BANGLADESH is categorised as one of the least developed countries in the Saarc region. India's seven states across

Bangladesh in the North East can be classified at par with Bangladesh or, perhaps, a bit lower in terms of their socio-economic advancement.

Thus for the region's socio-economic conditions to improve rapidly, it is important that the transport cost is kept to a minimum, affecting their trade and commerce. The river system in Bangladesh has a great potential, as the unit cost on inland water transport (IWT) provides the most cost-competitive option, compared to the road or the railways.

Perhaps in recognition of this comparative advantage and, indeed, as a gesture of friendship and cooperation towards India, Bangabandhu had approved the continued operation of a "Protocol on Inland Water Transit and Trade" in 1972, allowing India to make use of the six designated inland water transport routes for transit of India's freight traffic across Bangladesh.

The protocol, however, required India to pay for transit fees for maintenance of the river navigability and use of Bangladesh vessels. The protocol was subsequently renewed in the early 1980s during Gen. Zia ur Rahman's administration. It, thus, reflects a measure of bipartisan stance in Bangladesh for the use of its inland waterways for transit.

India has now made additional demand for a broad-based multimodal transit transport operation across Bangladesh, utilising all modes of transport, and the sea and river ports. In the context of Bangladesh, there is a genuine desire to extend cooperation to India but, at the same time, there is concern as to how to realise and recoup the overall cost of the investment to be made, and to meet the recurrent cost of operation and maintenance of the facilities yet to be created.

To this end, expert committees have submitted their recommendations to the Tariff Commission, Ministry of Commerce. It may be worth while, all the same, to clarify and add to the issues which may be considered by both the countries for their mutual benefits.

The "transit" proposal currently being considered is very comprehensive, calling for utilisation of Bangladesh road, rail, inland waterways and the sea and river ports. This would entail multi-modal transport operation at Chittagong, Mongla and Ashuganj ports and for onward clearance of traffic both by road and railways.

What may not have been considered yet is the estimated overall total future traffic, its ori-gin/destination, commodity composition or its technical configuration, based on which one could make optimal allocation of traffic as between modes and routes, whereby the concerned parties, espe-

cially the relatively backward seven north eastern states of India, could make maximum economic gains. It is important to recognise that cost of transportation needing inter-modal and/or multiple transfer facilities is inevitably more expensive.

"The Protocol on Inland Water Transit and Trade" allowed India to make advantageous use of the lower cost mode of 'transit' operation on as many as six inland water routes through Bangladesh. The

traffic performance indicates that India has been making the most successful use of the Bangladesh inland water transport (IWT) facility, as the manifold increase in India's 'transit' traffic through Bangladesh since 1972 will bear out.

This is so because the IWT is a less costly mode of transport compared to road transport or the railway.

A recent study on "Revival of Inland Water Transport: Options and Strategies" undertaken by World Bank suggests that unit cost of Bangladesh IWT is significantly lower than Road or the Railway. It is estimated that while road transport cost per ton km is Tk.4.5, on IWT it is Tk.0.98. It is therefore important that the concerned Indian authorities should be apprised of the potential for even further transport cost reduction if larger capacity vessels are employed.

In fact, given capability in ship-building, Bangladesh can help build the suitable vessels for India. IWT operation was popular even during the Bengal River Services (BRS) operation on the comparable routes during the British days. IWT operation can be further enhanced if the related river channels are regularly dredged, an exercise for which the prime minister of Bangladesh has laid great emphasis.

India has also expressed its interest to participate in the required dredging operation. Indeed, India

should be seen to have great legitimate interest in maintaining the navigability of the Bangladesh rivers which it can help accomplish by:

• Augmenting the flow of water on all the international rivers, such as the Ganges, Teesta, Brahmaputra etc., and

• Through undertaking the needed dredging.

Besides, being already adversely affected due to climate change, the Bangladesh prime minister herself has been championing the cause of the country in all international fora. Already some rise in the sea level, combined with the adverse effects of Ganges and other barrages on international rivers, are contributing to increased salinity in the river water in Bangladesh; causing loss of agricultural land, fisheries and fona.

Unrestricted flow of water through the international rivers is virtually the only way to avert a human catastrophe in Bangladesh. Therefore, in the impending meetings with India, the water issue should be given top priority. India should be requested to address not only the critical importance of the navigability of the Bangladesh rivers — thus allowing for a much higher level of Indian "transit" traffic through a viable waterways system — but also help save Bangladesh from the encroaching salinity from the sea, an outcome of climate change, but significantly resulting out of India's withdrawal of water from international rivers during dry season, and its disproportionate amount of hydro-carbon emission in the region.

In fact, during the Indian foreign minister's visit to Bangladesh, a

helicopter ride over the affected region can be arranged for him to see first hand as to how Bangladesh, as a lower riparian country, is adversely affected due to the disproportion withdrawal of water from the international rivers.

It is thus incumbent upon all the concerned authorities to initiate a comprehensive study to look into the overall needs for the Indian transit through Bangladesh with the aim of securing the optimum benefit for all, including the Indian states which are located in geographically disadvantaged northeastern region.

Also the proposal for the use of the Ashuganj river port should be subject to a full feasibility study which would examine and establish the port's overall expansion potentiality, and its ability to meet the future needs of the Bangladesh's own requirement.

Indian transit needs, too, in relation to the cost of the needed infrastructure facilities, and the issue of alternative IWT mode, which may prove more cost effective, should be the subject of the proposed feasibility study; keeping in view that the goal is to optimise economic benefits for all the concerned people.

The writer is a Transport Economist, WB/IDB retiree.