Bangladesh’s newly approved National Logistics Policy 2025 sets out an ambitious vision to transform the country’s logistics system into a modern, integrated, and multimodal network. It seeks to reduce costs, improve efficiency, and strengthen competitiveness while ensuring environmental sustainability. Within this framework, inland waterways are positioned not as a supporting mode, but as a central pillar of a more balanced transport system.
Yet the real test of this vision lies not in policy articulation, but in operational readiness. Along the Chattogram–Dhaka corridor, inland container transport continues to function within realities that remain only partially aligned with this ambition. While the policy defines logistics as an integrated system from origin to destination, inland operations still reflect fragmented accountability across vessel operators, terminal authorities, and regulators. When irregularities occur during transit, responsibility often becomes unclear – undermining institutional confidence over time.
Cargo security remains a critical concern. Inland vessels frequently remain anchored near Chattogram, at locations such as Sadarghat or Majhirghat, while awaiting berthing windows or convoy schedules. During these periods, containers, particularly those carried on deck, remain physically exposed. There have been instances where containers arrived with seals intact, yet discrepancies were reported by consignees. In at least one such instance, conflicting explanations emerged as to whether discrepancies originated during stuffing or occurred during transit, without a definitive conclusion. Such cases highlight a practical limitation: seal integrity alone does not always guarantee cargo security. These ambiguities place shipowners, terminal operators, insurers, and cargo interests in a difficult position, where uncertainty itself becomes a source of systemic risk. In logistics systems, trust is an invisible but essential form of infrastructure and, once weakened, it is difficult to restore.
The vulnerabilities extend beyond port limits. Mid-route stoppages, particularly at Chandpur, are operationally necessary due to tidal conditions and fuel management. However, they also increase exposure, gradually turning certain river points into perceived weak links. A truly integrated logistics system must ensure not only smooth movement at origin and destination, but integrity throughout the journey.
Safety considerations further expose the gap between policy ambition and operational preparedness. Bangladesh’s trade is increasingly dependent on high-cube containers, yet many inland vessels lack sufficient under-deck clearance to accommodate them. As a result, deck loading has become common practice, affecting vessel stability under challenging navigational conditions. Reports of containers being lost overboard in areas such as Sandwip and Bhasan Char, though limited, have had a disproportionate impact on user confidence. For exporters, reliability is not optional; it is fundamental. Future inland vessels should therefore be designed with sufficient under-deck clearance to accommodate at least two tiers of high-cube containers below deck, reducing excessive deck loading and improving stability.
Navigational challenges add another layer of complexity. Bangladesh’s inland waterways are dynamic, shaped by siltation and shifting channels. Areas such as Sandwip and Bhasan Char continue to experience evolving draft constraints, occasionally leading to grounding incidents. Yet, navigation still relies largely on periodic hydrographic surveys, which struggle to keep pace with these changes. International experience increasingly points to satellite-based, near real-time depth monitoring integrated through shared digital platforms as a way to improve navigational safety in dynamic river systems.
In this context, the development of a River Information System (RIS) becomes essential. A coordinated digital platform integrating vessel tracking, traffic management, hydrographic data, and navigational alerts could significantly improve both safety and efficiency. However, a fundamental institutional question remains unresolved: who will own, operate, and regulate such a system? Inland water transport spans multiple agencies, including port authorities and regulatory bodies. Without clear governance, RIS risks becoming fragmented or underutilised. For it to succeed, it must be designed as both a technological and institutional platform, with clearly defined accountability and data-sharing protocols.
At the regulatory level, certain structural gaps persist. There is no clearly designated authority responsible for independently verifying vessel stability prior to departure from Chattogram. In practice, stability calculations largely remain within the domain of vessel operators, without systematic external validation. As inland waterways assume a larger role in the national logistics framework, regulatory oversight must evolve accordingly.
Technology, although emphasised in policy, remains underutilised in practice. Installing onboard monitoring systems, such as CCTV coverage of cargo areas, and integrating these with shore-based oversight could significantly improve transparency and compliance. Such measures are already standard in other segments of global maritime logistics and can be adapted to Bangladesh’s inland context. Equally important is the human dimension. Inland vessel crews operate under demanding conditions, yet compensation and professional recognition have not always kept pace with the responsibilities they carry. Over time, such imbalances create subtle but persistent risks. A modern logistics system must recognise that reliability depends as much on people as it does on infrastructure and policy.
The National Logistics Policy 2025 provides a strong strategic foundation. It recognises the importance of multimodal integration, technological modernisation, and coordinated development. Inland waterways hold significant promise in advancing these objectives. However, their success will depend on whether policy ambition is matched by operational readiness – on the river itself.
Tariff incentives and private investment will play important roles. But they cannot substitute for clear accountability, stronger cargo security, safer vessel design, real-time navigational intelligence, effective regulatory oversight, digital monitoring, and attention to human factors.
Inland waterways remain one of Bangladesh’s most important logistics opportunities. The vision is now clear. The question is whether the system is ready to carry it.
The writer is a Maritime, Logistics and Supply Chain Policy Analyst; Adjunct Faculty, Bangladesh Maritime University
