2007年-世界发展银行全球_Peoples_Republic_of_Bangladesh_Revival_of_Inland_Water_Transport___Options_and_Strategies_100页_8mb

Summary of "Revival of Inland Water Transport in the People's Republic of Bangladesh"

Core Content

The document outlines a comprehensive analysis of the Inland Water Transport (IWT) sector in Bangladesh, highlighting the need for a revival strategy to enhance economic growth and poverty reduction. It discusses the current status, challenges, and opportunities of IWT, as well as the role of various institutions and potential sources of financing.

Main Views

• IWT as a Key Transport Mode: IWT plays a critical role in providing affordable and accessible transport for rural populations and contributes to the national economy by transporting goods and people.
• Economic Justification: IWT is more cost-effective than road and rail transport for certain cargo types, particularly bulk and low-value goods. Dredging is economically justified, as the cost of maintaining IWT is significantly lower than the cost of transferring cargo to road.
• Infrastructure and Fleet: The IWT network requires maintenance and dredging to remain functional. The fleet includes both modern vessels and traditional country boats, with the latter being essential for rural connectivity.
• Institutional Challenges: There is a need for better coordination and clarity in responsibilities between the Department of Shipping (DOS) and the Bangladesh Inland Water Transport Authority (BIWTA). Overlapping roles and inefficiencies in financial management are identified as major issues.
• Financing and Resources: Current Government financing for IWT is inadequate, and there is a call for increased user contributions to maintenance costs. Potential funding sources include user fees, petroleum product levies, and private sector involvement.
• Safety and Environmental Impact: IWT is safer than road transport in terms of fatalities per passenger-km. It also has a positive environmental impact due to lower diesel consumption and CO₂ emissions.
• Social and Employment Impact: The country boat sector provides employment to over 3.8 million workers and is crucial for rural communities, especially during monsoons when roads are impassable.
• Political Economy Considerations: Reforms in the IWT sector may face opposition, and transparency in financial and regulatory processes is essential for effective governance.
• Strategic Recommendations: The report proposes a more efficient and transparent management framework, including the establishment of an IWT Maintenance Fund, better coordination between agencies, and the progressive involvement of the private sector in dredging and operations.

Key Information

IWT Network and Fleet

• The IWT network is 24,000 km long, with 12.3% of rural population relying on it for transport.
• Modern vessels carry 100–1,200 passengers and 20–1,800 tons of cargo.
• Country boats are the traditional mode of transport, with 745,000 active vessels, of which 464,000 are for passengers and 261,000 for cargo.
• BIWTA is responsible for maintenance and development of waterways, while BIWTC operates ferry services and has started leasing cargo vessels to private operators.

Economic Analysis

• IWT cargo tariffs are significantly lower than road and rail, with Tk 1 per ton-km compared to Tk 4.5–6,000 for road and rail.
• The economic internal rate of return (EIRR) for IWT is favorable, and dredging is economically justified.
• Dredging costs are estimated at Tk 0.6 billion annually, while the cost of transferring all IWT cargo to road would be Tk 2.1–3.1 billion.
• Diesel savings from using IWT instead of road transport are estimated at 58.5 million liters per year, with additional savings possible from installing gearboxes on country boats.

Institutional Review

• BIWTA and DOS have overlapping responsibilities, particularly in vessel certification, training, and safety regulations.
• BIWTA is responsible for dredging, pilots, hydrographic services, and port management, while DOS handles safety and regulation.
• Financial transparency is lacking in BIWTA, with unclear costs for dredging and administrative inefficiencies.
• Reforms are needed to improve governance, including better control of dredging expenditures and introduction of user fees.

Sector Financing

• IWT users currently contribute only 6% of the total resources needed for maintenance.
• The Government should increase its allocation for maintenance, which has declined from 30% in 2002–03 to 15% in 2004–05.
• Potential financing sources include:
  • Ferry service users: Tk 362 million
  • Increased IWT user charges: Tk 147 million
  • Petroleum product levy: Tk 453 million
  • Total: Tk 962 million

Safety and Environment

• IWT fatalities are 148 per year, compared to 2,400 for roads.
• CO₂ emissions from IWT are 155,000 tons per year, significantly less than road transport.
• Accidents are mainly due to overloading, which is a result of inadequate regulation and lack of passenger control mechanisms.

Social Issues

• Country boats are a major source of employment in rural areas.
• Local communities rely heavily on IWT for mobility and economic activity, especially during monsoons.
• The private sector could be involved in ferry services and dredging, but the Government must ensure that such involvement is transparent and regulated.

Strategic Recommendations

• Clarify responsibilities between BIWTA and DOS.
• Improve financial management and transparency in the sector.
• Establish an IWT Maintenance Fund, modeled after the Road Maintenance Fund.
• Increase user contributions to maintenance costs through user fees and levies.
• Progressively involve the private sector in dredging and ferry services.
• Define the core IWT network based on water management conditions and service requirements.
• Revise the Ghat Ijara Policy to eliminate clauses that lead to misuse of port resources.
• Enhance safety regulations and enforce compliance to reduce accidents and overloading.

Conclusion

The IWT sector in Bangladesh holds significant potential for economic growth and poverty reduction. However, it requires a coordinated, transparent, and sustainable strategy to improve its performance. This includes better governance, increased user contributions, and efficient utilization of resources. The involvement of the private sector and the establishment of a maintenance fund are key steps toward achieving these goals.