India, Bangladesh could economically benefit from better management of shared waterways. The intertwining river routes linking India and Bangladesh are not mere aquatic pathways; they are the arteries pulsating with economic vitality and geostrategic importance. Yet, amidst the grandeur of their potential lies a lamentable truth: the grip of environmental mismanagement has throttled their utility.
You can also read: How Freight Forwarders Address Challenges in Bangladesh’s Economy
In the annals of history, the 1972 protocol between India and Bangladesh stands as a beacon of cooperation, envisioning a bustling network of waterways ferrying prosperity between the nations. Alas, the reality falls short of this lofty aspiration. Only a trifling three out of the designated eleven routes witness regular activity, their depths insufficient to accommodate the majestic vessels of commerce. Some lay dormant, haunted by the echoes of neglect, while others witness sporadic traffic, a mere ghost of their intended purpose.
The Vital Role of Inland Waterways in India-Bangladesh Relations
India and Bangladesh boast a rich tapestry of interconnected rivers, with up to 54 waterways intertwining across their borders, forming a transboundary network stretching approximately 3,500 kilometers. These aquatic arteries are integral components of the Ganga-Brahmaputra-Meghna (GBM) basin, a colossal drainage system spanning 1.75 million square kilometers, sustaining the livelihoods of over 600 million people and ranking as the world’s third-largest source of freshwater into the oceans.
In Bangladesh, a dense network of inland waterways, spanning around 24,000 kilometers, embroiders approximately 7% of the nation’s surface. These waterways serve as vital conduits for transportation, trade, tourism, and fishing endeavors. However, their utility fluctuates, with only around 5,968 kilometers navigable by mechanized vessels during the monsoon season, dwindling to 3,865 kilometers during drier periods. The ebb and flow of navigability hinge upon the distribution of water from transboundary rivers and the meticulous maintenance of channels and infrastructure.
Waterway Wonders: Vital Stats You Need to Know
- Total interconnected rivers: 54
- Transboundary network length: 3,500 kilometers
- GBM basin area: 1.75 million sq km
- Bangladesh’s inland waterways: 24,000 kilometers (7%)
Since the landmark signing of the Protocol on Inland Water Transit and Trade in 1972, India and Bangladesh have embarked on a journey of collaborative development and utilization of their shared waterways. This protocol, a cornerstone of regional connectivity and economic integration, has undergone iterative revisions and expansions, most recently in 2020, accommodating new routes, ports, and vessels. Notably, it has paved the way for initiatives like the river cruise launched by India in 2023, spanning 4,200 kilometers along the Ganges, Brahmaputra, and Meghna.
Economic Lifeline in Waiting
Bangladesh, poised on the cusp of economic ascension, awaits the unlocking of these aquatic arteries with bated breath. The promise of bustling trade routes holds the key to a myriad of economic boons. With regular usage, Bangladesh could extend a welcoming hand to Indian vessels, fostering the growth of a flourishing service industry and expanding the horizons of logistics enterprises.
For India, the significance of these waterways transcends mere economic gains; it is a matter of strategic imperative. The mainland, tethered to its northeastern bastions by the slender thread of the Siliguri corridor, seeks an efficient lifeline to connect its heart with its outlying territories. Yet, the specter of poor navigability casts a shadow over this ambition, thwarting the seamless flow of goods and dreams alike.
Routes identified in the protocol
- Ghorashal, Bangladesh, to Bandel, West Bengal
- Mongla, Bangladesh, to Haldia, West Bengal
- Mongla, Bangladesh, via Narayanganj to Karimganj, Assam
- Sirajganj, Bangladesh, to Pandu, Assam
- Ashuganj, Bangladesh, to Silghat, Assam
- Chilmari, Bangladesh, to Dhubri, Assam
- Rajshahi, Bangladesh, to Dhulian, West Bengal
- Sultanganj, Bangladesh, to Maia, West Bengal
- Chilmari, Bangladesh, to Kolaghat, Assam
- Daudkandi, Bangladesh, to Sonamura, West Bengal
- Bahadurabad, Bangladesh, to Jogighopa, Assam
The statistics, stark in their portrayal, lay bare the magnitude of the challenge. Only a fraction of Bangladesh’s vast waterways, a mere 5,995 kilometers during the monsoon season and a dwindling 3,865 kilometers during the dry season offer passage to mechanized vessels. Despite the valiant efforts of the Bangladesh Inland Water Transport Authority, which tirelessly undertakes dredging and excavation, the reality remains a bitter pill to swallow.
Nevertheless, amidst the gloom, a beacon of hope emerges in the form of cost-efficiency. The waterways, despite their current travails, remain the most economically viable mode of transportation. A 2016 World Bank study unveils the stark contrast: a ton of goods transported a kilometer costs a meager BDT 0.99 (INR 0.79) via waterways, while railways and roads demand a hefty toll of BDT 2.74 (INR 2.19) and BDT 4.50 (INR 3.60) respectively.
India-Bangladesh Protocol’s Blueprint for Trade Success
At the heart of the protocol between India and Bangladesh lies a meticulously crafted framework, delineating specified routes such as Kolkata-Chandpur-Pandu-Silghat-Kolkata and Kolkata-Chandpur-Karimganj-Kolkata, accompanied by five Ports of Call on each side to anchor vessels engaged in inter-country trade. Fuel and essential supplies can be procured at designated points, with voyage permissions obtained from Competent Authorities appointed by the respective governments.
Underpinning this framework are common freight rates, harmoniously set by Competent Authorities, ensuring equitable treatment for operators navigating these transboundary waters. Crucially, both nations have committed to environmentally sustainable development, opting for riverbed dredging over potentially ecologically disruptive dam construction.
In a testament to their collaborative spirit, India and Bangladesh are synergizing efforts to enhance navigability along critical segments of the India-Bangladesh Protocol (IBP) route. Initiatives targeting stretches between Sirajganj and Daikhowa and Ashuganj and Zakiganj aim to guarantee year-round navigability, fostering economic vitality while preserving ecological integrity.
Cost-Efficiency of Waterways:
Comparison with Railways and Roads (as per World Bank report-2016):
- Waterways: BDT 0.99 (INR 0.79) per ton per kilometer
- Railways: BDT 2.74 (INR 2.19) per ton per kilometer
- Roads: BDT 4.50 (INR 3.60) per ton per kilometer
While looking into the trade relation between the two countries, records show statistics that are pleasing to the eyes. In the fiscal year 2022-2023, Bangladesh’s exports to India painted a vibrant picture, showcasing a diverse array of 1,155 commodities, amounting to US$ 2.02 billion—a modest uptick from US$ 1.97 billion in FY22. The crescendo came in April-May 2023, witnessing exports soar to US$ 278 million, foreshadowing an era of burgeoning trade and economic prosperity.
On the flip side, Bangladesh assumed a formidable position as India’s primary trade partner in the subcontinent, claiming a lion’s share of 12% in total imports. The tapestry of trade unfolded to reveal an overall turnover of US$ 14.22 billion for the fiscal year. From India’s shores arrived a plethora of goods, totaling US$ 12.20 billion in FY23, a slight dip from US$ 16.15 billion in FY22.
Challenges Facing Vital Waterway Routes
In the grand tapestry of the protocol between India and Bangladesh, the routes identified as conduits of prosperity bear the weight of sediment and skepticism, hindering their path toward fulfillment. Sediment, a silent assailant descending from the upstream, casts a veil of uncertainty over the navigability of these vital waterways, diminishing the allure for cargo ships to traverse their murky depths.
Amidst this tumultuous backdrop, a triumvirate of routes emerge as the lifelines connecting the nations: Mongla-Haldia, Chilmari-Dhubri, and Narayanganj-Karimganj. Yet, the saga of their utilization unfolds as a tale of missed opportunities and underwhelming achievements. Kolkata to Pandu witnesses a paltry twelve cargo trips in the fiscal year 2020-21, dwindling further to a mere three in the subsequent year. Chilmari to Dhubri paints a slightly more optimistic picture, with the number of trips rising from twenty-eight to forty-nine over the same period. Narayanganj to Karimganj, a corridor ripe with potential, witnesses a meteoric rise from a solitary journey to a vibrant fifteen trips within the span of a year.
Utilization Statistics (Fiscal Years):
- Kolkata to Pandu (2020-21): 12 cargo trips
- Subsequent year: 3 cargo trips
- Chilmari to Dhubri (2020-21): 28 cargo trips
- Subsequent year: 49 cargo trips
- Narayanganj to Karimganj: Solitary journey to 15 trips within a year
However, routes like Rajshahi-Dhulian languish in obscurity during the dry season, starved of the life-giving waters needed to fuel their passage. The lamentable tale of Kolkata to Assam, through the Surma-Kushiyara River, echoes with silence, its promise extinguished by the shackles of inoperability.
However, glimmers on the horizon. The physical metamorphosis of the Surma-Kushiyara River, a testament to the collaborative efforts between nations, holds the promise of expeditious journeys and diminished burdens.
