-Ro Ferry 12 - 12
Dumb Ferry 8 - 8
Sub-Total 35 9 44
Tug (auxiliary vessel) 12 - 12
Total 47 9 56

Passenger Service Unit

BIWTC is responsible for operation of passenger services both in inland water routes and in the coastal areas & off-shore
islands of the country. Those off-shore islands are inhabited by crores of people & are also growing populous day by day.
Waterways are the only communication media for the people of the region for carrying out their day-to-day socio-
economic activities. But till to day no proper passenger service could have been opened in the area by the private sector.

As such the responsibility for operation of the passenger vessels in the region has been vested upon with BIWTC for a
long time on behalf of the Government as a Public Service Obligation (PSO).

Passenger Service Unit is mainly engaged in carrying passengers in the inland waterways, coastal areas and off-shore
islands. Vessels of this unit are plying in the following routes:

Cargo Service Unit

Cargo Service Unit of BIWTC is mainly responsible for carrying of various kinds of commodities like food, food grains,
Jute & jute goods cement, clinker, fuel and petroleum products from Chittagong and Mongla Port to different inland river
ports of the country. In addition, cargo vessels also send to Kolkata (India) port under the Inter country transit and trade
protocol agreement between the two countries. These commodities are transported by the Coasters, Tankers and barges
of the Unit.

Name of Services:
I Chittagong Dhaka
II Chittagong Narayanganj
III Chittagong Mongla/Khulna
IV Dhaka Mongla
V Narayanganj Mongla
VI Narayanganj Ashuganj
VII Khulna Mongla
VIII Narayanganj Kolkata (India)
IX Khulna Kolkata (India)

The vessel position under Cargo Service Unit are as follows:

 No. Of Commercial No. Of Auxiliary
Type of vessel Total vessel
vessel vessel
Coaster 14 - 14
Tanker 12 - 12
Self-Propelled Barge 10 - 10
Bay Crossing & Inland
21 - 21
Barge
Bay Crossing 09 - 09
& Inland Tug - - -
Others - 18 18
Total 66 18 84

Ship Repair Service Unit

Under Ship Repair Service Unit there are 4 dockyards and one Floating Dock located at Narayanganj for repair and
maintenance of Corporation's own vessels. To make the dockyard a profit centre, steps have been taken to undertake
repair works of private vessels also.

For attending emergency repair works, facilities are also available at Aricha, Mawa, Khulna, Barisal, Chittagong and
Chandpur.

It may be mentioned here that there is a Fibre Glass Factory under this Unit which produces quality products such as
speed boat, hull, helmet, chair and various type of house hold furniture.

There are 14 auxiliary vessels placed under this Unit for smooth functioning of its normal works.

Stations & Ghats of BIWTC

BIWTC has 44 Stations and ghats for operation of its services under Ferry Service Unit, Passenger Service Unit and
Cargo Service Unit. The names of the stations and ghats are as follows:-

1 Paturia 16 Kumira 31 Barisal

2 Kazirhat 17 Maitbhanga 32 Shariatpur
3 Daulatdia 18 Guptachara 33 Charchenga
4 Mawa 19 Manpura 34 Majuchowdhury Hat
5 Char Janajat 20 Shashiganj 35 Kathalbari
6 Narayanganj Terminal-1, 2 21 Daulatpur 36 Teknaf
7 Narayanganj Terminal-3 22 Khulna Ghat 37 St. Martin
8 Dhaka Ghat 23 Delta Ghat, Khulna 38 Harinaghat(Chandpur)
9 Chandpur 24 Mongla 39
10 Chittagong Terminal-1 25 Morrelgonj 40
11 Chittagong Terminal-2 26 Bara Mashua 41
12 Sandwip 27 Char Khali 42
13 Hatiya 28 Hularhat 43
14 Daulatkhan 29 Kowkhali 44
15 Char Bata 30 Jhalakati

IWT tariffs for cargo are below Tk 1 per ton-km whereas for road they are around Tk 4.5. Rail tariffs range between Tk
2.5 and 4. Even after adding to IWT and rail tariffs the cost of handling at the port/railway station and terminal transport
between the port/railway station and the origin/final destination, IWT still remains the cheaper mode of transport. For
example between Dhaka and Chittagong, the tariff to transport a 20-foot container is around Tk 600 per ton by IWT,
compared to Tk 1,200 for rail and Tk 6,000 for road
1.1.4. Standard contact field

1.1.5. Operates on (name of waterway/lake)

1.1.6. Does the company abide by international security standards?

1.1.7. Passenger transport capacity

No. of passenger carried (In year) : 87.80 million

Type of vessel No. Of Commercial vessel No. Of Auxiliary vessel Total vessel
Paddle Steamer 4 13 17
Other vessel 24 0 24
Total 28 13 41

1.1.8. Cargo transport capacity

Quantum of cargo carried (In year) 58 million ton

Type of vessel No. Of Commercial vessel No. Of Auxiliary vessel Total vessel
Coaster 14 - 14
Tanker 12 - 12
Self-Propelled Barge 10 - 10
Bay Crossing & Inland
21 - 21
Barge
Bay Crossing 09 - 09
& Inland Tug - - -
Others - 18 18
Total 66 18 84

1.1.9. Storage capacity

Warehouses in main ports are usually built by BIWTA and leased to a port operator or another private entity. A port
operator or a private developer may be authorized to build its own warehouse as well as jetties and benefit from a
reduced lease fee. Public jetties (101 in 8 main ports) are mostly used for passengers while private jetties (178 in 5 main
ports) are used for cargo.

1.1.10. Main inland waterways

- Name of Routes/Services

o Inland

1. Dhaka-Khulna Rocket Service

o Coastal

2. Chittagong-Barisal Steamer Service

3. Chittagong-Hatiya Steamer Service
4. Daulatkhan - Char Alexander Sea-truck Service
5. Kumira-Guptachara LCT Serivce
6. Hatiya-Char Bata Sea-truck Service
7. Char Changa-Char Bata Sea-truck Service
8. Manpura-Shashiganj Sea-truck Service.
9. Barisal-Mozuchowdhuryhat Sea-truck Service.
10. Kaliya-Nazirpur Sea-truck Service.
11. Alexander-Mirjakalu Sea-truck Service.
12. Teknaf-Sent Martin Tourist Sea-truck Service.
The vessels plying under this unit are as follows:-

Type of vessel No. Of Commercial vessel No. Of Auxiliary vessel Total vessel
Paddle Steamer 4 13 17
Other vessel 24 0 24
Total 28 13 41

- IWT GLOBAL NETWORK

Physical characteristics - Physical characteristics of the river system are one of the first challenges to overcome when
defining a strategy for sector development. The river system in Bangladesh can be divided in four categories from the
point of river stability. The northern part of the Meghna River and a network of its tributaries represent basically
meandering flows. These rivers, therefore, form sharp bends and are subject to wide channel shifting. At the same time,
some of the tributaries are relatively stable to the extent that a dredged channel may retain some residual deepening
over several years. Unfortunately, for a number of years and for various reasons, these rivers have not been dredged or
surveyed and, apparently, are now in their natural forms.

Network Condition - The condition of the network of navigable waterways is not extensively known as the last
comprehensive hydrographic survey was carried out in 1989. From the partial information collected from operators and
BIWTA, it can be concluded that the level of service provided by the river network is lower than expected in the existing
classification. Annual channel dimensions in many cases do not correspond to their assigned Class. For instance, out of
683 km expected to offer the better level of service of the entire network, only 360 km of waterways between Dhaka and
Chittagong actually offer this level. Several similar discrepancies have been identified by BIWTA in all classes.

Network Classification - The navigable waterways are assigned to four Classes that define the level of service to be
guaranteed taking into account the economic importance of the river as well as the technical and financial capacity to
maintain the level of service.

Table 1: Classes of Waterways

IWT Classification Length (km) Depth (m)

Class I 683 3.66-3.96

Class II 1,000 2.1-2.44

Class III 1,885 1.52-1.83

Class IV 2,400 Less than 1.52

Source: Department of Hydrography, BIWTA.

The level of service is defined by the least available depth in the navigation channel based on the loaded draft
characteristics of the mechanized cargo vessels. The system of classification is useful as it provides information on the
conditions of navigation that can be expected on a river in a defined Class and is also the basis for determining the
dredging policy necessary to maintain the conditions of navigation. Classification is also needed to decide on vessel
design and ensure its adequacy with the characteristics of the river where the vessel will operate.

The network classification does not reflect changes since its establishment 15 years ago:
Type and size of vessels: Draft requirements have increased on certain routes. The single-desk vessels,
which existed in large numbers in the eighties, have now given way to larger ships with two or three decks.
Cargo ships with a 500 to 1,000 DWT (Dead Weight Tons, expressing the cargo carrying capacity) capacity are
quite common, now compared to a capacity of 250 DWT in the eighties.
Navigation restrictions: Navigation has been restricted on certain rivers due to the construction of bridges and
overhead high tension wires/cables over waterways without taking into account the vertical clearance required
for navigation.
Transport demand: The number of inland ports has increased from 11 in 1988- 89 to 22 in 2011 allowing new
services to develop. The volume of traffic has increased on certain routes and decreased on others. New traffic
is expected to develop in the future such as cross-border traffic with India and dedicated container traffic, in
particular between Chittagong and Dhaka.
River regimes: Morphological changes are natural in a very complex hydrologic system of rivers. Changes can
also result from other reasons due to human intervention such as increased siltation due to capture of water for
irrigation or construction of dams and variable inflow of water discharge.
 Maintenance: Maintenance needs result from the definition of a minimum draft on each river of the network as
provided by the classification. They need to be confronted however to the financing capacity for maintenance.
This specific issue is analyzed in subsequent sections of this report.

1.1.10.1.Travel time matrix

1.1.10.2.From/To (names)

1.1.10.2.1 General overview

1.1.10.2.2 Standard information

1.1.10.2.3 Port name

1.1.10.2.3.1 Standard contact field

1.1.10.2.3.2 Location (distance from end ports on waterway)

1.1.10.2.3.3 Connection with other means of transport (road/railways/air)

1.1.10.2.3.4 Storage capacity

1.1.10.2.3.5 Other comments

1.1.11. Main intenational waterways

1.1.11.1. From Bangladesh /To India

IWT Routes: Kolkata Raimongal Mongla Narayanganj

a. Aricha - Pandu; and

b. Bhairab Bazaar / Ashuganj Karimganj

1.1.11.2. General overview

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 are no inter-
country passengers movements by IWT.
Initiative to move containers between Bangladesh and India, by IWT (inland water transport) is already underway, as it
could also benefit Bangladesh considerably. An IWT container terminal is already under construction at Pangaon near
Dhaka, with a design capacity of handling 116,000, 20 feet containers. Pangaon is expected to come into operation in
June, 2012. Container carrying barges are also under construction in the Private sector. Once IWT container terminal is
in operation, containers would be able to move between Kolkata-Dhaka, and Chittagong-Dhaka without difficulty. In the
process, there would be both cost savings and time savings.

Bangladesh has agreed to designate Ashuganj as the 5th port of call, while India agreed to designate Shilghat (near
Guwahati and 100 km upstream of Pandu) as their 5th port of call for use by Bangladesh.
Bangladesh imports some High Speed Diesel from Numaligarh Oil Refinery in Assam by IWT. Silghat was being used for
loading this HSD into IWT tankers, but without any official right to use this port for bilateral trade. This problem will be
over now.

REGULATORY FRAMEWORK

A protocol signed between India and Bangladesh in 1999 regulates waterborne transport transiting between the two
countries. The protocol covers four routes linking Dhaka to Kolkatta through the Sunderbans (South-West route), Farraka
(North-West route), Karimganj (North-East route) and Dhubri/Guwahati (North route). The protocol has been extended 10
times since its first approval. Extensions are signed month by month and on occasion for a few months at a time. Only in
2007, the protocol was extended for two years. The protocol defines the ports of call for IWT and specifies that inter-
country cargo transit of cargo has to be shared between (operators of) the two countries on an equal tonnage basis. With
some extensions to the protocol limited to one month and trips between Kolkatta/Haldia and Dhaka, Guwahati and
Karimganj exceeding 30 days, the protocol is an obstacle to the use and development of IWT for trade and transit
between India and Bangladesh. This however is not typical only of difficult intraregional trade using IWT, but
characterizes obstacles to intra-regional trade between the two countries as well within South-Asia generally, which is
one of the least integrated regions in the world.

With the exception of the North-West route, river infrastructure is not an obstacle to IWT but some improvements and
sustained maintenance would be required to facilitate cross-border movements. The South-West, North-East and North
routes are categorized as classes I and II and have a targeted minimum designated depth of 2.1 meters except for a
section of the North-East route which is categorized as class III with a minimum depth of 1.5 meters. No information is
available on the actual depth of the protocol rivers, but it is likely that the depth required by the classification is not
maintained. For example, the section Chalna-Raimongol on the South-West route has a class III depth instead of class II.
The North-West route cannot be used for navigation between Godagari and Rajshahi because of insufficient water depth
caused by restricted water discharges from the Farraka barrage in India.

IWT competes with road and rail on intra-regional routes. Road traffic is penalized by the regulatory framework, which
requires that goods are transshipped between Bangladeshi and Indian vehicles since neither of the two countries allow
foreign trucks to enter their national territory. Rail traffic was hampered by the difference in rail gauges between the West
and East rail networks. The following graph compares IWT, road and rail traffic between India and Bangladesh (rail traffic
is limited to traffic recorded at the border station of Benapole/Petrapole as this is the traffic which is in competition with
IWT).

As suggested previously, container traffic is a new promising development for IWT. The cost of transport using rail within
India to Kolkata and IWT from Kolkata to Narayanganj and then Dhaka would be a low US$700 per TEU for a seven to
nine day trip compared to US$2,500 per TEU for a 15 to 30 day trip using rail within India to Mumbai, sea transport to
Chittagong through Colombo or Singapore and then rail or road from Chittagong to Dhaka. The question is whether the
volume of traffic will be sufficient to organize a regular service with enough frequency to be competitive. Presently,
Concor (Container Corporation of India) transports 5,000 to 6,000 TEUs of yarn for the textile industry in Bangladesh.
This would represent 50 to 60 trips for a 100 TEU vessel per year and an average frequency of one trip per week which
should be enough to attract container traffic. An obstacle to development of container traffic using IWT could however be
the unbalance between exports and imports which could raise the cost of imports from India.

Protocol on Inland Water Transit and Trade between Bangladesh and India

To utilize the rivers for transportation of goods between the two countries and for transportation of goods from one
Indian place to another Indian place, there exists a Protocol on Inland Water Transit and Trade between Bangladesh and
India.

To transport the inter-country trade cargo following Ports of Call have been designated under the Protocol:

Bangladesh India
Narayanganj Kolkata
Khulna Haldia
Mongla Pandu
 Sirajganj Karimganj

Under the Protocol, eight IWT routes have been designated for the porpose of transport. Following are the main transit
routes:

Kolkata Pandu
Kolkata Karimganj
Karimganj - Pandu

Bangladesh Inland Water Transport Authority (BIWTA) have been appointed by the Government as Competent Authority
for all working under the Protocol, while Inland Waterways Authority of India (IWAI) by the Indian Government.

Numbers of trips on inter Country Trade under the Protocol since 2006-2007 to 2009-2010 (March)

Year Round Trip by Bangladeshi Round Trip by Indian Total Under Protocol Route
vessels vessels
2006-2007 2,540 00 2,540
2007-2008 2,976 02 2,980
Oct' 2008- June' 2009 1,031 11 1,042
July' 2009 - March' 2010 1301 7 1,308

Statistics of Inter-country cargo carried by Bangladesh and India vessels in metric ton and Ratio since
2006-2007 to March-2010

Year Carried by Carried by Indian Total carried Percentage

Bangladeshi vessels vessels (M.ton) (M.ton) (Bangladesh : India)
(M.ton)
1 2 3 2+3
2006-2007 8,81,011 -- 8,81,011 100 : 00
2007-2008 9,94,345 1,900 9,96,245 99.80 : 0.20
2008-2009 9,30,094 14,328 9,44,422 98.48 : 1.52
July' 2009 - March' 9,50,109 3,591.74 9,53,700.74 99.62 : 0.38
2010

Statistics of transit trade cargo transported under the Protocol on IWT & T between Bangladesh and
India (in M.ton)

Name of Route 2007-08 2008-09 2009-March'2010

Kolkata-Dhubri(Pandu) 10,318 300 2,991.74
Dhubri(Pandu)-Kolkata Nil Nil Nil
Kolkata-Karimganj 2,800 14,328 600
Karimganj-Kolkata 188 0.200 Nil

1.1.11.3. Standard information

1.1.12. Port name

PORTS AND LANDING FACILITIES

Infrastructure - A large number of facilities spread all over the country offer various levels of services. About 1,400 sites
are designated as facilities for river transport. BIWTA is responsible for construction and maintenance of about half of
these facilities which fall into four categories:
Main ports built, maintained and regulated by BIWTA. Government Acts designate 19 such ports but only 11
have actually been developed. The infrastructure consists of terminal buildings, pontoons, jetties, gangways and
godowns or transit sheds.
Landing facilities (Ghats) also built and maintained by BIWTA. 373 sites are designated to have such facilities.
Infrastructure consists of pontoons or jetties.
Landing points for country boats at about 400 locations under BIWTA's responsibility.
Landing sites without more than a wooden plank for passenger and freight embarkation and disembarkation.
Warehouses in main ports are usually built by BIWTA and leased to a port operator or another private entity. A port
operator or a private developer may be authorized to build its own warehouse as well as jetties and benefit from a
reduced lease fee. Public jetties (101 in 8 main ports) are mostly used for passengers while private jetties (178 in 5 main
ports) are used for cargo.

Absence of sufficient mooring facilities (ghats) is considered to be one of the factors negatively affecting safety on rural
waterways. BIWTA allocates little resources to landing points for country boats. As a result, local authorities or local
associations of boat owners develop additional sites. These sites are rudimentary and often do not represent more than
a segment of shore with walking access to land.

Port operators are selected every year through open tender. The lease agreement is awarded based on the highest
offered rental fee. The tender, however, can be substituted by a letter from a local Member of Parliament or the
procedure can be opposed by pressure groups in favor of direct negotiations. The tender documents and the decision
making process suffer from ambiguities. The tendering process also suffers from delays due to the high number of
procedures to be carried out at the same time every year and the limited capacity of BIWTA. Competition is also limited
and BIWTA may not get the best results that can be expected. However, other methods such as auction, which was
practiced before 1991-1992 or direct negotiations would not be more transparent nor improve the results.

The fleet of cargo vessels has significantly changed since 1998-99. Dumb barges of 300 tons on average have been
replaced by self-propelled vessels of higher capacity of 500 to 700 tons. The total static capacity has increased by about
one third from about 750,000 tons to about 1,000,000 tons. The fleet consists of 2,288 units (2,000 cargo vessels, 118
tankers and 170 bay crossing coasters).

The total capacity offered by the fleet is estimated at 76 million passengers and 35.2 million tons. Operators estimate that
passenger vessels accomplish one one-way trip per day. 10 percent of the time is assumed to be spent on docking for
repair. Cargo vessels make on average 12 trips per year during a period of 330 days.

While other countries where IWT exists have developed push-towing techniques, this type of transport is not exploited in
Bangladesh. The reason for that is that the industry is relatively scattered among a large number of small operators.
None of these operators owns a fleet sufficient in number to provide the pusher tug with a set of loaded barges as it
arrives at destination with the incoming set of barges. The pusher tug would then have to wait that the convoy of barges
be unloaded and then loaded which is inefficient and unprofitable in view of the relatively high cost of pusher tugs.

Dhaka

Location Details

River/Lake name Buriganga

Port Name Dhaka River Port

Region / District Dhaka

Towns or cities (closest) Dhaka

To the north a line is drawn to the east and west near Ashulia across the
Turag river at latitude 23-52-30N
Latitude (N/S Decimal Degrees) 23.70134

To the south a line is drawn to the north and south across the river Buriganga
at longitude 90-27-26E
Longitude (E/W Decimal Degrees) 90.40403

Capacity
Capacity Bulk Container General Cargo

MT/month MT/month MT/month

Total handling capacity of the port 24.902 - 10.675

Monthly activity of the port 23.935 - 10.257

Current monthly use by WFP Nil Nil Nil

Potential monthly use by WFP 500 Nil Nil

Monthly use if augmented 600 Nil 400

Discharge Rates
Discharges Rates

(MT/Day) Bulk Bagged

To warehouse 144 62

To trucks 654 280

To rail-wagons Nil Nil

To barges Nil Nil

To bagging Nil

Most of the bulk cargo discharged at this port consist of bricks, sand, stones and other building material whereas food
grains are discharged in bagged form. Dhaka river port also has a fuel depot at Futola. Capacity of this fuel depot is
60.000 MT and Monthly activity is 50.793 MT.(2008)

Vessel Specifications

Specifications

Bulk Conventional

Nb Min (m) Max (m) Min (m) Max (m)

Berths 06 - - - -

Anchorages 10 - - - -

Draught at anchor metres 3,66 3,66 3,66 3,66

Draught at Berth metres 3,66 3,66 3,66 3,66

Length Over All metres 220 240 220 240

Beam (maximum) metres - - - -

Port Cargo Handling Equipment

Port Cargo Equipment (Operational)

Quantity Capacity

Shore Cranes 2 Nos 3 MT

Mobile Cranes Nil

Bagging Machines Nil

Silo Facilities Nil

 Vacuvators Nil m

Available Storage (covered) 30 Nos 557,40 m

Available Storage (open air) 20 acres 81076,35 m

Narayanganj

Contact person at the Port

Maritime agent/focal person

Position/Title Sr. Deputy Director

Company Bangladesh Inland Water Transport Authority

Contact details Tel: + 880 2 7113372

Location Details

River/Lake name Shitalakhya

Port Name Narayanganj River Port

Region / District Narayanganj

Towns or cities (closest) Narayanganj

Latitude (N/S Decimal To the north a line is drawn to the east and west near Rupganj/ Murapara across the
Degrees) Shitalakhya river at latitude 23-27-00N 23,5934

To the south a line is drawn to the north and south near Gopchar across the Shitalakhya
river at longitude 90-32-16E
Longitude (E/W Decimal
Degrees) 90,50996

Capacity
Capacity Bulk Container General Cargo

MT/month MT/month MT/month

Total handling capacity of the port 55.500 - 12.500

Monthly activity of the port 46.585 - 11.750

Current monthly use by WFP Nil Nil Nil

Potential monthly use by WFP 500 Nil Nil

Monthly use if augmented 600 Nil 500

Discharge Rates
Discharges Rates
(MT/Day)
Bulk Bagged

To warehouse Nil 78

To trucks 1.553 314

To rail-wagons Nil Nil

To barges Nil Nil

To bagging Nil

Most of the bulk cargo discharged at this port consist of sand, stones, cement clinker and fly ash whereas food grains
are discharged in bagged form. Almost 62% of bulk cargo discharged into this port constitutes fly ash. Narayanganj river
port also has a fuel depot at Godnail.
Capacity of this fuel depot is 75.000 MT and Monthly activity is 68.000 MT.
Loading and discharge operations at the port are undertaken by outsourced labour which is available within the port
premises. This labour is unorganized unlike at the major sea ports where there is a regulatory authority in the form of
Dock Labour Management Board.

Vessel Specifications
Specifications

Bulk Conventional

Nb Min (m) Max (m) Min (m) Max (m)

Berths 05 - - - -

Anchorages 08 - - - -

Draught at anchor metres 3,66 3,66 3,66 3,66

Draught at Berth metres 3,66 3,66 3,66 3,66

Length Over All metres 180 220 180 220

Beam (maximum) metres - - - -

Port Cargo Handling Equipment

Port Cargo Equipment (Operational)

Quantity Capacity

Shore Cranes 1 Nos 2 MT

Mobile Cranes Nil

Bagging Machines Nil

Silo Facilities Nil

Vacuvators Nil m

Available Storage (covered) 02 Nos 1400 M

Available Storage (open air) 5067,28 M

Narayanganj river port has four warehouses of 700 square metres each.
The port also has an area of 5.067,28 square metres which is available for open storage.

Khulna

Contact person at the Port

Maritime agent/focal person

Position/Title Sr. Deputy Director

Company Bangladesh Inland Water Transport Authority

Contact details Tel: + 880 41 721929

Location Details

River/Lake name Bhairab

Port Name Khulna River Port

Region / District Khulna

Towns or cities (closest) Khulna

To the north a line is drawn east and west across Bhairab river and Mazid Khali nulla at
latitude 22-25-45N
To the south a line is drawn east and west across the Rupsha river at latitude 22-46-40N

Latitude (N/S Decimal Degrees) 22,86167

Longitude (E/W Decimal Degrees) 89,52446

Capacity

Capacity Bulk Container General Cargo

MT/month MT/month MT/month

Total handling capacity of the port 2500 - 1700

Monthly activity of the port 2350 - 1500

Current monthly use by WFP Nil Nil Nil

Potential monthly use by WFP 100 Nil 100

Monthly use if augmented 150 Nil 150

Discharge Rates
Discharges Rates

(MT/Day) Bulk Bagged

To warehouse 7,8 5

To trucks 31,2 20

To rail-wagons 7,8 5

To barges 31,2 20

To bagging Nil

Vessel Specifications
Specifications

Bulk Conventional

Nb Min (m) Max (m) Min (m) Max (m)

Berths 04 - - - -

Anchorages 06 - - - -

Draught at anchor metres 3,66 3,66 3,66 3,66

Draught at Berth metres 3,66 3,66 3,66 3,66

Length Over All metres 150 280 150 280

Beam (maximum) metres - - - -

Port Cargo Handling Equipment

Port Cargo Equipment (Operational)

Quantity Capacity

Shore Cranes Nil

Mobile Cranes Nil

Bagging Machines Nil

Silo Facilities Nil

Vacuvators Nil m

Available Storage (covered) Nil M

Available Storage (open air) 278,70 M

Khulna river port does not have any covered warehouses for storage.
 Chandpur

Contact person at the Port

Maritime agent/focal person

Position/Title Ports and Traffic Officer

Company Bangladesh Inland Water Transport Authority

Contact details Tel: + 880 841 63205

Location Details

River/Lake name Dakatia

Port Name Chandpur River Port

Region / District Chandpur

Towns or cities (closest)
Latitude (N/S Decimal Degrees)
Chandpur
To the west the part of the Meghna river to the westward of the outfall of Dakatia river
which lies east of longitude 90-38-10E and bonded on the north by latitude 23-14-
00N 23,21502

To the east a line is drawn to the north and south across the Dakatia river at longitude
Longitude (E/W Decimal Degrees) 90-40-20E 90,65811

Capacity
Capacity Bulk Container General Cargo

MT/month MT/month MT/month

Total handling capacity of the port 6.500 - 6.500

Monthly activity of the port 5.520 - 5.800

Current monthly use by WFP Nil Nil Nil

Potential monthly use by WFP 400 Nil 300

Monthly use if augmented 500 Nil 400

Discharge Rates
Discharges Rates

(MT/Day)
Bulk Bagged

to warehouse 9 10

to trucks 147 154

to rail-wagons 28 29

to barges Nil
to bagging Nil

Vessel Specifications
Specifications

Bulk Conventional

Nb Min (m) Max (m) Min (m) Max (m)

Berths 03 - - - -

Anchorages 05 - - - -

Draught at anchor metres 3,66 3,66 3,66 3,66

Draught at Berth metres 3,66 3,66 3,66 3,66

Length Over All metres 110 120 110 120

Beam (maximum) metres - - - -

Port Cargo Handling Equipment

Port Cargo Equipment (Operational)

Quantity Capacity

Shore Cranes Nil

Mobile Cranes Nil

Bagging Machines Nil

Silo Facilities Nil

Vacuvators Nil m

Available Storage (covered) Nil M

Available Storage (open air) 92,90 M

Barisal

Contact person at the Port

Maritime agent/focal person

Position/Title Ports and Traffic Officer

Company Bangladesh Inland Water Transport Authority

Contact details Tel: + 880 431 64750

Location Details

River/Lake name Arialkhan

Port Name Barisal River Port

Region / District Barisal

Towns or cities (closest) Barisal

To the north a line is drawn to the east and west across Arialkhan river at latitude 20-
43-00N
To the west a line is drawn to the east and west across the Arialkhan river at latitude
Latitude (N/S Decimal Degrees) 21-41-00N 22,70028

Longitude (E/W Decimal Degrees) 90,39815

Capacity
Capacity Bulk Container General Cargo

MT/month MT/month MT/month

Total handling capacity of the port 11.000 - 10.000

Monthly activity of the port 9.500 - 9.000

Current monthly use by WFP Nil Nil Nil

Potential monthly use by WFP 500 Nil 300

Monthly use if augmented 600 Nil 400

Discharge Rates
Discharges Rates

(MT/Day)
Bulk Bagged

to warehouse 16 16

to trucks 174 172

to rail-wagons Nil Nil

to barges 127 125

to bagging Nil

Vessel Specifications
Specifications

Bulk Conventional

Nb Min (m) Max (m) Min (m) Max (m)

Berths 05 - - - -
Anchorages 08 - - - -

Draught at anchor Metres 3,66 3,66 3,66 3,66

Draught at Berth Metres 3,66 3,66 3,66 3,66

Length Over All Metres 190 200 190 200

Beam (maximum) Metres - - - -