Aziz Tasfin_Research Paper

Exploring Pitfalls to Mainland Accessibility: A Perspective of Hatiya Island, Bangladesh

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June 23rd, 2015

Tasfin Aziz

SPRING Batch 2014/15

Matriculation No. 180806

Exploring Pitfalls to Mainland Accessibility:

A Perspective of Hatiya Island,

Bangladesh


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Declaration

I hereby declare that this research paper is the result of an independent investigation. Where it is

indebted to the work of others, acknowledgement has duly been made.

June 23rd, 2015 (Date, Signature)


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Acknowledgement

I would like to express my deep gratitude from the core of my heart to the Merciful Creator of the

Universe, the most generous and benevolent Almighty, who has given strength to carry on in my

hard times and has never gone against me although hardly I perform my duty to him.

Subsequently, I respectfully thank my parents and family for giving me continuous support which

has brought me to where I am now.

I am very much grateful to my supervisor Prof. Dr.-Ing. Sabine Baumgart for her unremitting

encouragement and back-up during the research period. Her continuous support, supervision,

assistance and direction helped me to shape and accomplish the research in time.

Very many thanks are extended to Dr. Anne Weber and Teresa Sprague for their helpful advice and support in the research process.

I had the opportunity to discuss the research topic with few people outside SPRING. It is hard to

acknowledge all the names and their contribution accordingly. But I would like to mention one

person Mr. Papon Kumar Dev from TU Berlin and want to thank for his generous help and advice

in this regard.

Finally, I would like to thank my classmates for their outstanding cooperation throughout the whole

research period.

All errors or omissions within the content of this research paper are the sole responsibility of the

author and do not reflect upon any of the above individuals acknowledged.


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List of Abbreviations

IWT Inland Water Transport

MoS Ministry of Shipping

DOS Department of Shipping

BIWTA Bangladesh Inland Water Transport Authority

BIWTC Bangladesh Inland Water Transport Corporation

BWDB Bangladesh Water Development Board

ISSA Inland Ship Safety Administration

DC District Commissioner

UNO Upazila Nirbahi Officer

ILO International Labor Organization

IUCN International Union for the Conservation of Nature

BBS Bangladesh Bureau of Statistics

PSO Public Service Obligation

ICZMP Integrated Coastal Zone Management Project

AEZ Agro-Ecological Zone

USD U.S. dollars

RTI Rural Transport Infrastructure

LOS Level of Service

AI Accessibility Indicator

List of Figures Page No.

Figure 4.1.1 Public Hassle of Availing River Transport 7

Figure 4.1.2 Conceptual Framework 7

Figure 4.2 Methodological Framework 10

Figure 5.1.2 Available River Transportation Mode of Hatiya Island 13

Figure 5.3 Diagram of Institutional Gap 19

List of Tables

Table 3 Seasonality of Main Natural Hazards 6

Table 4.2 Objective vs Output Matrix 11

Table 5.2.1 Level of Access 14

Table 5.2.2.1 Criteria for the Modal Choice Decision 15

Table 5.2.2.2 Modal Suitability Matrix 16

Table 5.2.2.3 Working Formula of Weighted Accessibility Indicators (AI) 16

Table 5.2.2.4 Weighted Accessibility Indicators (AI) for Single Trip 17

List of Maps

Map 1.1 Coastal Zone of Bangladesh 2

Map 2. Location of the Study Area 4


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Declaration i

Acknowledgement ii

List of Abbreviations iii

List of Figures iii

List of Tables iii

List of Maps iii

Table of Contents

1. Introduction 1

1.1 Background and Problem Statement 1

1.2 Research Gap 2

1.3 Goal of the Research 2

1.4 Objective 2

1.5 Research Questions 3

1.6 Working Definition of Key Terminologies 3

1.7 Organization of the Paper 3

2. Context of the Study Island 4

3. Literature Review 5

4. Methodology of the Research 6

4.1 Conceptualization 6

4.2 Research Design 8

4.2.1. Study Area Selection 8

4.2.2. Data Collection 8

4.2.3. Data Processing and Analysis 9

4.2.4. Limitations of the Research 9

5. Accessibility Analysis 12

5.1 Context Analysis 12

5.1.1 Locational and Socio-economic Aspect 12

5.1.2 River Transport Infrastructure and Operation 12

5.1.3 Institutional Capacity and Management System 13

5.2 Passenger Service Analysis 14

5.2.1 Level of Service 14

5.2.2 Passenger Travel Behavior 15

5.3 Evaluation of Strategic Approaches 17

6. Results and Discussion 20

7. Conclusion 21

Bibliography 21

Appendices 23


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1. Introduction

1.1 Background and Problem Statement

Coastal Bangladesh has unique geographic and ecological features. Numerous rivers with huge

sediments from the upstream are crisscrossed to each other and ended up to the Bay of Bengal.

This process has created 32 islands. Hatiya Island is one of them. It is under the central agro-

ecological coastal sub region comprising of Barisal, Barguna and Noakhali districts. Hatiya Upazila

is one of nine upazilas and only island upazila under Noakhali district administration.

In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode

for the transport of goods and people. 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.

Riverine transportation system is an inevitable part of the livelihood of the coastal poor. People are

dependent on ferry, steamer, sea-truck, engine propelled boat, launch, country boat and often

speed boat to cross the river in day to day life. The regular routes are facilitated by Public and

private companies. BIWTC is the operational branch - service oriented commercial river transport

organization of Bangladesh Government. Ferry, steamer, sea-truck are operated by BIWTC and

the other mode like engine propelled boat, launch, country boat and speed boat are operated by

private companies or individuals. In Hatiya, major operational river transportation routes are Dhaka

to Hatiya, Chittagong to Hatiya and Noakhali to Hatiya. Launch, steamer, sea-truck, engine

propelled boat, speed boat etc are available transport mode. However, launch and speed boats

are sometimes stopped to ply in some routes depending the weather and season. Dhaka to Hatiya

and Chittagong to Hatiya is a long distance route. Noakhali to Hatiya route is comparatively short

distance route with significant regional importance. Every day, thousands of people are travelling

to Noakhali for various purposes. The most preferred mode in this route is sea-truck though it has

limited service giving provision.

This research paper attempts to assess the accessibility provisions from Nalchira ghat, Hatiya to

Chairmanghat (Charbata), Noakhali. Dynamics between modal choice of people and mode

operation will be an important issue to understand. Eventually, evaluation of existing regulatory

framework of related authorities to find bottleneck is necessary to comply with the improved future

services.


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Source: ICZMP Project

1.2 Research Gap

River transportation system has predominantly historic background in Bangladesh. It is possible to

find research on the riverine transport route development on the organizational perspective. But

very few research publications are found on island communication. Especially no research

publication is ever done on Hatiya Island perspective.

This research can be footstep for the further research of developing efficient and reliable

transportation network for the Hatiya Island of Bangladesh.

1.3 Goal of the Research

Mainland accessibility of Hatiya Island is improved through sound river transport management

strategies.

1.4 Objective

The specific objective of the research is three folds which are as follows:

Explore the present context of mainland accessibility of Hatiya Island;

Assess the temporal variations of modal choice & their subversive paradigms;

Evaluate strategic approaches to guide safe & reliable mainland accessibility.

Map 1.1: Coastal Zone of Bangladesh


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1.5 Research Questions

The central research question is - How can the mainland accessibility of Hatiya Island in

Bangladesh be improved? To achieve the intended result of the research, answer of some specific

questions is required which are as follows:

What are the current geographical and social settings in terms of mainland accessibility

of Hatiya Island?

How the institutional frameworks are currently organized to manage the mainland

accessibility?

What are the different available transport modes and their subversive factors over the

year?

What are the gaps of strategic approaches by the institutional bodies can be taken into

account to ensure safe and reliable accessibility?

1.6 Working Definition of Key Terminologies

Mainland; is a large continuous extent of land that includes the greater part of a country or territory,

as opposed to offshore islands and detached territories. In the current research, Chairmanghat

(Charbata) has been considered as the mainland point of Noakhali district to reach by availing river

transport options in respect of Hatiya Island.

Accessibility; depends on infrastructure and available and affordable modes of transport for the

movement of people and their loads. Accessibility is concerned not with behaviour but with the

opportunity, or potential, provided by the transport and land-use system for different types of

people to engage in activities (DFID, 2003).

Temporal variations; a variant hat is a function of time; for example, modal choice within day time

or in different seasons would both have temporal variation factored into their respective rate of

changed choice by user or operator.

Convenience sampling; refers to sampling by obtaining units or people who are most conveniently

available (William G. Zikmund, 2011).

Ghat; port or landing point where docking facilities are been provided.

Upazila; Sub administration unit under the district administration office headed by Upazila

Chairman.

1.7 Organization of the Paper

The introduction of the research paper contains a brief background and problem statement,

research goal, specific objectives, central question, research questions and operational definition

of some key terminologies etc. Then, context of the study island has been stated in a concise form.

Literature review section of the paper tried to review related publications which have given the

insight to understand the study problem better and at the same time to find the scope of the new

research. Methodology section of the research includes the details of every step followed in the

study. Accessibility assessment is done afterwards. Existing strategies are also reviewed


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accordingly. The results of the analysis have been explained and interpreted under the heading of

results and discussion. As a final point, Concluding remarks are made along with mentioning study

limitations.

A detail „Appendix‟ part has been included in this study which details data collection questionnaires

on different issues.

2. Context of the Study Island

Hatiya is one of the largest islands located in the southern part of Bangladesh under the

administrative jurisdiction of Noakhali District. Total area of Hatiya is 2100 Sq.Km. with population

452,463 (BBS, 2011). In every year this island has to experience adverse climatic impacts like

cyclone, tidal surge, high tide apart from its regular environmental phenomenon (e.g; river bank

erosion, inundation, salinity etc.). Belief of the inhabitants of this island is - surrounding rivers and

the sea gives them everything and takes everything away from them. Traditionally accessibility to

the mainland (from Island to nearby urban areas by crossing mighty river Meghna in north and

western sides as east and southern side of the island is the Sea) is a challenge for them. The

situation is getting even worse. Island‟s river transportation system is failing to serve the people

nowadays. Current and rolling of the wave is getting bigger as this river channel is receiving

increased volume of discharge of different tributaries. Most of them are originated from Himalayas.

Himalayan Mountain range is in the north part of Bangladesh. This mountainous range is the

source of hundreds of tributary and Distributary Rivers. As the location of Bangladesh is in the

downstream, this country has to carry all the discharges through its complex river system. Only

Ganges River is receiving annually 145,000 million cubic meters of discharge from Nepal. All the

discharges finally carried by Meghna river meets the Bay of Bengal.

Map 2. Location of the Study Area


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Location of Hatiya Island is just in the intersection where mighty Meghna River discharges to the

sea. Therefore, naturally the river is very turbulent with current. This river became more furious in

present times due to the impacts of variable climate. Therefore accessibility is always a big issue

for the inhabitants of the island Hatiya.

3. Literature Review

A paradigm shift is occurring in transportation planning. This consists, in part, of shifting from

mobility-oriented analysis (which evaluates transport system performance based on quantity and

quality of physical travel) to accessibility-based analysis (which considers a broader range of

impacts and options). The new, accessibility-based paradigm places people at the center (Litman,

2015).

Accessibility (or just access) refers to the ease of reaching goods, services, activities and

destinations, which together are called opportunities. It can be defined as the potential for

interaction and exchange (Hansen, 1959) and (Engwicht, 1993). Various disciplines analyze

accessibility, but their perspective is often limited. Transport planners generally focus on mobility,

particularly vehicle travel. Land use planners generally focus on geographic accessibility

(distances between activities). Communications experts focus on telecommunication quality (such

as the portion of households with access to telephone, cable and Internet services). Social service

planners focus on accessibility options for specific groups to specific services. The words

accessibility and access can have various meanings and implications. In the fields of geography

and urban economics, accessibility refers to the relative ease of reaching a particular location or

area.

Talking about mainland is also a perspective who can it be defined based on what. Island vs

mainland is an inseparable issue. Island is a piece of land surrounded by water. A thing regarded

as resembling an island, especially in being isolated, detached, or surrounded in some way. It is

situated away from mainland (Oxford, 2015). Mainland is a major landmass especially when

considered in relation to nearby islands or attached peninsulas (American Heritage® Dictionary,

2011). The history of accessibility between Hatiya Island and mainland Noakhali is of four hundred

years. Though the transport mode, time of travel, safety and travel stress situation has been

changed over time. Life of Hatiya islanders‟ is always influenced by the geo-physical issues.

Nevertheless, weather and climatic condition has prime impact in the day to day life travel

decisions. People has to travel from island to mainland for business, health care, administrative

work, recreation, availing education, searching for job opportunities and so on. It is understandable

to think about mode type, time of departure in time of crossing river. Nonetheless, concern about

the uncertainty is a big issue to make travel decision. Along with weak transportation facility and

services, proximity of natural risk is so true for the islanders in general of coastal Bangladesh.

As mentioned, different types of natural risk affect the coastal area at different times of the year. It

has a direct impact on the adjacent Meghna river channel of Hatiya Island which influences the

modal operation on the river. The severity of most of these risks varies by season. Table 3 below

depicts the seasonality of the main hazards.

http://www.oxforddictionaries.com/definition/english/resemble#resemble__2

http://www.oxforddictionaries.com/definition/english/isolate#isolate__2

http://www.oxforddictionaries.com/definition/english/detach#detach__2


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Table 3: Seasonality of Main Natural Hazards

Hazards Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Tide

River bank

erosion

High temp

Heavy

rainfall

No/less

rainfall

Cyclone

Tide surge

Heavy fog

Tornado

Flood

Hailstorm

Source: Situation Assessment Report S_W Coastal Region of Bangladesh, (CDMP, 2009), p-62

4. Methodology of the Research

The research work has been started with conceptualization of the problem linkages and then

outline of research design prepared. Research design is organized with sequential stages of

justification of the study area, indicator selection, data collection, data processing, data analysis

adopting different contemporary techniques and research paper development. There are

interrelationships and interdependences among all sequential stages organized in the research.

The in depth functionalities of the stages are described in the following:

4.1 Conceptualization

Hatiya is the second biggest island in Bangladesh after Bhola Island in terms of population. The

island is full of natural resources. Mangrove forest, fertile land, fisheries stock in the nearby rivers

and in the sea made the landmass attractive for the people to live. Nevertheless, inhabitants of the

island always fight with natural calamities e.g. cyclone, tidal surge etc. to survive as it is a common

phenomenon in the coastal Bangladesh. Apart from this, one of the biggest challenge for the

islanders to cross the adjacent river (mighty Meghna Channel) every day to avail services of what

mainland (nearest big urban agglomeration named Noakhali) offers. If the journey starts from

Hatiya City center named Oskhali, then about 11 km from Oskhali to Nolchira river terminal. After

that, 20 km from Nolchira terminal to Chairmanghat terminal (mainland terminal, Noakhali) and 40

km more from Chairmanghat to Noakhali city center named Maijdi is the overall travel distance. It‟s

a true suffering for the people to think about travelling to mainland. Because, the whole experience

merely not been pleasant for the travellers which might get worse in the monsoon season. Four

types of beneficiaries have stake to run the service e.g. BIWTC, Private boat owners, Local

administration and terminal leaseholder. Though, there is a passive influence


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of local political musclemen as well. Two issues are always in the focal point. Firstly, lack of

management in coordinated operation and service delivery and secondly, limited financial

allocation for infrastructural development. It is understandable that government has limitations to

put focus in this regard. But, still it can be assumed that a balance initiative between well-

organized stakeholders based management approach and minimum infrastructure support may

help to improve the accessibility situation in the near future.

Socio-economic background

Institutional capacity

Transport Infrastructure

Geographic location

Affordability

Management practice

Assessment

Level of Service

Travel Behaviour

Service gap

New Strategic Approach

Infrastructure Development

Improved Accessibility

P1

P3

P2

Figure 4.1.1: People are waiting for sea-truck at Nolchira river port (P1); hassle of not

having jetty/pontoon facility (P2 & P3) Photo by: Tasfin Aziz, 2014

Figure 4.1.2: Conceptual Framework


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4.2 Research Design

After conceptualization, a concise framework matrix has been developed to understand the

research from the starting to the end. Indicator development was one of the parts corresponding to

the objective and research questions. This research is fed by mainly qualitative data from the

secondary sources with partial field based support of quantitative inputs. The detailed steps are as

follows:

4.2.1. Study Area Selection

Hatiya is one of the remotely located disaster affected islands with around half a million residents.

They have huge sufferings in travelling to the mainland for various purposes. The choice was

made for the following specific reasons.

distance between Hatiya and Mainland is approximately 20 km.

weak and limited riverine transportation services to reach mainland.

upazila administration (local level administrative unit under district administration) unit with

half a million inhabitants; dependency on mainland for services.

proximity to intense risk factors induced by frequent natural calamities can cause

community more vulnerable.

4.2.2. Data Collection

Both primary and secondary sources of data have been used in the study. But as the study is

worked with specific issue of the nature and pitfalls of accessibility services provided by

government owned corporation and private sector under the framework, for that the study mostly

was dependent on secondary sources for data and information.

Primary data

Searching for the primary data was the most crucial part of the research due to time, distance and

financial constraints. Therefore, modal choice and operation related data has been collected with

the help of previous colleagues. This process was done with semi-structured questionnaire. In true

case, the sample size for the research might have been 384 considering the total population size

of the island. As Hatiya island has two terminals to cross the river to reach mainland and this

research is considering one terminal named Nolchira, for that at least the sample to be surveyed

should be 192 according to the following equation:

n= {X2*N*P(1-P)}/[{(ME2*(N-1)}+{X2*P*(1-P)}]

Where, n= sample size, X2= chi-squre for the specified confidence level at 1 degree of freedom

N= population size, P= population proportion, ME= desired margin of error (0.5 considering 5%)

Source: Research advisor, 2006

But in reality, it was not possible to survey 192 instead of 30. Therefore, 30 semi-structured

questionnaires have been survey in the field level.


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Secondary data

A number of data were collected from secondary sources. The maps of the study area, socio

economic data, modal operation related data, ordinances, rules and regulations, etc were collected

from secondary sources. Secondary sources also are the prime source of theoretical conception.

Apart from this, some studies previously conducted in the study area are provided ample sources

of information.

4.2.3. Data Processing and Analysis

A good logical reasoning of available data can help to interpret the existing need. Primary and

secondary were carefully screened based on the study focus before going for the analysis. Data

authenticity has been checked by multiple sources analysis. To help making interpretation work

sequential, linkage development was done. In depth analysis was tried to be done with the help of

graphical and analysis software‟s. Analysis phase was also supported by different theoretical tools

and methods. Once the analysis is completed, results and discussion were prepared. In this

segment of work, results were being compared with existing framework guidelines as well which

finally provoked to strategic gaps. Concluding remarks were developed as sum up of the study

which was ended up with further scope of research.

4.2.4. Limitations of the Research

The research was mostly dependent on secondary sources. Only the modal choice and

operational capacity data has been collected from the field. Very limited research has been done

on island transportation in the context of Bangladesh. Therefore, certainly literature inadequacy

was a challenge. Most of all, government websites of related authorities are not well organized

though the research had to rely on it in some cases. Eventually, the harmony of the research

narration sometimes interrupted.


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A comprehensive summery of the research approach is illustrated in the following table:

Field of Interest

Data Availability

Study Area Selection

Literature Review

Conceptualization

Objective Fixation

Study Goal

Data Collection

Source (Secondary):

BIWTC, BIWTA, Book,

Journal etc.

Source (Primary): Semi-

structured Questionnaire

Service

Operation

Modal

Choice

Riverine

system

Inst.

framework

Research Paper

Data Processing

Data Manipulation

Data Compilation

Research Results &

Interpretation

Data Analysis

Figure 4.2: Methodological Framework


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Table 4.2: Objective vs Output Matrix as a Summary

Objective Research questions Research indicator Data/information

needed

Source of

data/information

Major outputs

Explore the present

context of mainland

accessibility of

Hatiya Island,

Bangladesh

What are the current geographical and social settings in terms of mainland accessibility of Hatiya Island?

How the institutional frameworks are currently organized to manage the mainland accessibility?

Locational aspects (major river, ghats)

Residents of Hatiya, social background

Affordability

Authorities & their management system

Institutional capacity

Location, Area, Terminal infrastructure

Population, HH structure, education

Occupation, source of income,

Administration, terminal management mechanism

Upazila Administration website, Publications

Census report and Publications

BIWTC and District Administration website

Issues influencing and impacting accessibility;

Dependency scale on transport service

Terminal management procedure

Assess the temporal variations of modal choice & their subversive paradigms

What are the different available transport modes and their subversive factors over the year?

Accessibility pattern (no. of travelers, travel modes, cost, travel time, level of service, reason of travelling etc.)

Temporal variations of different modes

Available vessel types, frequency, cost, travel time, seasonal variation on operation, safety, reliability

Climate- rainfall, wind speed, safe

Vessel operators

Questionnaire survey, Report, BIWTC website

Publications

District administration website

Weighted accessibility indicator, level of service, Risk factors

Factors affecting accessibility

Evaluate strategic approaches to guide safe & reliable mainland accessibility

What are the gaps of strategic approaches by the institutional bodies can be taken into account to ensure safe and reliable accessibility?

Plans & strategies for improvising

Terminal and Transport infrastructure, existing policy framework and management practice

BIWTC and District Administration website, Publications

Institutional Management policy evaluation (terminal and travel mode), Suitable Integrated Rural Transport Planning Approach


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5. Accessibility Analysis

The analysis section of the research tried to find the service pitfalls of a particular river

transportation route named Nolchira river port (Hatiya) to Chairmanghat river port (Charbata,

Noakhali). The analysis was designed in three parts. Part one, was the review of the geographic

and socio-economic context. Second part was the analysis of passenger services and the third

part is the review of institutional framework.

5.1 Context Analysis

Context analysis is comprised of understanding socio-economic background of the island people,

existing practice of river transportation, and capacity of respective authorities to manage transport

services.

5.1.1 Locational and Socio-economic Aspect

The Hatiya Upazila is located between 22°30´ and 23.60´ north latitudes and between 91°00´ and 91°20´ east longitude. It has fallen into the Bio-ecological zone: 8d Meghna Estuarine Floodplain (IUCN, 2002). One Agro-Ecological Zone (AEZ) identified in Hatiya Upazila namely: Young Meghna Estuarine Floodplain (AEZ-18). Near Hatiya, the Meghna estuary brings enormous load of sediment to the offshore territory, thereby formed a series of islands in the Bay of Bengal. The total area is most dynamic and intense erosion and sedimentation takes place regularly. Natural disasters make the process even faster. Therefore the shape of the island is changing every year. As an impact of the erosion and sedimentation process, locations of river ports are also changing. The population of Hatiya is about 452,463 with a density of 216 person/Sq. km and land cover is

2100 Sq.Km (BBS 2011). The percentage of male is 49.5 and female 50.5. Total household

number in Hatiya is 51,013. Annual population growth rate is 3% which is quite high. That means,

if the rate of population growth become constant then in next 23.23 years the population will be

double from now.

The literacy rate of Hatiya is 37% where as 51% is the coastal area context. But the national rate is

45%. There is income data unavailability in upazila level. But considering district level data, it is

found that average annual income of Noakhali is 180 USD which far less than the average of

coastal region (234 USD). Status of other livelihood component, occupational patterns of this

Upazila are: Agriculture 38.65%, agricultural laborer 24.23%, wage laborer 3.77%, commerce

8.69%, service 3.58%, fishing 5.37% and others 15.71% etc. Nevertheless, a huge number of

populations are living in this island; their socio economic condition is weak due to labour based

and resource dependent economy.

5.1.2 River Transport Infrastructure and Operation

Hatiya Island is historically deprived of regional budgetary allocation especially for the

infrastructural development purpose. Currently, Hatiya has three river port named Nolchira,

Tamaruddin and Charchanga river port. Nolchira and Tamaruddin river port has an importance

because of major travel and trade route connection. A launch service from Tamaruddin river port,

Hatiya to Sadarghat river port, Dhaka has been operated which is the only river way direct route

connects Hatiya with capital. Apart from this one sea-truck is plying once in a day starts from

Charchanga port to Chairmanghat river port via Tamaruddin port. This service is called Char


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Changa-Char Bata Sea-truck Service. In contrary, Nolchira river port is more operational. One

steamer service is from Chittagong to Hatiya is making direction connection with the commercial

capital of the country. However, Nolchira to Chairmanghat river port route is the prime

consideration of the research.

In general case, one sea-truck is plying once in a day from this port not depending on season and

weather. Engine propelled boat is the only travel mode ply throughout the year making 2-6 trips per

day depending on weather. In winter season when current and turbulence become gentle in the

adjacent Meghna channel two more vehicle type (small launch and speed boat) is added with

existing services. Nolchira river port is connected with Hatiya city center named Oskhali through 11

km long bituminous access road. No permanent jetty or pontoon is available due regular erosion

problem.

Port has a queue of temporary food courts where passengers usually wait for the vehicle. Three

different type of support road transport options are available e.g. motorcycle, three wheeler taxi

and 30 seat locally made jeap to transport passengers from and to the Nolchira port. Same

scenario is also applied for the Chairmanghat river port in the mainland side. The only exception is

a jetty. Furthermore, passenger can find bus services to reach different locations of Noakhali

district or for long distance travel.

5.1.3 Institutional Capacity and Management System

The river ports, routes, vessels and services are managed by the three government authority

sections. BIWTA is the taking care of the management and administration of the ports and landing

stations. Though in the case of Nolchira and Chairmanghat river port, the management is done by

P4: A Sea-truck is on move, started plying from

Nolchira River Port and the destination is

Chairmanghat river port.

P5: Passengers‟ are getting off from engine

propelled boat at Chairmanghat river port. One

sea-truck has been docked in the upper left

corner of the picture.

P6: Dhaka-Hatiya launch has been docked in the

Tamaruddin River port, Hatiya

P4

P5

P6

Figure 5.1.2: Available river transportation mode of Hatiya Island (N.B.; Speed boat, medium

sized launch is not shown in picture) Photo by: Tasfin Aziz, 2014


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the District Commissioner Office, the regional level executive body under the Ministry of public

administration. Their management work includes leasing the port and monitoring port activity.

Again BIWTA is responsible for navigational aid, route clearance for vessel to avoid wrecks and

obstacle. Setting up route tariff is also done by BIWTA. On the other hand, BIWTC is in charge of

operational components as service oriented commercial organization under Ministry of Shipping.

Sea-truck service is operated by this corporation. In case of Nolchira-Chairmanghat route, the sea-

truck service from BIWTC is functioning under Public Service Obligation (PSO) as the route is

uneconomical. Other vessels are giving services with the permission of either UNO office or

District Commissioner Office. Local political leaders have an indirect influence in the whole

process.

5.2 Passenger Service Analysis

Passenger service analysis is comprised of level of service of the existing vessels operated in the

study site and the travel behavior in terms of modal choice decision from the passenger‟s

perspective.

5.2.1 Level of Service

Impact of Rural Transport Infrastructure (RTI) on accessibility is important from level of service

perspective. Level of service is a qualitative indication of operating conditions. According to the

World Bank technical paper no. 496 published in 2001, the following four levels of service or

access need to be considered:

No (motorized or non-motorized) access: defined as motorized or non-motorized vessel

access to cross the channel;

Partial access: defined as motorized access with interruptions during substantial period of

the year (the rainy season);

Basic access: defined as all-season access for the prevailing means of transport, with

limited period of inaccessibility; and

Full Access: defined as uninterrupted all year, high quality (high-speed, low roughness)

access.

In the context of Hatiya, service description of four operational vessel types is in the following to

understand LOS or access. This description is the reflection of both primary and secondary

sources evaluation.

Table 5.2.1: Level of Access from Nolchira, Hatiya to Chairmanghat River Port, Noakhali

Vessel

type Service Description LOS

Engine

Propelled

Boat

Common vessel type in southern coastal area for passenger, trade and

fishing. It is used as passenger and trade boat the Nolchira -

Chairmanghat route. Passenger service is the main activity though. This

vessel has average capacity of 80 people. Around 25-35 boats are plying

in a day to cross the river channel despite considering weather. This

service sometimes interrupted due to the climate emergencies. Especially

Basic

Access


15

Vessel

type Service Description LOS

in monsoon season number of vessel of this type reduced.

Speed Boat

Speed boat is a special service in the study route. This service is only

available in the period of six month (September to February) in the most

favorable cases. Sometimes, this duration of service reduces due to

unexpected weather event. This service is stopped in the monsoon

season. Since, it risky to ply this water vessel in high wave and current.

Partial

access

Sea-truck

Sea-truck is an all year round service from BIWTC. As it is a marine

vessel, high tide, wave and current does not affect its operation. The

capacity of the vessel is 1000 passenger. But, as this vessel needs certain

water depth and place to dock, therefore the service has been interrupted

especially in the monsoon season.

Basic

Access

Launch

Launce is a temporary season based service. This service is in operation

when river water became gentle especially from November to February.

The capacity of the vessel is around 600 people.

Partial

access

Basic access is the minimum level of transport infrastructure service required to sustain socio-

economic activity (World Bank, 2001). It is often viewed as a basic human right. In case of Hatiya,

the major route to reach mainland is Nolchira – Charmanghat route and the level of service is

basic. It is considered that people do not have much choice of alternatives.

5.2.2 Passenger Travel Behavior

Passenger travel behavoiur depends on the external socio-economic, operation and management

factors. It is crucial to analyze all the aspect without in depth primary data support. Therefore, two

analysis tool named criteria based ranking and accessibility indicator has been used in this

research considering data limitations.

Criteria based ranking helped to understand the modal choice of the passenger of Hatiya Island.

Likert scale has been used to rate criteria‟s. Then criteria‟s are weighted according to the user

perception.

Table 5.2.2.1: Criteria for the Modal Choice Decision

Criteria Likert Scale: Description of the score

Safety, Availability, Frequency, Reliability 1: Very low; 2: Low; 3: Moderately high;

4: Noticeable high; 5: Extremely high

Expense, Travel time 1: Extremely high; 2: Noticeable high;

3: Moderately high; 4: Low; 5: Very low

The weighted modal suitability matrix is presented in the following:


16

Table 5.2.2.2: Modal Suitability Matrix

Criteria Weight

(%)

Vessel Type

Engine Propelled Boat Speed Boat Sea-truck Launch

Score/ weighted score

Safety 25% 2 / 0.50 2 / 0.50 4 / 1.0 2 / 0.50

Expense 25% 3 / 0.50 1 / 0.25 4 / 1.0 3 / 0.75

Travel time 15% 3 / 0.45 4 / 0.60 3 / 0.45 3 / 0.45

Availability 10% 3 / 0.30 2 / 0.10 2 / 0.20 1 / 0.10

Frequency 15% 3 / 0.45 3 / 0.45 2 / 0.30 1 / 0.15

Reliability 10% 2 / 0.20 3 / 0.30 4 / 0.40 2 / 0.20

Total Score 16 15 19 12

Weighted score 2.4 2.2 3.35 2.15

Ranking 2 3 1 4

Modal suitability matrix says that the most suitable mode to cross the river channel is sea truck.

Though the engine propelled boat is in the second position, but the difference between weighted

values of sea-truck and the engine propelled boat clearly shows that choice is not next to the first

option.

To understand more about the problem intensity, weighted accessibility indicator for a single trip

could be a good tool. Number of passenger travelling and average travel time is highly important

factor in the equation. In the case of present research, the ratio between average number of

passenger travel and capacity of the vessel is used to simplify the mismatch of capacity among

four vessel types existing in the study site. Therefore, the working equation has been redeveloped

under the light of the equation of ILO, 2003.

Table 5.2.2.3: Working Formula of Weighted Accessibility Indicators (AI)

ILO used formula World Bank used formula Working formula

AI = #HH x TT x MT

Where,

AI = Accessibility Indicator for a

specific sector/service

#HH = Number of households

seeking access to a specific

service

TT = Average travel time to reach

a specific service

MT = Score for the means of

transport used

AI = N x T-Tm x F

Where,

AI = Accessibility Indicator

for a specific sector/service

N = Number of households

seeking access to a

specific service

T = Average travel time to

a facility

Tm = Acceptable/target

travel time

F = Frequency of travel

AI = (ANP/VPC) x TT x MT

Where,

AI = Accessibility Indicator for a

specific service

ANP = Average Number of

passengers seeking access to a

specific service in a trip

VPC = vessel Passenger

Capacity

TT = Average travel time to

reach a specific service

MT = Score for the means of

transport used


17

Table 5.2.2.4: Weighted Accessibility Indicators (AI) for Single Trip

Component

Vessel Type

Engine

Propelled Boat Speed Boat Sea-truck Launch

ANP (no.) 80 10 1230 700

VPC (no.) 60 8 1000 600

(ANP/VPC) 1.33 1.25 1.3 1.16

TT (min) 90 30 90 90

MT 2 3 1 4

AI 239.4 112.5 117 417.6

According to the World Bank technical paper 496 published in 2001, it is mentioned that the larger

the value of the AI, the greater the problem. Therefore, speed boat and sea-truck got very close

score which indicates these modes are conveniently efficient to reach a service location.

Summarizing the above mentioned outputs of different analysis, the option of sea-truck is found

common choice irrespective of specific month of the year.

5.3 Evaluation of Strategic Approaches

In the earlier days, Bangladesh has Ministry of Communication which has recently been titled as

„Ministry of Road Transport and Bridges‟. So, existence of two ministries for water and land

accessibility represents the gap of formulating integrated transportation policy in Bangladesh. In

Hatiya, Nolchira river port is 11 km away from the city centre named Oskhali. Residents often face

difficulties to reach at ghat due to poor infrastructural facility especially after monsoon.

Ministry of Shipping has two distinguished departments- The Department of Shipping (DOS) and

Inland Ship Safety Administration (ISSA) for ensuring safety, provisioning regulatory frameworks,

training the staffs, enforcement of safety rules, managing the environmental aspects etc. But due

to administrative and financial gap, they are unable to attain the goal. Furthermore, overlapped

responsibilities like registering and training with Bangladesh Inland Water Transport Authority

(BIWTA) often put forward the administrative and financial gap.

BIWTA also signifies some institutional gap in terms of budgeting and infrastructure management.

In several years, it has failed to expend its annual budget especially in terms of dredging which

contain a major portion of annual budget. BIWTA has also an evident coordination gap with

Bangladesh Water Development Board (BWDB). Several literatures stated that the river siltation is

positively correlated with embankment project. But they are not habituated to practice regular

coordination meeting. Another important pitfall in this arena is that BIWTA is responsible to provide

port/ghat facilities but due to river erosion, it is often difficult to ensure sustainable ghat facility.

BIWTA always avoids developing those port facilities which are regularly being affected due to

river erosion or unavailability of embankments. In Hatiya, the scenario is similar and both

organizations trigger their finger to each other.

It is very common in Bangladesh that the vessels often carry the passengers or goods beyond their

capacity. This attitude is often pushed by the increasing user demands. In Bangladesh, DOS is


18

officially responsible to monitor the scenario. But due to lack of manpower (62 staffs), they are

often unable to control that. In most of the cases, BIWTA officials are present in the ghats but they

are officially not authorized to practice their power regarding this issue which often back up some

undesirable accidents. Furthermore, BIWTA is also responsible to fix the travel fare and exercise it.

But this is far away from reality. The travel fare always fluctuates with sets of other factors like fuel

cost, local emergencies. In Hatiya, the travel fare mainly changes with the climatic condition.

BIWTA and the local district or Upazila (sub-district) administration has several joint roles

regarding local ghat management. One of the main tasks is to facilitate leasing process of the ghat.

In Bangladesh, definite regulation is existed titled “Ghat Ijara Policy” (Ijara is the Bengali word for

lease). But these rules are often violated and practiced according to political leaders‟ demand

which is contrary to the initial objective of private-public participation. In Hatiya, mainly two political

families play the significant role regarding this leasing procedure. They control the ghats in their

own way to ensure their financial benefits. Contractual arrangements between BIWTA and private

port managers and operators should be revised to transfer more responsibilities to the private

sector. The next corridor of bottleneck is travel information. BIWTA is responsible for that

arrangement. In Hatiya, they only announce the timetable of vessels once daily through hand mike

so most of the people are unable to receive the information whenever necessary.

There are also some other counterparts. In Hatiya, there is no waiting room or other infrastructural

facilities for passengers. BIWTA and BIWTC are fully silent regarding this manner. There are

numerous informal hawkers who carry the passengers‟ goods and reserve a seat for them. There

are also some other available modes like engine propelled boats, speed boats etc. in Hatiya.

People often utilize them considering different factors like duration, comfort, available information

through personal contacting, private seat etc. Government can take initiative to register them as it

is not possible to ensure sustainable transportation management without their contribution. Again,

their registration process can generate local revenues which can be used for further development

of ghats.

Country boats have their own associations. But they have had little impact on government policy.

At the local level, their representatives have been successful in setting up some landing facilities,

collecting funds from their members to provide a safety net and maintaining some order and

discipline in the profession but still they are not mainstreamed. The owners and operators often

complain from being harassed by local authorities and the police as they don‟t have any formal title

from government. In Hatiya, it is also need to work with all these stakeholders to ensure

sustainable linkage between this island and mainland. The following figure 5.3 portrays the

organizational arrangements in national and local level, their functional gaps and its dimensional

effects in the study area.


19

Major

Organization Policy Gap Local Effect Stakeholders Involved

Two different ministries

often fail to structure

an integrated

transportation policy

City center is around 11 km way. Often people face difficulties to reach at Ghat

BIWTC

Local Admin

(DC/UNO)

Political

leaders

BWDB

Lack of Infrastructural

Planning

Lack of Regulatory

Framework

Improper

Ghat leasing

system

Lack of Travel

Information

No display

(Daily once by

hand mike)

Lack of Facilities Absence of

Travelers’

waiting room

Unsatisfactory

river navigation

(silt)

ISSA Lack of Regulatory Framework

Environmental

Safety not up

to the mark

BIWTA Lack of proper

ghat protection

(embankment)

Travel

Fare not

fixed

User

Demand

Ministry of Road

Transport & Bridges

Ministry of

Shipping

DOS

Overlapping of

Responsibilities (e.g.

licensing/training)

DOS for monitoring

but often absent,

BIWTA has no right

Administra

tive &

Financial

gap

Often

beyond the

capacity

Figure 5.3: Diagram of Institutional Gap


20

6. Results and Discussion

Hatiya is an offshore island in the south eastern coastal part of Bangladesh. It has been developed

through alluvial flood plain. Socio-economic background of the people is weak due to recurrent

natural catastrophic events historically. Life is becoming hard even though the possibility of

extracting natural resources. People mainly depend on fisheries stork, natural forest and fertile

agricultural lands. Availing service and facilities is difficult in this island because of the isolation

from the mainland. They have to make frequent travel from different parts of the island to mainland

Noakhali for better health care, education, administrative, and trade facilities. For that, river

transport options plays vital role in day to day life. Among three, Nolchira – Chairmanghat river

route is very important. Four different vessel options are available named; Sea-truck operated by

BIWTC, privately owned engine propelled boat, speed boat and medium sized launch. Last two

vessels are not being available in the monsoon season.

Nolchira and Chairmanghat river port is managed by the district administration office by leasing to

private entities. No sufficient docking facilities, passenger oriented facilities are found for the better

convenience for both vessel operators and passenger perspective. One of main reason is river

continuous river erosion made the maintenance work expensive. Moreover, BIWTA is responsible

for the jetty and port oriented development. But in the case of Hatiya, it seems not working. One of

the key factors of overlooking scenario is uncoordinated management approach. BIWTC is

operating sea-truck only under Public Service Obligation clause. Because they found the route is

uneconomical in the commercial perspective.

The existing vessels operation seems demand oriented. In terms of level of service, sea-truck and

engine propelled boat is providing basic level service and the service of other two vessel types are

on partial level. In reality, Government support insufficiency has been supplemented by the private

boat owners where passenger‟s affordability and safety issue is ignored. According to the

passengers‟ perception, BIWTC operated sea-truck service is still most desirable one. Though, the

number of vessel is insufficient to support effectively. Therefore mass people have to depend on

privately owned engine propelled boat service which is inefficient and risky. In the contrary,

medium income working group people is preferring speed boat service. Reason is the time

efficiency. But the problem with this service is that it is unable to ply in the monsoon season.

Eventually, launch service is only acting support service in the winter season. According to the

accessibility indicator, people desire sea-truck service expansion to make safe, comfortable and

reliable trip to mainland.

Inland water transportation services have facing many fold problems in Bangladesh in general. It

starts with the Inter-ministerial coordination. It leads to the administrative and financial bottlenecks

of different departments like DOS, BIWTA and ISSA. Moreover, overlapping responsibility

sometimes results indecision. Again, in the case of implementation work coordination acute

problem arises which become difficult to solve. For example, northern and north-western bank of

rivers in Hatiya is highly erosion prone. Nolchira river port is located in this region. Therefore, if

there is work coordination existed in between BIWTA and BWDB then it could have been easier to

manage the problems with the port infrastructure. But it is not happening. In the contrary,

passenger services in the ghats are becoming worse. One example is; BIWTA is responsible for

the fixation of travel fare of vessels. In reality, as they have the limitation of exercising executive

power so it‟s not working at the end. Ghat Ijara Policy sometime violated due to muscle power


21

exercise by the local politicians as it is always related to economic turnover. Nevertheless,

management task needs to be well coordinated. Apart from these, two issue like ghat security and

service support infrastructure should ne ensure to enhance the possibility to ensure passenger

comfort and safe travel to mainland.

7. Conclusion

Geographic location of the Hatiya Island has made the livelihood dynamics critical. People are

facing manifold problems to stay and survive. While basic access is a human right like other

services, people of Hatiya Island still do not know when and how their day to day travel experience

to mainland will be safe, hassle free and comfortable. Development of socio-economic condition is

depending on the free access to mainland anyway. Because it can create the scope to avail better

services, more trade opportunities and most of all to be connected with mainstream of

competitions. Safe, frequent, affordable and comfortable vessels and transport infrastructure is the

precondition. Still people are highly dependent on government provided vessel service. Therefore,

this option might have been available in a profitable way. Again, well-coordinated private sector

intervention can also be encouraged. A good commitment of inland vessel service from the

concerned government counter parts is necessary. Therefore under a sound institutional

framework private entities will also be encouraged to contribute together to build good mainland

access service infrastructure of Hatiya island.

Concerning the present research, some issues like user perceptions, factors affecting travel

decisions, local transport operation dynamics, purpose of sequential chained trips and risk factor

analysis is not covered in depth. Therefore, further research is required to understand and manage

the access options from Hatiya to the mainland in future time.

Bibliography

Bank, W. (2007). Revival of Inland Water Transport: Options and Strategies. Dhaka: The World

Bank Office.

BRYCESON, D. F., MBARA, T. C., & MAUNDER, D. (2003). Livelihoods, daily mobility and

poverty in sub-saharan Africa. Transport Reviews, VOL. 23, NO. 2, 177–196.

CDMP. (2009). Situation Assessment Report in S-W Coastal Region of Bangladesh . Livelihood

Adaptation to Climate Change Project (BGD/01/004/01/99).

DFID. (2003). Sustainable livelihoods, mobility and access needs. Crowthorne, Berkshire: TRL

Limited.

Dixon-Fyle, K. (1998). Accessibility Planning and Local Development: The application possibilities

of the IRAP methodology. Sida.

Engwicht, D. (1993). Reclaiming Our Cities and Towns: Better Living with Less Traffic. Gabriola

Island, Canada: New Society Publishers.

Hansen, W. G. (1959). How Accessibility Shapes Land Use. Journal of the American Institute of

Planners, Vol. 35, No. 2, pp. 73-76.


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IUCN. (2002). Climate Change and Inland Nevigation in Bangladesh. Dhaka: IUCN.

IUCN. (2011). Adaptation Management Plan for Hatiya Upazila. Ministry of Environment And

Forest, Government of the People‟s Republic of Bangladesh.

Jerry Lebo, D. S. (2001). Design and Appraisal of Rural Transport Infrastructure: Ensuring Basic

Access for Rural Communities. Washington, D.C.: The World Bank.

Law, M. o. (1976). THE INLAND SHIPPING ORDINANCE . Legislative and Parliamentary Affairs

Division, Ministry of Law, Justice and Parliamentary Affairs.

Litman, T. (2015). Evaluating Accessibility for transport Planning: Measuring People's Ability to

Reach Goods and Activities. sh/island: Voctoria Transport Planning Institute.

MoL. (2011). Land Zoning Report: Hatiya Upazila. Dhaka: Ministry of Land.

Organisation, I. L. (2003). Integrated Rural Accessibility Planning (IRAP): Modular Training

Package. Harare, Africa: International Labour Organization.

BBS. (2011). Census Report. Dhaka: BBS.

William G. Zikmund, B. J. (2011). Exploring Marketing Research. China: Cengage Learnin.

http://www.oxforddictionaries.com/definition/english/island; Accessed on 14.006.2015

mainland. (n.d.) American Heritage® Dictionary of the English Language, Fifth Edition. (2011).

Retrieved June 14 2015 from http://www.thefreedictionary.com/mainland

Research Advisor (2006), The Research Advisors, accessed on 14.06.2015 (http://research-

advisors.com)


23

Appendices

Appendix 1 - Activity Plan

Activities

Week -

1

(May 8-

14)

Week –

2

(May 15-

21)

Week - 3

(May 22-

28)

Week - 4

(May 29-

June 4)

Week - 5

(June 5-11)

Week - 6

(June 12-

16)

Week - 7

(June 16-

23)

Topic selection,

background study

and development of

a preliminary

content/framework

Problem analysis,

goal setting and

objective selection

Fixation of research

questions, selection

of parameters and

formulation the study

design

Context of study

area

Review of different

publications on

Hatiya, BIWTC

websites,

UNDP/other NGO's

project papers

Questionnaire/ data

collection

Data processing &

Analysis

Result discussion

and Preparation of

draft report

Receiving Feedback,

report editing, report

finalization and

submission

Appendix 2 – Questionnaire (Key Informant Survey – Passenger’s Perspective)

1. General information

Respondent Name Age

Occupation Nos. of HH Member

Nos. of traveler in HH Income of HH

Frequency of trip/month

(Nos./M)


24

2. Purpose of trip:

Purpose Tik Travel time Cost (per trip) Frequency

(in Month) Home to

Terminal

Crossin

g river

Terminal

to activity

area

Home to

Terminal

Crossing

river

Terminal

to activity

area

Administrative

Business

Health

Education

Recreation

Judicial

Family oriented

Others

(Specify)

3. What are the problems you face? (Terminal condition, security, Connecting trip uncertainty, toilet at

terminal, waiting room at terminal etc.)

………………………………………………………………………………………………………………………………

4. Which vessel you think convenient? ……………………………………

5. Why (make tick)?

Reason Vessels

Sea Truck launch Engine

propelled Boat

Speed Boat Others

Safe

Less expensive

Time efficient

Availability

Frequency

Reliability

6. If an improvement is required – what are the most urgent improvements from your perspective?

…………………………………………………………………………………………………………………………..

Date & Signature of the Enumerator


25

Appendix 3 – Questionnaire (Key Informant Survey – Operator’s Perspective)

1. General information

Respondent Name Age

Occupation difference to

position?

Where are you from

Nos. Months/Years of

Involvement

Experience

2. What kind of vessel it is? ………………………….

3. Who is the owner of the vessel? ……………………….

4. How many vessel run every day of this kind? .................................

5. Do you ply this vessel throughout the year? Yes / No

If no, then specify time period and reason …………………………………………………………………………

6. What is the capacity of the vessel (people and cargo)? ……………………………

7. How many people travel in each trip in average? …………………………………..

8. How many trips you conduct per day? …………………..

9. How much is the operating cost (Grat fee + Fuel Cost) for each trip? ……………………….

10. How much is the usual passenger price? ……………….

Is the price is fixed or variable? ………………… if variable, state the reason ………………………………...

11. Do you have any safety kit for emergency? Yes / No

If Yes, then how many persons can get the facility? ………………

if No, then state why? …………………………………………………………………………………….

12. Do you get informed and aware of warning signals (storm/ cyclone/ high tide)? Yes / No

If Yes, then how? …………………………………

13. Do you use any communication device? ………………..if No, then how you manage? ………………….

14. What are the most urgent steps to take for the improvement of terminal and to ensure secured

passenger travel situation?

………………………………………………………………………………………………………………………………

Date & Signature of the Enumerator

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