ベンガル湾沿岸域・河川域における水運・造船事情調査

２０１６年３月

一般社団法人 日 本 舶 用 工 業 会
一般財団法人 日 本 船 舶 技 術 研 究 協 会

刊行によせて

当工業会では、我が国の造船業・舶用工業の振興に資するために、ボートレースの交付金による日本財団の助成金を受けて、「造船関連海外情報収集及び海外業務協力事業」
を実施しております。その一環として、ジェトロ関係海外事務所を拠点として海外の海事関係の情報収集を実施し、収集した情報の有効活用を図るため各種報告書を作成しています。
本書は、（一社）日本舶用工業会と日本貿易振興機構（ジェトロ）が共同で運営しているジェトロ・シンガポール事務所舶用機械部（竹内智仁所員）が、ベンガル湾沿岸国のうちバングラデシュを中心に沿岸域・河川域の水運・造船の動向について調査した結果を取りまとめたものです。
本書が関係者の皆様の参考となりましたら幸いです。
2016 年 3 月
一般社団法人 日本舶用工業会
一般財団法人 日本船舶技術研究協会

はじめに

ベンガル湾沿岸諸国―インド、バングラデシュ、ミャンマー、タイ、スリランカ―

は、China プラス 1 としての生産拠点、膨大な人口を背景として増加する内需、政治的変革等による急速な自由経済の伸びと対内投資の拡大等により、今後世界で最もダイナミックな成長が期待される地域のひとつである。中でも、欧米や日系企業の進出が進むバングラデシュは、首都ダッカとチッタゴン・マタバリ間を中心に産業集積を図り、
東・東南アジアと南アジアを結ぶバリューチェーンのハブを目指そうという「ベンガル湾産業成長地帯構想」が日・孟両国政府の間で打ち出され、更にインド北東部・中国西部への国際物流の玄関口としての役割も期待されている。従来、同国では国内物流・人流に水運が広く活用されており、その歴史から造船分野でも実績を持つことから、こうした動きは当該地域の水運・造船分野の発展の機運にも繋がっている。
本報告書では、まず第１章としてバングラデシュの沿岸域・河川域で用いられる船舶の船腹量、船種、船齢等を概観するとともに、沿岸・内陸船舶の実態を具体的にイメージできるよう就航船の構造・設備情報を示した。
第２章では沿岸・内陸水運の輸送動向として、チッタゴン港を発着とする国内貨物の輸送量、モード別輸送分担率、主要河川港旅客数などのデータ及びインド・バングラデ
シュ間の輸送協定に基づく沿岸・内陸水運輸送の推移を示すとともに、国際機関による将来の輸送需要予測及び政府による水運振興関連施策についてまとめている。
一方で同国の内航旅客船については、世界最悪レベルと言われるほどに事故が頻発しており、安全性確保が喫緊の課題となっている。第一章で調査した船舶の実態を踏まえつつ、海難事故の現状と政府の安全対策の動きについて概観する。
最後に、上記各章及び当事務所の 2014 年度特別調査「バングラデシュ海事産業概況
調査」を踏まえて、今後の動向と課題について考察した。
ベンガル湾沿岸地域の海事産業は将来大きく発展する可能性を持つと信ずるものの、政治体制・経済制度をはじめ、それを促す取り組みが海運・造船先進国から大きく立ち遅れる中、我が国はじめ国際社会からの継続的な支援が不可欠である。そのためには詳
細かつ広範な調査が必要とされるが、本調査報告書がその一つとして関係各位のご参考となれば幸いである。
本調査実施中の 2015 年 10 月にバングラデシュ北部で発生した邦人殺害事件は極めて残念な事件であった。日本政府により当面の渡航自粛措置が取られ、日孟のビジネス
交流は一時停滞し、本件も十分な現地調査を行うことができない状況となった。犠牲者の方のご冥福をお祈りするとともに、早期の事態回復を期待したい。かかる中、現地での情報収集を支援いただいた関係各位にはこの場を借りて深くお礼申し上げたい。
JETRO シンガポール事務所
舶用機械部長

竹内 智仁

目

次

１．沿岸・内陸水運船舶............................................................................. 1
1.1

登録船舶 ....................................................................................... 1

1.1.1
1.2

船舶建造国 .............................................................................. 5

沿岸・内陸水運船舶の構造・設備 ....................................................... 51.2.1

内陸水運旅客船 ......................................................................... 5

1.2.2

沿岸・内陸水運用タンカー及びコンテナ船 ....................................... 6

2．沿岸・内陸水運輸送動向 ........................................................................ 72.1

国内貨物輸送量（主要港国内貨物取扱量） ............................................ 7

2.2

インド・バングラデシュ輸送協定に基づく両国間輸送量 ......................... 122.2.1

輸送協定の概要 ....................................................................... 122.2.2

協定に基づく輸送量 ................................................................. 132.3

沿岸・内陸水運の今後の輸送需要予測 ................................................ 152.4

沿岸・内陸水運振興に関する施策 ...................................................... 162.4.1

水運向上に関するプロジェクト ................................................... 16

2.4.2

河川コンテナ港の開設 .............................................................. 18

3．沿岸・内陸水運の安全性及び環境保全 ..................................................... 23
3.1

船舶事故の傾向 ............................................................................ 23

3.1.1

海難事故の発生事由 ................................................................. 29

3.1.2

最近の海難事故事例 ................................................................. 333.2

内陸水運に関する安全規則・基準 ..................................................... 34

3.3

安全に関する政府の取組み .............................................................. 34

3.4

環境規制 ..................................................................................... 35

4．今後の動向と課題 .............................................................................. 37
4.1

伸びる沿岸・河川域水運需要 ........................................................... 37

4.2

遅滞するインフラ整備.................................................................... 38

4.3

近代化が遅れる内陸旅客船 .............................................................. 39

4.4

造船業の動向 ............................................................................... 41

Annex ................................................................................................. 43
A1. 沿岸・内陸水運船舶の構造及び設備の例 .............................................. 44①

MANIK-3（Inland, Passenger） ................................................. 44②

SHURESHSHAR-5（Inland, Passenger） .................................... 50③

Eagle-1（Inland,Passenegr） ..................................................... 55④

ABE ZAM ZAM（Inland, Passenger） ......................................... 59⑤

Shah Amanat（Inland, Oil Tanker） .......................................... 61

⑥

Meghoboti（Inland Oil Tanker） ................................................ 64⑦

Nou Kollan（Coastal-Inland, Container Carrier） ....................... 66⑧

Pangaon Vision（Coastal-Inland, Container Carrier） ................. 70⑨

Tasnim-4（Coastal, General Cargo） .......................................... 73⑩

FV JK-2（Fishing Trawrer）...................................................... 76

A2

内陸水運関係法令 .......................................................................... 79

A3

Inland Shipping Laws and Rules, 2001（抜粋、英訳） ................... 80

INLAND SHIPPING STABILITY RULES, 2001 ................................. 80
INLAND SHIPPING FREEBOARD RULES, 2001 ............................... 94
Articles relevant to the requirement of the ‘Watertight ofUpper deck including height of hatch coaming’ ............................... 101
INLAND SHIPPING LIFE SAVING RULES, 2001 ............................ 105
INLAND SHIPPING SAFE NAVIGATION RULES, 2001 ................... 114

１．沿岸・内陸水運船舶
1.1 登録船舶
表１は、内陸水運に従事する船舶としてバングラデシュ船舶局に登録された隻数である。2010 年に比べて 2011 年の隻数が大きく減少したのは、登録船舶について確認を行い、所有者の所在不明の船舶などを除外したためである。2011 年以降、全体としては緩やかに増加しており、特に貨物船、油タンカー及び浚渫船の増加が目立つ。一方、
表 2 は商船局に登録された船舶の隻数であり、外航船及び漁船を含む。90%以上が漁船（ボート）、貨物ボートである。最近 5 年間で沿岸タンカーが大きく増加した。表３及び４の船齢別構成に示すように、タンカーと貨物船は 5 年以内の船齢が多く、これらの増加分はおもに新造船と思われる。しかしながら、未だに船齢 20 年を超える老齢船、さらには 40 年を越える超老齢船も今尚数多く運航している。超老齢船は旅客船、タンカーで多く見られる。

ダッカ河川旅客ターミナル・ショドルガットの風景

1
－ 1 －

－ 2 －

Passenger
vessels
Cargo vessels
Ferry
Oil Tanker
Tug boat
Dumb barge
Fishing boat
Speed boat
Inspection
lunch
Sand carrier
Dredger
Others
Total

Type of vessel

2,088
94
160
273
1,674
70
674
422
2,893
80
718
11,308

2,041
94
150
271
1,666
70
664
422

2,488

699
10,687As on
Dec 2009
2,162

As on Dec
2008
2,122

2

3,506
175
776
12,275

2,217
96
175
283
1,683
70
684
422

As on
Dec 2010
2,188

3,375
620
350
7,958

1930
23
190
75
180
NA
205
40

As on
Dec 2011
970

3,811
857
563
9,367

2,213
27
260
89
216
NA
226
44

As on
Dec 2013
1,061

Source: Department of Shipping (DOS)

3,654
794
398
8,668

2,048
27
210
83
202
NA
224
44

As on
Dec 2012984

表 1. Registered vessels (inland shipping) information ( NO. OF VESSELS REGISTERED WITH DEPARTMENT OF SHIPPING UNDER INLANDSHIPPING ORDINANCE-1976)

－ 3 －

1
6
1

inspection Vessel

Dumb Burge (Under ISO)

Dredger/Water Barge

3

10,847

11,123

16

2,666

7,923

201

7

15

23

118

87

67

As on
Dec 2012

11,630

17

2,728

8,313

217

7

15

23

143

100

67

As on
Dec 2013

2,770

8,792

235

7

15

1

8

7

24

163

104

As on
Dec 2014

Source: DOS

12,127

10,021

16

2,615

7,730

180

5

15

22

112

85

67

As on
Dec 2011

Total Vessels No.

9,723

2,577

6,959

194

5

15

1

8

7

21

104

84

46

As on
Dec 2010

1
9,496

2,547

6,751

177

1

6

1

7

6

15

95

83

34

As on
Dec 2009

Ambulance Vessel

Others

2,512

7

Tugs

Cargo Boats

6

Dumb Burge

6,591

15

Passenger ship

Fishing Boats

95

Tanker

153

82

Coastal Vessel (Cargo)

Fishing Trawler

27

As on
Dec 2008

Sea Going Vessel

Type of Vessels

Total No. Of Vessels

表 2. Registered vessels (merchant shipping) information (VESSELS REGISTERED WITH MERCANTILE MARINE DEPARTMENT UNDERMERCHANT SHIPPING ORDINANCE’83 AND INLAND SHIPPING ORDINANCE 1976)

－ 4 －

161

Coastal tanker

Fishing
trawlers

50

-

-

N/A

1

4

1

144

26

N/A1

103

107

12

575

57

0-4

99

21

3

508

12

5-9

8

12

2

398

47

10-14

0

9

0

190

39

15-19

1

8

2

152

33

20-24

3

46

18

0-4

31

2

8

5-9

40

0

4

4

10-14

5

2

0

15-19

3

18

14

20-24

表 4. Number of coastal vessel by classification (>=100 GRT)

2 Coastal cargo includes coastal container vessels

1 Not available

102

162

Coastal cargo2

Vessel Type

No.
Regd.

214

Sand carrier

Age

34

172

Oil tanker

2,203

Cargo

Ferry

285

No.
Regd.

Passenger

Vessel Type

Age

4

15

6

30-34

1

3

2

54

20

30-34

11

9

5

35-39

0

1

1

11

4

35-39

12

50

34

>=40

Source. DOS

0

1

7

1

14

>=40

Source. Mercantile Marine Department

2

20

13

25-30

1

6

4

170

33

25-30

表 3. Number of inland vessel by classification and age (>=100 GRT)

1.1.1

船舶建造国

これら内陸水運船は基本的にバングラデシュ国内で設計・建造されているが、エンジン等搭載機器は中国製、日本製、米国製が多い。旅客船に関しては船齢の老若に関わらず同様の構造であり、かつての開拓時代のアメリカ河川船舶を思わせるようなデザインが用いられている。沿岸・内陸水運油タンカー（1000-2000DWT）については、老齢船の多くは輸入であるが、近年バングラデシュ国内で多く新造されている。建造造船所からのヒアリングでは新造用設計は中国から購入しており、併せて、主要機器も中国製を多用しているとのことであった。また、現在運航中の沿岸・河川コンテナ船３隻は中国からの輸入である。
1.2 沿岸・内陸水運船舶の構造・設備
沿岸・内陸水運船舶の主要目及び構造・設備について、旅客船、貨物船（タンカー、
一般貨物船、コンテナ船）及びトロール漁船の一般配置図等を関係機関より入手するとともに、一部の船舶について船舶検査関係者の協力を得て現地調査を行った。これらの情報（主要目及び搭載機器関連情報並びに一般配置図及び船舶各部写真）を参考として添付する。ただし、収集情報の範囲及び正確性の問題から機器情報は不明が多く、入手可能な範囲で記載した。
1.2.1 内陸水運旅客船
・ 船長は全長約 30m 強から 70m、喫水は 1.2-1.5m。船長 70m サイズのもので定員は 500-700 名。船体の材質は鋼製、小型のものは木製。上部構造物は 3 層が一般的。最上層前面が航海船橋となっている。
・ 航海時間はダッカ発南部沿岸エリアへの航路の場合で 8 時間以上。夜間航行の場合は定員が昼間の定員より 30%程度少なくなっている。
・ 上甲板の船体中央部に複数のハッチがあり、下部艙内に一般貨物を積み込むようになっている。当該ハッチのコーミングは 10-30cm 程度であり、ボルトで閉鎖するようになっているが水密性は保持されていない。エンジンルームは水線下にあるが、入口及び周囲の壁（上甲板上部分）は金網となっており、また、入口のコーミングがない。
・ 機関出力は、全長 30m 級、定員 200 名で 200HP 前後、50m 級、定員 500-600
名で 500－600 馬力（250-300 馬力×2 基）、70m 級、定員 700 名超で約 5001000 馬力（250-500 馬力×２基）程度。航海速力は 8-10kt。
・ 船橋内の設備は、舵輪（ロープまたはチェーンによる機械式手動操舵）、エンジン
テレグラフ、航海灯スイッチ、ホーン。電子的な航海設備は設置されておらず、無線通信設備はラジオ受信機及び携帯電話。輸入中古船の場合は GMDSS 機器が搭載されているものもあるが、整備不良や乗組員の知識不足により機能せず、取り外され売却されている場合もある。
・ 救命設備は旅客エリアの天井に救命浮輪が設置されているが、定員分には足りず、規則によれば定員の 10%（Seasonal

Rough

5
－ 5 －

Area 航行船舶の場合）。救命胴衣は船員分のみが義務付けられており、乗客分は基本的に搭載されていない。救命
いかだ、救助艇は無い。
1.2.2 沿岸・内陸水運用タンカー及びコンテナ船
・ 全長 60m-70m で、喫水は 3.5-4m。主機出力は合計 1000 馬力前後（1 基又は 2基）。Coastal と して建造されたものは、設計、構造としては概ね日本の内航船（平水、沿海）に近いものと見受けられる。近年新たに建造されたタンカーはダブ
ルハルを採用するとともに、バットフロー船型で 2 基 2 軸という設計が多用されている。載貨重量は 600-2000DWT。多くは国内建造であり、船級は GL、RINA、NK などを取得。
・ 内陸水運用の貨物船は極めて簡易な構造で、航海設備はほぼなし、無線通信はラジオのみ、消防設備はポンプは１台のみで、バケツや砂が搭載されている。救命設備
も救命胴衣が搭載されていないケースもある。いずれにしても維持管理は極めて悪い。
・ 設計は欧州又は低価格を指向するところでは中国からの購入であり、機器類についても欧米製か、価格重視で中国製を多く用いるとの回答であった。欧米製について
は船主の指定のほか、スペアパーツが入手しやすい（中国又はインドでライセンス生産されたものが入手可能）という理由が挙げられた。

6
－ 6 －

2．沿岸・内陸水運輸送動向
2.1 国内貨物輸送量（主要港国内貨物取扱量）
バングラデシュの国際貨物の 90%以上はチッタゴン港を出入口とし、その貨物の発着元の大部分は首都ダッカである。チッタゴン・ダッカ間における輸送モード別貨物輸
送量のデータは入手できなかったが、表５にチッタゴン港湾局公表の輸送モード別貨物
検査量を示す。河川による貨物量の構成比は 50%を超えるが、ほぼ全てが穀物、セメ
ントクリンカーなどの産業基礎物資及び農産品関係バルク貨物である。その他の主要貨物は、石油類の液体貨物や車など。鉄道による輸送は、穀物、石炭及びコークス、油及びコンテナ貨物。主な輸入物資の繊維産業向け材料、機械、食料、果物などならびに主
要輸出貨物（繊維製品、ジュート、加工食品、水産品）の多くは自動車及び鉄道により輸送されている。 アジア開発銀行の調査によれば内陸水運輸送モードはトン km あた
り 0.99 タカ以下と最も安価な輸送モードとされるが、その利用は進んでいない。
表 5. Clearance of dry cargo from Chittagong port by different modesYear
2011-12

Rail

Road

River

518,552(1.79%)

13,080,859(45.09%)15,411,102(53.12%)S o u r c e . C PA

7
－ 7 －

－ 8 －

1,428,491

2,072,156

2012-132013-142,053,030

2007-08

1,957,685

1,966,072

2006-072011-12

1,756,960

2005-06

4,717,195

1,178,740

2004-05

2010-11

800,873

2003-04

3,337,833

968,450

2002-032009-10

674,402

2001-02

3,068,585

1,191,893

2000-01

2008-09

FOOD
GRAINS

YEARS

0

0

0

0

0

0

0

0

0

0

0

3,004

16,468491,383

CEMENT

13,580,424

12,031,461

11,023,432

11,479,377

8,683,875

6,324,428

6,938,316

6,187,915

6,299,678

5,462,592

5,486,431

5,306,651

4,279,954

2,190,659

CEMENT
CLINKER

1,256,454

1,467,554

1,541,968

1,894,270

1,604,133

946,675

1,168,463

1,245,876

1,235,142

1,318,212

800,650

723,975

833,834

633,510

FERTILIZER

040,7140

145

18,251

0

309

511

2,005

4,024

4,845

22,750

5,954

7,425

COAL

0

488,248

0

95,064289,331

38,675

11,675

109,384

150,388

110,740

89,40891,133

9,878

52,436SALT

82,044,215

1,474,516

1,863,563

1,370,679

1,356,854

955,835

812,624

853,841

496,046

921,687535,676

427,574

168,873

256,287SUGAR1,710,798

1,614,218

1,626,718

1,327,706

1,373,681

1,102,409

1,130,810

1,199,608

1,058,390

1,176,564

3,652,903

935,812907,276

749,114EDIBLE
OIL

5,576,296

5,371,990

5,381,533

4,971,161

4,029,929

3,615,333

3,530,845

3,727,819

3,728,988

3,978,342

1,032,469

3,655,680

3,462,182

3,508,223

PETROLIUM OIL

表 6. Cargo (& Container) Statistics (import in MT)

4,594,479

4,465,771

3,350,049

2,986,722

2,742,050

2,497,217

2,201,072

2,430,283

2,733,779

2,327,816

2,212,715

2,460,437

2,475,206

2,593,218

BULK
OTHER

30,834,822

28,382,963

26,744,948

28,842,319

23,435,937

18,549,157

17,847,144

17,721,309

17,461,376

16,478,717

14,615,970

14,595,466

12,834,027

11,674,148

BULK
TOTAL

41,960,170

38,311,263

36,184,935

39,914,145

32,813,208

26,718,834

25,346,048

23,836,294

23,169,865

21,676,426

18,986,294

18,319,211

16,088,695

14,909,312

TOTAL
IMPORT

Source. CPA

11,125,348

9,928,300

9,439,987

11,071,826

9,377,271

8,169,677

7,498,904

6,114,985

5,708,489

5,197,709

4,370,324

3,723,745

3,254,668

3,235,164

CONT.
IMPORT－ 9 －

JUTE

99,82474,68968,272

111,433

137,162

155,542

134,714161,205

149,820

143,137

122,920

204,117

165,793

190,071

YEARS

2000-01

2001-02

2002-03

2003-04

2004-05

2005-06

2006-072007-08

2008-09

2009-10

2010-11

2011-12

2012-132013-14808,741

820,702769,925

644,462

629,769

487,482

581,371475,201

325,807

253,808180,282

275,991

346,846

351,180

JUTE
GOODS

31,477

23,777

20,572

21,137

15,9898,729

11,995

7,248

3,706

21,90532,41324,39427,87950,752

LEATHER
GOODS

495

49

694

493

2,251

3,949

11,984

2,975

3,873

20,407

27,833

19,385

20,52542,372TEA

2,653,198

2,364,576

2,063,511

1,944,010

1,757,847

1,747,377

1,442,757

1,554,017

1,321,794

920,432

825,512665,656

720,457

657,170

GARMENTS

173,429

86,884

81,13489,33759,39151,54059,161

46,56047,80537,861

29,71527,09830,03934,599FROZENGOODS

91154936

1,165,895

1,258,731

1,687,755

954,594

778,177875,837

575,531508,272

731,372

634,536496,860

188,130

183,414

CONT,
OTHER

5,012,347

4,627,676

4,398,684

4,510,114

3,562,9783,227,074

3,144,310

2,796,246

2,366,799

2,122,947

1,841,724

1,577,656

1,408,565

1,419,311

TOTAL
CONT

80

12,65850,259123,374

131,396239,702

157,139

274,535

289,575

361,034

297,256

337,641

334,931366,479UREA/
FERTILIZER

表 7. Cargo (& Container) Statistics (export in MT)

14,00027,275

48,10030,79258,246

187,057

143,292

130,887

157,715

70,66983,386

187,508

153,547

155,247AMMONIA

98,621

134,920

79,752

168,641

332,770

89,422

138,751

87,471

112,341

138,695

150,112118,162

75,63841,326NAPTHA

213,329

257,876

139,579

147,454

102,578

20,492

17,0280017,61828,02440,316

18,76016,122

BULK
OTHER

5,338,377

5,060,405

4,716,374

4,980,375

4,187,968

3,763,747

3,600,520

3,289,139

2,926,430

2,710,963

2,400,502

2,261,283

1,991,441

1,998,485

TOTAL
EXPORT

Source. CPA

326,030

432,729

317,690

470,261

624,990536,673456,210492,893559,631

588,016

558,778

683,627

582,876

579,174

BULK
TOTAL

－ 10 －

675,796

743,547

667,61210

725,166

926,115

2010-11 2011-12 2012-13 2013-14 2014-15

739,221812,591

Export TEUs

図 1 チッタゴン港コンテナ取扱量（輸入、輸出）

0

400,000

0

Import TEUs

600,000

800,000

1,000,000

200,000

2010-11 2011-12 2012-13 2013-14 2014-15

729,693

812,918

940,827

200,000

400,000

600,000

800,000

1,000,000

940,827 13,132,923 926,115 5,535,446 1,866,942 18,668,369
出所：Chittagong Port Authority “Overview 2015-2016”2014-15

Import TEUs

812,918 11,125,348 812,591 5,012,427 1,625,509 16,137,775

725,166 4,627,834 1,468,713 14,556,134

667,612 4,398,815 1,343,408 13,838,802

2013-149,928,300

9,439,987

743,547

TONs

2012-13TEUs

675,796

TONs

2011-12

TEUs

Total

729,693 11,071,826 739,221 4,511,273 1,468,914 15,583,099

TONs

Export2010-11

TEUs

Import

表 8 チッタゴン港コンテナ取扱量

Export TEUs

表 9. Am o u nt o f c a r g o t r a ns p o r te d ( l o a d e d ) t h r o u g h m a j o r r i v e r p o rts ( mi ll io n M T)
Name of theriver port
Dhaka river
port

2010-20112011-20122012-20132013-20142014-2015

4.091

4.329

4.653

4.579

4.586

Narayangan
j river port

2.199

2.399

2.444

4.207

4.333

Khulnariver port

0.251

0.272

2.833

0.250

.330

Chandpurriver port

0.250

0.275

0.285

0.146

.158

Barisalriver port

1.000

1.250

1.375

7.7013

7.778

Patuakhaliriver port

0.261

0.295

0.308

0.570

.761

Chittagong
office

0.094

0.097

0.098

0.092

.094

Arichariver port

5.902

6.275

6.672

4.382

4.529

Baghabaririver port

0.053

0.061

0.110

0.085

.138

Maowa
river port

-

-

-

-

-

14.10115.253(▲8.16%)18.774(▲23.08%)22.012(▲17.24%)

22.707(▲3.15%)Total

S o u r c e . B I W TA
表 10. Amount of passengers transported (loaded) through major river ports(million)
Name of theriver port
Dhaka river
port

2010-20112011-20122012-20132013-20142014-201590.29995.266115.594

69.04069.119Narayangan
j river port

37.40748.22048.49444.62041.287

Khulnariver port

1.558

1.675

1.739

1.710

1.859

Chandpurriver port

4.000

3.800

4.150

5.459

5.799

Barisalriver port

9.000

9.300

10.2006.226

12.512Patuakhaliriver port

3.300

3.653

3.499

8.191

6.156

Chittagong
office

2.610

2.640

2.655

2.662

2.706

Arichariver port

42.93245.21346.428

0.673

3.494

Baghabaririver port

-

-

-

0.691

.207

Maowa
river port4

-

-

-

-

9.264

191.106(▲4.01% )209.767(▲9.76% )232.759(▲10.96%)139.2725(▼40.16%)152.03(▲9.42%)Total

S o u r c e . B I W TA
3

この急増は、近郊に新たなセメント工場がいくつか新設されたため（BIWTA の見解）

4

2014-15 より、Dhaka river port から分離して 独立の Maowa river port としての運用開始。

5

この年の輸送旅客数の激減は、政治的混乱により主にダッカ発着旅客が激減したため（BIWTA の見解）。

11－ 11 －

2.2
2.2.1

インド・バングラデシュ輸送協定に基づく両国間輸送量
輸送協定の概要6

図 2.

インド・バングラデシュ協定に基づく航路
出 所 ：（ B I W TA ）6 http://mofa.gov.bd/sites/default/files/Protocol%20on%20Water%20Transit%20and%20Tr

ade%20%28PIWTT%29.pdf

12－ 12 －

本協定は、相互に利益あるものとして、二国間の商業輸送、一の国における二点間輸送のための通行及び第三国への輸出のための領域内輸送を認めるものである。最初の協定は 1972 年に締結され、2015 年 7 月に新たな協定が締結された。本協定に基づく輸送ルートは以下のとおりであり、関連当局により適宜他のルートが追加される。
1. Kolkata- Haldia- Raimongal- Chalna- Khulna- Mongla- Kawkhali- BarisalHizla- Chandpur- Narayanganj- Aricha- Sirajganj- Bahadurabad- ChilmariDhubri- Pandu- Shilghat
2. Shilghat- Pandu- Dhubri- Chilmari- Bahadurabad- Sirajganj- ArichaNarayanganj- Chandpur- Hizla- Barisal- Kawkhali- Mongla- Khulna- ChalnaRaimongal- Haldia- Kolkata
3. Kolkata- Haldia- Raimongal- Mongla- Kawkhali- Barisal- Hizla- ChandpurNarayanganj- Bhairab Bazar- Ashuganj- Ajmiriganj- Markuli- SherpurFenchuganj- Zakiganj- Karimganj
4. Karimganj- Zakiganj- Fenchuganj- Sherpur- Markuli- Ajmiriganj- AshuganjBhairab Bazar- Narayanganj- Chandpur- Hizla- Barisal- Kawkhali- MonglaRaimongal- Haldia- Kolkata
5. Rajshahi- Godagari- Dhulian
6. Dhulian- Godagari- Rajshahi
7. Karimganj- Zakiganj- Fenchuganj- Sherpur- Markuli- Ajmiriganj- AshuganjBhairab Bazar- Narayanganj- Chandpur- Aricha- Sirajganj- BahadurabadChilmari- Dhubri- Pandu- Shilghat
8. Shilghat- Pandu- Dhubri- Chilmari- Bahadurabad- Sirajganj- Aricha- ChandpurNaraynganj- Bhairab Bazar- Ashuganj- Ajmiriganj- Markuli- SherpurFenchuganj- Zakiganj- Karimganj
寄航港は両国の同数が開港されることとなっており、以下のとおりである。
Bangladesh
Narayanganj
KhulnaMonglaSirajganj
Ashuganj

India
Kolkata
HaldiaKarimganj
Pandu
Shilghat

2.2.2 協定に基づく輸送量
主な輸送貨物は、機械、石膏、石炭、鉄インゴット、食用油、鉄板、穀物、フライア
ッシュ等。表 10 に示すように、バングラデシュ・インド輸送協定に基づく輸送量は増加の一途をたどっており、その多くはバングラデシュ国内のセメント産業によるフライ
アッシュ、石膏、スラグ輸入。輸送は、インド籍船に代わりバングラデシュ籍船のシェアが急増し、現在、貨物量の 99%がバングラデシュ籍船により輸送されている。これは、バングラデシュ籍船のほうが輸送コストが安いためである。

13－ 13 －

－ 14 －

1,507,357

1,912,622

1,346,227

2012-20132013-20142014-2015( up to March)

1,277,436

2009-2010

1,429,444

930,094

2008-20092011-2012

994,345

2007-2008

1,424,767

881,011

2006-20072010-2011

376,839

538,020

121,926

2003-2004

2005-2006

122,335

2002-2003

2004-2005

47,858B’deshi vessels
(MT)

9,500

21,327

46,66155,558

12,697

4,474

14,328

1,900

0

0

36,993

61,627

87,10058,170Indian vessels(MT)

Quantity of good carried

2001-2002

Year

1,355,727

1,933,949

1,554,018

1,485,002

1,437,464

1,281,910

944,422996,245

881,011

538,020

413,832

183,553

209,435

106,028

Quantity ofgoods carriedin Total (MT)

14

1,642

2,332

1,977

2,033

2,063

1,918

1,329

1,976

1,540

1,492

1,142

372

458

170

No. of trips by
Bangladeshi vessels

18

31

32

36

21

16

11

2

0

0

90

120

390

258

No. of trips
by Indianvessels

表 11. インド・バングラデシュ協定に基づく輸送量

1,660

2,363

2,009

2,069

2,084

1,934

1,340

1,978

1,540

1,492

1,232

492

848

428

Total trips
under protocol

99:01

97:03

96:04

99:01

99:01

98:02

99:01

100:00100:00

91:09

66:34

58:42

45:55

Ratio of goods
carried by
Bangladeshi andIndian vessels

Costs ofshipping to
India reduced

Change inTransport
Agreement

2.3 沿岸・内陸水運の今後の輸送需要予測
下図 2 および 3 は、2012 年のアジア開発銀行の調査における今後の国内旅客及び貨物輸送量予測並びにモード別分担率の推移である7。

図 3. 2025 までのバングラデシュ国内輸送需要予測
（左

旅客、右

図 4. モード別輸送分担率（左貨 物 ）（ 2 0 1 2

旅客、右アジア開発銀行）

貨物）

（2012

アジア開発銀行）

旅客と貨物の双方共に、2025 年における輸送需要は 2010 年の倍以上と予測している。モード別輸送分担率としては、道路（車両）による輸送が今後とも中心となり、鉄道及び水運は、その輸送信頼度の改善がない限り減少傾向が続くとしている。一方、港湾におけるコンテナ取扱量は 3 倍以上、ばら積み貨物は２倍以上になると予測されており、主要都市の交通渋滞は一層悪化すると予測している。

7

http://www.adb.org/sites/default/files/project-document/78858/43062-012-ban-tacr01.pdf ; http://www.adb.org/sites/default/files/project-document/78858/43062-012-bantacr-02.pdf

15－ 15 －

2.4

沿岸・内陸水運振興に関する施策

2.4.1 水運向上に関するプロジェクト
2015-16 予算年度において予定されている水運向上に関するプロジェクトを下表に示す。8
表 12. Revised Annual Development Program（RADP）for 2014-15（in million dollars）
SL

Project Name
(Implementation Period)

Approved
Project
Cost

RADP
2014-15
Allocation

17.91

1.3

31.5

0.005

13.9

3.08

95.6

12.8

65.2

5.1

Bangladesh Inland Water Transport Authority (BIWTA)

1

2

3

4

5

Dredging of Madaripur-CharmuguriaTakerhat-Gopalganj River Route (2nd
Revised).
(January 2011 – June 2016)
Establishment of Inland Container
River Port at Ashuganj. 9(January 2011 – June 2016)
Constructionofinfrastructural
facilities on evicted foreshore land
under Dhaka, Narayanganj and Tongi
River Port Area.
(July 2011 – June 2015)
Procurement of 10 dredgers, craneboats, tugs, officer house boats and
crew
house
boats
with
other
accessories (1st revised).
(July 2011 – June 2016)
Dredgingof12
importantroutes.

river(October 2011 – June 2015)8

http://www.mos.gov.bd/site/page/2221473b-fead-4036-839a9a6e91bf77d3/%E0%A7%A8%E0%A7%A6%E0%A7%A7%E0%A7%AA%E0%A7%A7%E0%A7%AB-%E0%A6%85%E0%A6%B0%E0%A7%8D%E0%A6%A5%E0%A6%AC%E0%A6%9B%E0%A6%B0%E0%A7%87%E0%A6%B0%E0%A6%B8%E0%A6%82%E0%A6%B6%E0%A7%87%E0%A6%BE%E0%A6%A7%E0%A6%
BF%E0%A6%A4-%E0%A6%AC%E0%A6%BE%E0%A6%9C%E0%A7%87%E0%A6%9F(%E0%A6%89%E0%A6%A8%E0%A7%8D%E0%A6%A8%E0%A7%9F%E0%A6%A8%E0%A6%AC%E0%A7%8D%E0%A6%AF%E0%A7%9F ;http://www.mof.gov.bd/en/budget/15_16/cdg/en/52_shipping_en.pdf

9Acquisition of land (18 acres) for construction is currently on-going under an IndianLine of Credit.

16－ 16 －

SL

Project Name
(Implementation Period)
Capital Dredging of 53 River routes
in Inland waterways (1st phase: 24
River routes).

6(July 2012 – June 2018)
Establishmentof
Ship
Institute, Madaripur.

7(July 2013 – June 2016)
Procurement of 2 dredgers, craneboats, crew house boat and tug boat
with
other
accessories
formaintaining
thenavigabilityofinland waterways.

9

RADP
2014-15
Allocation

240.2

23.4

5.

0.09

11.03

4.7

21.8

2.2

Personnel(July 2013 – June 2015)
Development of launch ghats and way
side
ghats
in
rural
areas
of
Bangladesh.

8

Approved
Project
Cost(July 2011 – June 2015)
Bangladesh Inland Water Transport Corporation (BIWTC)
9.1

10

Rehabilitation of 6 Ro-Ro ferries, 2
K-type ferries & 6 Pontoons of BIWTC(2nd Revised).
(July 2011 – June 2015)11

Construction of 1 Ro-Ro ferry and 1
Ro-Ro
Pontoonfor
operationinChandpur-Shariatpur ferry route.
(July 2012 – June 2015)12

Procurement/Construction
108
TEU’s
Self
Multipurpose
InlandVessels (1st Revised). 10

of
4Nos.
Propelled
Container(60
percent
GOB, 40
percent
BIWTC)
4.3(80
percent
GOB, 20
percent
BIWTC)

19.4

0.9

1.9

7.8

(January 2010 – June 2016)13

Construction of Passenger vessels forproviding efficient passenger services
inChittagong-Sandwip-HatiyaBarisal coastal route11

6.7

0.003

(December 2014-June 2017)
Department of Shipping

102010 年、BIWTC は、対日債務減免基金（Japanese Debt Cancellation Fund ：JDCF)により、Khulna Shipyard Limited 及び Chittagong Dry Dock Limited より 4 隻調達することを決定。.

11

旅客の混雑を緩和するための公共事業

17－ 17 －

SL

21

22

23

Project Name
(Implementation Period)
Establishment
of
GMDSS
and
Integrated
Maritime
Navigation
System. 12(January 2014 – December 2016)
Establishment of 4 Marine Academy
in Bangladesh.
(July 2012 – June 2016)
Bangladesh
Trade
and
Facilitation Studies RETF

Approved
Project
Cost

RADP
2014-15
Allocation

47.6

1.6

56.5

7.4

5.1

1.0

7.0

1.9

0.7

0.5

3.9

0.06

Transport( March 2014-February 2016)
Self Financed Project.
Bangladesh Inland Water Transport Corporation (BIWTC)

1

2

3

Constructionof2
noPassenger
Vessels for BIWTC for Operation intheInlandRiver
Route(2nd revised).
(April 2012 – December 2016)
Construction of 6 nos water Bus for
Circular Waterways.
(August 2013 – June 2015)
Construction of high rise head officebuilding complex at 5 Dilkusha C/A,
Dhaka.
(July 2013 – June 2017)

ダッカ西部地域をカバーし、Sadarghat から Ashulia を繋ぐダッカ環状水路計画は、
バングラデシュ内陸水運庁（BIWTA）により 2001 年より一部実施されたが、計画通りの実施が進まず、また、都市中心部との接続性も悪いため、将来の交通状況改善に役立つとは見られていない。また、計画実施の困難は地域の政治的な動きが影響していることも一因。BIWTA としては、当該計画への国民の関心を得るべく、当該水路に水上バスを就航させることを計画している。
2.4.2 河川コンテナ港の開設
2013 年、ダッカ南部 Pangaon 地区ブルガンガ川沿いに、初の河川コンテナターミ
ナル「Pangaon

ICT」が開設された。同国の消費と産業（主に繊維産業）の拠点であるダッカと国際貿易の出入口となる国際港チッタゴンとの間のコンテナ輸送はトラックが中心となっているが、渋滞等による物流遅滞がボトルネックとなっており、将来更なる輸送キャパシティ不足が指摘されてきた。1991 年、JICA が河川コンテナ港のフィージビリティスタディを実施、これを踏まえて新たな輸送ルート拠点として整備され、チッタゴン港湾局が運営を行っている。
12

本 プ ロ ジ ェ ク ト は 、 ダ ッ カ の 総 合 海 上 交 通 ナ ビ ゲ ー シ ョ ン シ ス テ ム セ ン タ ー （ Center for
Integrated Maritime Navigation System in Dhaka ）及びベンガル湾沿岸無線基地局（救難
警報受信及び航行用無線・信号の送受信）を設置するもの。

18－ 18 －

Pangaon

ICT は、船長 90m の船舶を 2 隻着岸できるバース長を有し、コンテナ

インスペクションや税関の設備・機能も持ち、ここで国際コンテナの輸出入手続きを行うことが可能となっている。
表 13
2013
2014
2015
2016（1 月）

コンテナ取扱量実績（TEUs）

PA N G A O N

ICTIMPORT
238
433
656
96

EXPORT
120
551
591
95

TOTAL
358
984
1247
191

便数（のべ）
7
17
36
6

出所：Pangaon

ICT

面積は 55000 ㎡で 3500TEU 収容可能とのこと。しかし、ほとんどコンテナがない。

荷揚用クレーン

ダッカ発着貨物の新たな物流拠点としていわば鳴物入りで開港したものの、実際の利用は極めて低レベルに留まっている。主な輸送貨物はチッタゴン発ダッカ行の鉄スクラップなどで、帰り荷はなく空コンテナ輸送のみ。利用が伸びない最大の理由は 2 週間に一便という就航船の少なさとそれに起因する輸送費の高さ（ハンドリングチャージ等
を含め、トラックより輸送費が高い）ということであるが、船主サイドからすれば荷物19－ 19 －

が集まらないことが原因があると言える。本ターミナルの開設に合わせ、河川用コンテ
ナ船の保有ライセンスが 31 隻分交付されたが、ほとんどの船主は様子見となっており、
31 隻中建造中が 15 隻（うち 5 隻は最近キャンセルされた）に留まる。現在 Pangaon
ICT に運航している船舶は中国からの輸入であるが、品質が低く船舶局の承認が出ていないため海上保険を付保することができず、このため、一層荷主が利用を敬遠するという事態となっている。運営者である CPA としては荷物及び運航便の増加に取り組んでいるが、輸送費の低減については、基本的に船舶運航者マターであるとして否定的であり、荷物の増加がすればそのうち低減されるであろうという姿勢であった。
河川によるコンテナ輸送そのものは将来にわたり有効と思われるが、顧客へのサービ
ス内容を目標としてコンテナ運営と運航サービスを一体運営するという姿勢がないこと、
また、一定の利用客を確保し経営を軌道に乗せるまでの財政的措置がないことに問題があると思われる。関係者のヒアリングでは CPA による運営が効率化を阻んでいるとの指摘もあった。
最近、タイやインドなどベンガル湾沿岸国相互の海運振興協力の取組みが始まり、また、外国の援助による新たな大型コンテナターミナルも計画されており、ダッカを発着とする貨物の輸送需要は今後一層伸びるものと思われる。この Pangaon

ICT のほかにも、SUMMIT や AK など大手財閥系が民営河川コンテナターミナルを計画している。
こうした官民の取り組みが進み、荷主のニーズに応えられるような沿岸・内陸水運コン
テナ輸送システムが構築されれば、より大きな河川コンテナ輸送需要を生み出すことに繋がると期待される。

20－ 20 －

D E PZ
区

ダッカ輸出加工面積：361 エーカー
区画数

442

AKK 社 CT
（予定）

Rupayan 社
CT（予定）

PangaonICT

SUMMIT社 CT

A E PZ ア ダ ム ジ ー 輸 出
加工区
面積：

293 エーカー

区画数 307

図 5

ダッカ近郊工業地域及び河川コンテナターミナル
出所：JETRO ダッカ資料より作成

21－ 21 －

図 6

Draft restrictions map of inland waterways of Bangladesh( B I W TA , a s o n 2 0 1 5 )22－ 22 －

3．沿岸・内陸水運の安全性及び環境保全
3.1 船舶事故の傾向
米コロンビア大学の調査によれば、世界のフェリー事故の 95%が発展途上国で発生しており、バングラデシュはその中で最も発生頻度が高い国であり、また、事故による犠牲者数も最も多い（下図、Golden, 2015）。表 14 は過去の海難事故である。内陸
水運旅客船の安全性向上は、バングラデシュ海事当局にとって喫緊の課題となっている。

Bangladesh
51
22%

All others
99
42%

Indonesia
36
15%Congo,
Dem. Rep.
13
5%

China Philippines
21
17
9%
7%

図 7 . To p 5 a c c i d e n t p r o n e c o u n t r i e s i n t h e w o r l d 2 0 0 0 - m i d 2 0 1 5 ( G o l d e n , 2 0 1 5 )All others,
8034, 38%

Bangladesh,
5117, 25%

Indonesia,
2281, 11%
Tanzania,
1937, 9%

Philippines, Senegal,
1623, 8% 1863, 9%

図 8 . C o u n t r i e s w i t h To p 5 F a t a l i t y R a t e s 2 0 0 0 - m i d 2 0 1 5 ( G o l d e n , 2 0 1 5 )23－ 23 －

－ 24 －

Dead andMissing(Minimum
Estimate)

196

250

100

450

60

251

116

38

Day
and
Month

1May0029Dec00

29Nov01

3May02

23May02

4-Apr03

12Apr03

21Apr03MV
Majlishpur

MV
Sharifpur—

M.L.
SurahaMV
Salahuddin2—

MV
Rajhangshi—

Vessel
Name

—

—

—

—

—

—

—

—

VesselAge atTime of
Accident(Years)

Storm

Storm

Overcrowded,
collision with abarge, sank

—

—

Y

—

Y

Weather,
overcrowding,poor
training ,capsize

Storm

—

Y

—

Overloaded

Unknown

Collision withcargo ship MV
Jalkapot

Capsized in
storm

Cause

24

—

Night

Night

Night

Night

—

Night

—

Time
of
Day

Meghna River

Naghchini
River

Surma Rivernear Chatak
town

Baleswar River

Meghna River

Tetulia River

Meghna River,swift currents—

Waterway andcharacteristics

30 名以上） (Golden, 2015)

Winds 70 km/h

Storm

—

Storm

Whirlwind,rainstorm—

Heavy fog

Storm

Weather

表 14. 大規模事故（死者及び行方不明者

local
fishermen—

crew
ignoredpassengers'
requests togo back to
shore
because ofbadweather———carrying
wedding party

—

—

—

—

—

—

3 hourslate; navy
divers,police, local
volunteers——

Root Causes/
Exacerbating
Factors/Other—

Search andRescue

—

—

—

—

—

—

Crew
Response

－ 25 －

161

40

136

23May04

23May04

19Feb05

1000

8-Jul0330

335

22Apr03

4-Feb04

Dead andMissing(Minimum
Estimate)

Day
and
Month

MV
Maharaj

MV Diganta

MV
Lighting
Sun

MV Sattar
Khan, MV
Asha Jawa

MV
NasreenMV Mitali

Vessel
Name

—

—

—

—

—

—

VesselAge atTime of
Accident(Years)Weather

Weather

Weather

—

—

—

—

Y

Overcrowded;
sank after
hitting turbulent
water

Collision
between two
ferries—Overloaded

Storm

Cause

—

Pre-monsoon
season, whenfierce storms blow
up quickly

25

—

Night

Pre-monsoon
season, whenfierce storms blow
up quickly; winds
up to 90 kph (56mph)

Sudden tropical
storm

Night

Night

—

Time
of
Day

—

—

Suddenafternoon/eveningstorm

Weather——

Meghna River,near thejunction with
Padma River;swift currents
Buriganga
River; strong
currents—

Meghna River,near thejunction with
Padma River;swift currents——

juncture of
Padma,
Meghna and
Dakatia rivers;
strongcurrents,
monsoonseason caused
heavy flooding

Meghna River—

Crew
ResponseRiver
Buriganganear Dhaka

Waterway andcharacteristics

villagers,
fishing
boats

—

—

passengers
were asleep at
the time of thedisastervillagers
and rescue
vessel MV
Rustam;rescuehamperedby stormvillagers—

ferry notrecovered until
July 14; about
400
passengers
boarded at thelast minuteafter anotherferry wascanceled—

Root Causes/
Exacerbating
Factors/Other—

immediate;
local Red
Crescent,
local
fishermen

fire brigade,police, andlocalsSearch andRescue－ 26 －

—

—

—

—

MV Saurav

MV
Chanpur

65

35

100

59

92

23Oct-06

9-Oct07
16Oct-07
28Feb08
13May06

MV Shah
Poran

—

37

—

—

—

—

—

—

—

—

51

MV Raipura

16

—

163

17May05

ML Prince

30

137

15May05

VesselName

VesselAge atTime of
Accident(Years)

19May05
26Feb06
8-Jun06

Dead andMissing(Minimum
Estimate)

Day
and
Month

—

—

Hit by sandladen barge frombehindWeather

—

—

—

—

Y

—

Y

Y

Overloaded

Weather

Weather

Collision withcargo boat

Capsized———

Capsized, storm,
overcrowded

Cause

26

Storm

—

Tropical storm

Storm

—

Rough weather——

Strong currents

Storm

Weather

—

—

—

Day

—

Day

—

—

—

Day

Time
of
Day

Ghorautra
River

—

—

Meghna River

Meghna River

—

—

—

—

—

—

—

Kirtan KholaRiver
Bay of Benga

—

—

—

Crew
Response

mouth of theMeghna River—strong tides

Waterway andcharacteristics

—

—

—

—

—

police

—

—

—

—

—

passengers
traveling for
Eid

—

—

—

rescuevessel MV
Rustamdelayed bybadweather;divershamperedby strong
currents———

Root Causes/
Exacerbating
Factors/Otherno lifeboats;mechanicaland structural
faults; vesselsank 3 times
since 1989

Search andRescue－ 27 －

13Mar128-Feb13

MVShariatpur1

MV Sarosh

52

—

147

81

30Jul-11—MV
MadinarAlo

32

6-Jul11

—

—

—

—

—

—

45

—

—

—

—

—

37

48

4-Dec09

MV Coco-4

—

—

120

27Nov09—

VesselName

VesselAge atTime of
Accident(Years)62

50

19Feb09

8-Jun1019Dec1021Apr11Dead andMissing(Minimum
Estimate)

Day
and
Month

—

Collision with a
wreck

—

—

Collision with asand carrier—

Head-on collision
with oil tanker

Collision with acargo vessel——

Collision with acargo trawler

Collision with atanker————Overloaded

Sank

Collision with acargo boat indense fog
Capsized duringdisembarking
when passengers
scrambled to get
off after vessel
hit a shoal
Collision
betweenpassenger boat
and ferry; allcasualties frompassenger boat,no damage to
ferry

Cause

27

—

—

—

—

—

Fog

Rough weather

—

—

Fog

Weather

—

Night

Night

Night

Night

Night

Day

—

Night

Dawn

Time
of
Day

Meghna River

Meghna River

Buriganga
River

Sitalakhya
RiverRiver Meghna

Surma River

Sunamganj
district—

Tetulia River

Kirtonkhola
River

Waterway andcharacteristics

—

—

—

—

—

—

—

—

—

—

Crew
Response

—

—

—

—

vesselsalvagedwithin a few
hours
—

—

—

—

—

—

—

—

—

Collision in fog

Capsized at
dockrescue slow
becauserescuers
were onholiday for
Eid

—

—

Root Causes/
Exacerbating
Factors/Other—

Search andRescue－ 28 －

172

4-Aug14100

79

15May14

22Feb15Dead andMissing(Minimum
Estimate)

Day
and
Month

MV Mostafa

Pinak 6

MV Miraj-4

Vessel
Name

—

21

—

VesselAge atTime of
Accident(Years)Hit by cargo
trawler Nargis-1

Tipped over bystrong winds

Weather

Cause

Y

Y

Y

Overloaded

28—

Strong winds andcurrents

High winds, deep
water, strong
currents

Weather

Day

Day

—

Time
of
Day

Padma River

Padma River

Meghna River

Waterway andcharacteristics—

launchoperator
had nolicense—coordinatedby BIWTA

captainrefused totake coveras storm
began

passengers
swam toshore;
rescuevesselarrived atnight

Search andRescueCrew
Response

excessive
loading;ownersarrested andtried foroverloadingand homicide;ownersclaimed
BIWTA forced
them tooverloadno formal
passenger list;
number of
missing
unknown;
captain andassistant incharge of cargo
ship arrested

overloaded

Root Causes/
Exacerbating
Factors/Other

3.1.1 海難事故の発生事由
これらの海難事故の原因の多くは、過積載（定員オーバー）、荒天下の運航、衝突またはこれらの複合とされているが、中でも過積載と荒天下運航が最大の要因と見られている。これに加えて、不適切な設計と建造が大きな災害を招き、適切な免状を有しない
未熟な船員による運航が犠牲を拡大しているとの指摘がある。
設計・構造については、復原性の不足が指摘されている。衝突・座礁時に姿勢及び浮力を維持できないケースや、過積載と荒天下の揺れが相俟って姿勢を維持できず転覆するケースである。
バングラデシュの内陸旅客船における定員オーバーは常態化しており、とりわけ、宗
教行事により多くの国民（多くは貧困層）が移動する時期には、屋根やブリッジ甲板等あらゆるオープンデッキなど、本来旅客がいることを想定していない区域まで旅客でいっぱいとなる。また、こうした過積載のため、非常に大きなフェンダーを取り付ける傾向があり、これはまた衝突時の被害を拡大するという点で懸念されている。
バングラデシュでは、度々局地的な嵐が発生する。また、外海に面する河口の広さもあって、内陸河川であっても季節によってはかなり高い波が発生し、流速の激しい箇所もある。こうした気象条件において船舶が傾斜した際に、上述の過積載（重心の上方移動に加え、傾斜時に乗客が片方の舷に集まることでさらに復原性が悪化）が複合し、転覆に至るというのが多くの悲惨な事故の原因と見られている。
定員オーバー対策は内陸水運の安全性向上において最優先で取り組むべきものである
が、実際には港湾での定員確認がされることはほとんどなく、実効性において困難を抱
えている。

29
－ 29 －

図 9. 定員オーバーで運航する河川フェリー

30－ 30 －

事故に関わる設計・構造要因としては、このように多数の乗客を収容するために上部構造物が大型になっていることが指摘されている。付録の各船舶の主要目及び一般配置
図に示されるように、喫水 1-2-1.4m 程度に対して、上部構造物は一般に３層以上である。荒天下において、こうした大型の上部構造物が強風を受けて船舶が傾斜し、また、喫水下は強い潮流を受けて船舶が回転し、非常に危険な状態となる。
2001 年の内陸水運法により、内陸船舶の非損傷時復原性要件が定められ、また、風速 10m/s を超える場合は、当該船舶の設計要件がそれ以上の風速を想定したものでな
い限り、出航を停止することとされた。気象当局からの予報を受け取った港湾当局は、一定の大きさ以下の船舶の出航を規制する信号を掲示し、また、船舶は港湾当局から出航許可を得ることとされ、これにより、一定の改善が見られたとのことである。
しかしながら、2001 年以降も大型の海難事故が発生している。現地関係者からのヒアリングでは、その要因として以下が指摘された。
・復原性規則を導入しても、船主及び造船所がそれを理解しておらず、結局以前の古い船と同じ設計で船を建造している。機関室（水線下）や上甲板の水密性も確保されていない。また、これを検査する立場の検査当局は人員と能力不足によりほとんどチェックできていない。

・

バングラデシュでは局地的な嵐が頻繁に発生し、こうした天候の急変は気象予報
により予め予測して出港停止することが困難。航行中の船上では、こうした天候
急変の傾向を察知する、又は、その情報を得る設備がない。もしくは、気圧計などがついていてもそれを理解する船員が少ない。

・

船員が訓練を受けておらず、適切な避航措置・安全措置をとることができない。

・

主機の出力不足の恐れ。設計速度が 8-10 ノット程度となっているが、上部構造
物の風圧面積も考えれば、荒天下での避航に十分な推力があるのか疑問。

31－ 31 －

図 1 0 . 海 象 区 分 に よ る 航 行 区 域 ( B I W TA , a s o n 2 0 0 0 )32－ 32 －

3.1.2

最近の海難事故事例

Ship
particulars

OutlineWeather andhydrographic
conditions

Ship
particulars

OutlineWeather andhydrographic
conditions

MV Miraj 4
Passenger Vessel
Dhaka - Wapda
Loa (m)Lpp(m)
B(m)
35.67
7.03
D(m)
d(m) (designed)d(m)(scantling)
1.90m
1.40
1.40
Age (years)
Capacity pax
Day: 122
12
Night: 202
On 15 May of 2014 around 1300 hours, an overloaded MV
Miraj– 4 around 1515 hours sank during a storm in Munshiganj
on the Meghna river as it was Shariatpur bound from Dhaka.
Around 58 passengers died and 3 went missing. Storms andgusts started in Munshiganj and a stormy wind started blowing
from the right. The stormy winds, and passenger climbing to
one side of the ship rolled the vessel. The ships water tightintegrity had been jeopardized by having the hatch covers
improperly closed. The ship was also found to have design andconstruction flaws and a semi-skilled master. The number ofdeath may have been exacerbated as the life buoys werestrongly fastened.
During the day of the accident the river had a #1 warning
signal till 1400 hours according to the weather forecast. While
there are weather observatories in Dhaka and Chandpur, there
are no observatories in Munshiganj or Shariatpur to help
navigate the ships based on the forecast.

MV Pinak – 6

Passenger vessel

Maowa-Kawrakandi
via Kadhalbari
B(m)
4.60
d(m)(scantling)

Loa (m)Lpp(m)
19.50
D(m)d(m) (designed)
1.40
Age (years)
Capacity pax
Day: 85
23
Night: NA
On 4 August of 2014 around 0930 hours, MV Pinak – 6 with thecapacity 85 passengers was Munshiganj bound from Madaripurwith more than 200 passengers. During the journey the ship
stopped at another port in Madaripur, where an additional 4050 passenger got on the ship. When the vessel reached the mainpart of the Padma river, the river had a lot of waves andcurrent. While driving the vessel down the middle of the river
the waves crashed and entered into the lower level/deck
window(s) of the sunken deck vessel (vessel constructed prior to
the Inland Shipping Rules, 2001). As the passengers out of fear
moved from one side of the vessel to the other, at one point thevessel one kilometer from the destination port tilted to the left
side and sank.
During the day of the accident the river had a #1 warning
signal. The river had strong currents. The speed of the current
was 5 knots. The presence of wind during the time of theaccident lead to large waves that made the vessel become
unstable.

出所：海運省33－ 33 －

3.2 内陸水運に関する安全規則・基準
内 陸 水 運 に 関 す る 安 全 規 制 は 、 The Inland Shipping Ordinance, 1976 （ 2005
年の the Inland Shipping（Amendment）Act により改正）において、運航船舶の検査、登録及び監督が規定されている。
The Inland Shipping Ordinance の第二節に規定される全ての船舶は、同法に基づき検査され、また、登録しなければならない。船舶検査官は船舶の状態を検査し、法律に定める要件に適合している場合にはこれを証明する。登録当局は、当該船舶が機関及び構造に関して欠陥が発見された場合には登録を拒否することができる。その他、海難、船舶及び旅客の安全保護、河川等水域の環境保全、場即答が規定されている。
内陸運航船舶の構造設備基準は、Inland Shipping Laws and Rules, 2001 により規定されており、その内容は IMO で定める安全基準ガイドライン（非国際航海）をベースに策定された。これらの規則は全てベンガル語で策定されている。付録 A2 に同基準に含まれる各規則を、A3 に同規則中特に復原性や究明設備など旅客の安全性に関わる部分の英訳を添付する。
しかしながら、このような構造・設備基準に対する船主及び造船所の理解の低さ（基準に適合した設計を行う能力がない）、国の検査担当者の能力及び人員不足などから、執行が極めて不十分であると指摘されている。実際、2001 年以降に建造された船舶と、それ以前の船舶で船型にほとんど違いは見られない。現地の海事専門家のヒアリングでは、例えば復原性についても規定どおりの復原性を有しているか極めて疑わしいとの指摘があった。
3.3 安全に関する政府の取組み
1986 年 に 600 名 を 超 え る 犠 牲 者 を 出 し た 旅 客 船 「 SAMIA 」 号 及 び 旅 客 船「ATLAS STAR」号事故により内陸水運旅客船の安全性が大きく問題視され、海運省は事故原因の調査と安全対策に乗り出した。また、IMO からの勧告を受け、1992 年、海運省はフィンランドの技術協力（FINNIDA）により、内陸水運安全当局の設立に向けたプロジェクトを実施した。このプロジェクトは、当該安全当局の組織構成を提言すると共に、12 の規則からなる安全基準案を策定した。このプロジェクトは 2000 年に終了し、これに基づいて、2001 年の Inland Shipping Laws and Rules が策定された。しかしながら、安全規制担当局の設立及び船舶局に関する人的能力及び関連予算の確保については、実現の見通しはなく、検査官や海難審判員の増加は未だ途上である。
政府としては、船舶の安全性向上は喫緊の課題と位置づけ、そのための諸外国や国際機関との協力を歓迎している。IMO 及び Interferry は、2005 年にバングラデシュのフェリーの安全問題に取り組み、フェリー安全性検討作業部会を組織して事故の原因分析を行い、これに基づいて４つのデモンストレーションプロジェクトを実施した。このうち、船舶情報の電子化・データベース化及びヒューマンエラーに関する訓練プログラ
ムは概ね成功した。2010 年、船舶局はこの訓練プログラムに基づき約 100 名の生徒の訓練を行い、その効果は有効であると改めて示した。
定員過剰を防止するための乗船チケットの販売システムは、船舶所有者・運航者の施設利用能力の欠如や、法定運賃が極めて低価格であることから、進んでいない。
34－ 34 －

また、内陸水域における竜巻など局地的に急激に発生する荒天・嵐の情報を直ちに船舶運航者に連絡するためのシステムについても実現の見通しは暗い。これは、長寿命の電池を搭載した通信機を船舶に搭載し、気象衛星が災害につながるような荒天情報を察知した場合に直ちに通知するというものである。気象情報は、米国海洋大気情報局（NOAA）が発する情報である。NOAA は政府に対してシステムの購入を求めたがうまくいかず、現在は試験的運用のためとして船舶運航者に直接アプローチしている。
3.4 環境規制
内陸水運に係るバングラデシュ政府の環境政策として以下の方針が定められている。
(1)

環境の保全と向上を通じて、総合的な開発と自然保護のバランスを保つこと(2)

環境に悪影響を与える活動を明らかにし、これを規制すること(3)

内陸水路に係る資源は、持続可能かつ長期に、環境に配慮して利用することを確保することThe Inland Shipping Ordinance, 1976 に お い て 環 境 汚 染 の 防 止 を 規 定 し 、
2002 年には MARPOL73/78 条約に加盟し、その締約国となった。しかしながら内航船に対しては未だ適用するに至っていないのが実情である。2004 年、バングラデシュ
船舶局は MARPOL73/78 条約が同国に対して効力を発するのに合わせて海洋環境保全法（Marine Environment Conservation Act 2004）の法案を作成した。同法案はMARPOL のほか海洋環境保全に関する 7 つの条約13 を一括して国内担保するためのものとして作成されたが、現時点未だ成立・施行されていない。
バングラデシュにおける海洋汚染の大きな原因の一つは、沿岸及び内陸水域における未規制の船舶からの汚染物質の排出である。主に船舶に起因する環境汚染は油汚染であり、タンカー事故による油流出や油燃料及び油性ビルジの排出が度々発生し、環境に深刻な影響を及ぼしている。また、ゴミや汚水の排出・投棄も問題となっており、微生物により分13

本法令で担保予定の７条約: the International Convention Relating to Intervention
on the High Seas in Cases of Oil Pollution Casualties, 1969 and its protocol
1973; the Convention on the Prevention of Marine Pollution by Dumping ofWastes and Other Matter (London Dumping Convention), 1972; theInternational Convention on Civil Liability for Oil Pollution Damage, 1969 and
its Protocols of 1976 and 1984; the Convention Relating to Civil Liability in
the Field of Maritime Carriage of Nuclear Material, 1971; the International
Convention on the Establishment of an International Fund for Compensation
for Oil Pollution Damage, 1971 and its Protocols of 1976 and 1984; theInternational Convention on Oil Pollution Preparedness, Response and Cooperation, 1990 (OPRC); International Convention on Liability andCompensation for Damage in Connection with the Carriage of Hazardous andNoxious Substances by Sea, 1993.

35－ 35 －

解できない物質の増加とともに深刻化している。地域としては、都市部及び工業地帯、港湾区域内など、船舶が集中し、排出事故が起きやすい水域に集中している。
大量の土砂が常に堆積するバングラデシュの河川・沿岸域においては航路開発・維持のための浚渫は極めて重要であるが、この浚渫が生態系に与える影響も問題視されつつある。
土砂廃棄・埋め立てによる当該地域の生態系破壊、水底堆積物の攪拌による堆積汚染物質の拡散などが、水質と漁業に影響を及ぼしている。また、浚渫物投棄場所における酸性・アルカリ性物質の蓄積や水中拡散の危険性も指摘されている。

36－ 36 －

4

今後の動向と課題
以下、前章までの調査結果、昨年度実施した「バングラデシュ海事産業概況調査」及び現地海事関係者（バングラデシュ政府当局及び民間企業、日本政府機関（JETRO ダッカ、JICA バングラデシュ事務所、在バングラデシュ大使館））からのヒアリングを踏まえ、バングラデシュ沿岸・内陸水運の今後の動向と課題について述べる。
4.1 伸びる沿岸・河川域水運需要○ 堅調に続く経済成長、内需拡大、日系企業進出
欧州・中国を中心に世界経済の減速が一層顕かとなる中でも、バングラデシュの経済は旺盛な内需と堅調な輸出を背景に好調を維持し、GDP 実質成長率は引き続き約６％を維持している。バングラデシュの輸出先は主に欧米向けであるが、その製品はいわゆ
るファスト・ファッションと呼ばれる庶民向けの大量生産・廉価製品であり、景気の影
響を受けにくいことが理由として挙げられる。JETRO ダッカ事務所によれば、これら
縫製産業向けの産業機械（安全対策の強化もあり、設備入れ替え需要が急増）、アパレ
ルに続き医薬品産業向け機械の増加、インフラ整備を含め建機類等の官公需などが増え、これら産業機械類の輸入は特需とも言える状況にある。
強い内需は、1.6 億人という人口の多さと、近年の富裕層・中間層の拡大による購買力の高まりが成長のエンジンとなっており、さらに、2050 年頃に人口ボーナス期に入ると予想され、内需拡大と経済成長は今後も堅調に続くと予測される。
2015 年 3 月時点の進出日系企業は 223 社。2010 年の約 80 社から年平均 20%超のペースで増加している。新興経済発展国 NEXT11 として注目を集め、労働集約的生産拠点（アパレル産業を中心に CHINA プラス１の代替地として進出）のみならず、拡大する内需、富裕層・中間層拡大に伴う消費市場をターゲットとするもの、また、貧困層を対象とするソーシャルビジネス（グラミン銀行のマイクロ・クレジットなど低所得者層向けビジネス）が進んでいる。最近では新日鉄住金が電炉製鋼業を開始し、これまで遅れていた重工系産業分野でも日系企業の進出が始まった。
○

海上交通インフラ計画、沿岸諸国の輸送連携
アジア開発銀行の予測（2.3 章参照）にもあるように、バングラデシュ経済を支える資源及び同国発着輸送需要の大きな伸びが予測される中、その国際玄関口である国際港の新設計画も相次いでいる。
チッタゴン南方のマトバリ地区では、日本の経済支援による深水石炭ターミナル港と
高効率石炭火力発電所の建設が開始された。同港は、さらに LNG ターミナルや工業団地としての開発も視野に入れて開発が進められることとなっている。石炭火力発電は、今後も同国内で複数のプロジェクトが計画されており、同ターミナルからの国内フィーダー輸送の構想もある。
コンテナ貨物については、中国・韓国がボリシャル管区のパイラ地区での大型コンテ
ナ港及び造船所の建設を提案している。当該地域での深水港・大型ドック建設は、建設・航路維持のために大規模な浚渫が必要と指摘されているが、現首相の地元でもあり、

37－ 37 －

同政府内では相当のハイプライオリティで検討されている。一方、対抗案として他国よりチッタゴン南方コックスバザール地域の深水コンテナ港も提案されている。
こうしたバングラデシュを起点・終点とする輸送需要のみならず、ベンガル湾沿岸諸
国の経済的結びつきの深化を図る沿岸域・河川域の輸送連携強化の動きも進んでいる。
既 に 、 バ ン グ ラ デ シ ュ と イ ン ド は 両 国 間 の 沿 岸 ・ 内 陸 輸 送 協 定 を 結 ん で い る が （ 2.2章）、その対象とする船種を拡大するとともに、スリランカ、ミャンマー、タイとの沿岸域輸送協定の議論を進めており、これら沿岸国を包括した「汎ベンガル湾輸送協定」の締結に向けて検討を進めている。
4.2 遅滞するインフラ整備○ 国内水上輸送に関する政策・インフラ整備の遅れ
しかしな がら、現 時点の国 内輸送に おける水 上輸送分 担率は低 く、 ADB 調査 で は20%程度(Ton-km ベース、2.3 章)にとどまり、減少傾向が続いている。また、その輸
送貨物は旅客及びセメント材料等のばら積み貨物であり、経済発展を支える繊維産業等
加工貿易を対象とするコンテナ輸送を担うに至っていない。
チッタゴン-ダッカ間の陸上輸送ルートの問題は、混雑による輸送容量の逼迫のみならず、産業向け大型重量物を輸送できないといったケースも聞かれた。沿岸・内陸水運の適切な効率化・近代化が図られなければ、増大する国内輸送需要の受け皿となることができずにその輸送分担率はさらに低下し、また、バングラデシュの経済発展の大きなボトルネックとなると思われる。
バングラデシュ政府においては、内陸船舶輸送の向上のため、航路整備（浚渫）、浚渫船等政府所有船の調達、また、GMDSS システムの導入14などの政策を実行中である（2.4 章）。しかしながら、認可プロジェクト予算に対する執行能力が低く、年間予算の編成と承認や予算成立後の発注技業務や支払い手続きに時間を要し、スケジュール・
工程管理の能力も低いことから、結局後ろ送りとなっていくケースが目立つ。
コンテナ輸送に関しては、ダッカ近郊パンガオン地区に河川用コンテナ港が開設されたが、トラック輸送に劣る高輸送コスト、コンテナ船の航行頻度の少なさ、コンテナ船の質が低く船舶保険がつかないといった点がネックとなり荷主から敬遠されている。河
川コンテナ輸送のため 31 隻のコンテナ船の保有ライセンスが発給されたが、その多くは未だ建造されていない。このような状況の要因として民間企業からは、港湾局による非効率的運営及び集荷営業力のなさ、1 社 1 隻といった横並び・ばらまき型のライセンス付与などが指摘されたほか、運営側からは、現在の位置選定について工業団地から輸送しにくい、Pangaon の近傍で航路（河川）が大きく曲がっており大型の船を就航させることができないといった声もあった。輸送時間・コスト・頻度・通関手順において陸上輸送に対する優位性を確立できるよう、思い切った取り組みが必要となろう。
14

GMDSS 及び Integrated

Maritime

Navigational

System（統合航行支援システム）の構築のための情報システムセンター（ダッカ）及び沿岸無線局７基地の設置及びシステム導入計画。支援国は韓国で、金利 1.0%のソフトローン。条件は、韓国企業が事業を実施すること及び韓国製機器を使用すること。（Department of Shipping からの聞き取り）38－ 38 －

○

運輸分野の日本の支援状況
海運分野における日本の支援は前述のマトバリ深水港（石炭ターミナルと石炭火力発

電所のパッケージ）であり、同国へのエネルギー輸送を主眼としたものである。国内物
流 に つ い て は 、 Pangaon

ICT 建 設 の 基 と な っ た フ ィ ー ジ ビ リ テ ィ ・ ス タ デ ィ を1991 年に行っているが、現在においては、逼迫する国内物流として水運の活用を考えるべきということは認識しつつも、具体的な支援プロジェクトは陸上（道路、橋、都市交通、空港）がメインであり水運関連 PJ はほぼ無い。2015 年になって、近年のベンガ ル 湾 諸 国 及 び イ ン ド 北 東 部 の 経 済 発 展 を 視 野 に ベ ン ガ ル 湾 沿 岸 域 海 運 Regional
Connectivity に関する JICA 調査が始まった。
バングラデシュサイドからは、運輸分野ではなく防災能力向上の観点から小型の防災船・救助船などを求める声が出ているとのことである。海事当局としては日本の支援を強く期待するものの、日本側と具体的な議論がなされたという情報はなく、また、当局側としても求める支援に具体的なイメージを持つに至っていない。
○

国際的支援の今後
運輸関係のみならず、電力・ガス、整備された工業用地、IP ネットワーク等の産業

インフラの整備の遅れはかねてより問題となってきた。5 年毎の総選挙のたびに二大政党が激しく争う政治的混乱のため一貫・強力な開発政策が欠如している。行政機関の立
案能力・執行能力も極めて低く、計画通りに事業が進捗しない。
ところが、こうした状況に対する国際的な近代化の外圧・ドライブは今のところ意外にも低い。政治的にはこれまでインドと中国への依存が高く、安全保障上の問題も特にないこと、また、ミャンマーやイランの制裁解除の時のような国際政治上の大きな変化もないため、欧米及び日本からの関心・期待が高まらない。加えて、2013 年 1 月の総選挙における野党ボイコットの結果、野党不在の議会となったことから、むしろ国民の不満の蓄積を避けるべく慎重な政権運営となっており、国際的な関心を引く出来事がな
い状況が当面続く。日系企業等外資の進出はこれまで好調であったが、インフラ不足や政治的混乱が長引く中でブレーキがかかりはじめたとの指摘がある。
日本としては、2014 年に安倍首相が来訪し、マトバリ港・発電所を含む 6000 億円
規模の支援を行うことを表明した。2017 年にこれらインフラ・プロジェクトが具体的に動きはじめる見込みであり、2021 年には独立 50 周年を迎えることから、これらの時期を節目に近代化に向けた様々な動きが加速していると期待される。
4.3 近代化が遅れる内陸旅客船○ 内陸旅客船の構造設備と安全対策の遅れ
内陸水運船、沿岸船ともに増加しており、その増加率は概ね輸出入貨物の増加に連動している。100GT 以上の船舶（特に旅客船、貨物船（Inland、Coastal）、油タンカ
ー（Inland、Coastal））は過去 5 年間に大量建造された模様であり、船齢 4 年未満のものが最も多い。一方で、船齢 20 年以上の老齢船、40 年以上の超老齢船も相当数残存している。

39－ 39 －

船舶の構造としては、新造タンカーにはダブルハル構造、バトックフロー船型（２基２軸）が採用されており、標準的なレベルにあるものと推察される。
一方、内陸旅客船については、世界最悪レベルで頻発する海難事故を経ても抜本的な安全対策が講じられるに至っていない。国民からの批判を受けて２００１年に IMO の内航船安全基準指針を参考に内陸船舶の安全規則を制定したものの、多くの船舶が現存船扱いとして今なお現状のまま運航を継続している。復原性確保に係る遡及措置として機関室の入口周りに高さ 1m の水密壁を設置させるとしたが、実際には執行されていな
い。現存船のみならず新造旅客船の場合でも、その設計は安全規則制定前の設計を踏襲して建造されており、新規則への適合性を疑わせる。船舶所有者及び建造者におけるルールへの無理解及び政府当局による規則適合審査能力の欠如を示唆している（船舶局によれば、技術審査能力を持つ担当官は全国で４名しかおらず、厳格な技術審査は事実上不可能とのこと）。
加えて、定員超過の常態化や搭載設備の劣悪な状態が示すように、船舶運航と状態保全に関する安全意識が極めて希薄である。運航者及び船員の能力・訓練の不足（高度な海事教育を受けた人材は外航海運等海外に流出）が根本にあるが、過積載・定員オーバ
ーでの運航禁止、荒天時の出港停止、避航指示といった運航に関する規程が不備であり、船舶所有者（運航会社のオーナー）との責任関係も不明確である。運航管理に関する規則を厳格運用（運航マニュアルの整備・訓練等を含む）することが重要であり、また一方で、例えば定員超過が社会的に不可避であるならば構造設備に係る規則はそれを想定したものであるべきである。しかしながら、現在の安全規則はバングラデシュの特性（気象海象、運航実態）を十分考慮したものではなく、復原性のほか操縦性（船型に対する機関出力、操舵機構）、無線通信、究明設備等の不足不備を指摘する声があった。
近代化が遅れる要因として業界の閉鎖性・既得権益も指摘された。ダッカ-ボリシャ
ル航路にカタマラン船型を導入しようとした新規事業者が、既存業者の妨害を受け撤退に追い込まれたといった事例があった。
○

近代化に向けて
安全当局としては、安全性向上のために船舶の代替を図りたいとの意向を強く持っているが、そのための政策ツールの企画能力不足及び執行能力不足に悩んでいるのが実情。船舶局との議論の中では、日本に対して以下のような支援策の要望があった。
a)

サンプル船設計：内陸旅客船のサイズ別に、４ないし５船型の標準設計の供与。
これに従って建造される船舶には速やかに運航ライセンスを発給したい。

b)

建造資金の供与：ソフトローンによる低利融資。ただし、上述の設計に従うな
ど一定の基準をクリアすることを条件とし、また、一定量の日本の機器を搭載することも条件としたい。

c)

政府の安全審査能力に関するキャパシティビルディング：船舶検査に係る人材育成、当面の課題としての復原性計算システムの導入。また、安全規則の検討や審査及び船舶の維持管理に関する職員・船員の教育を行う組織の設立。

40－ 40 －

4.4 造船業の動向
・ バングラデシュの造船業の国際的レベルは総じてベトナムと同程度であり、溶接技能では概ね中国と同等、設計、機器・電装、生産性（工程管理）では世界の平均 的 水 準 か ら 大 き く 劣 る （ 2014 年

バングラデシュ海事産業概況調査

第Ⅲ章）。造船所はダッカ近郊、チッタゴン、クルナの河川沿いにあり、喫水制限のため 10000DWT 程度が建造可能サイズの上限である。設計能力に乏しく、輸出用船舶のデザインは主に欧米やシンガポールから、沿岸・内陸船については中国から購入している。内航船主は初期コストを抑える傾向が強いことから中国製機器が多く用いられ、さらに機器輸入に対する中国金融機関からの融資供与が中国製を後押ししている。財務面では、ANANDA など一部の造船所は未だリーマン
ショックの影響から抜けきれておらず、設備投資も低調である。クルナなど軍関連造船所は安定している。一般にバングラデシュビジネス界における国軍の影響力は強く、軍のビジネス部門（クルナ造船など）と良好な関係を築くことは同国内でのビジネス展開にとって重要とのことである。
沿岸・内陸船舶の建造量は年々増加しており、沿岸域・河川域の水運需要の増加を反映。最近は中小型船分野での中国造船所の低価格攻勢が激しく、機器類を中国等からの輸入に頼るバングラデシュ造船業としては輸入コストや運転資金の高金利といったハンディを抱えて苦しい状況に置かれており、日本からの機器輸入に対する金融支援に期待する声が聞かれた。
政府としては大型船建造に進出したい意向があり、パイラ地区（現首相の地元
管区）に中国・韓国の支援により国際コンテナ港と大型造船所を建設する計画がある。

41－ 41 －

参考文献
AnalysisofBangladesh

Accidents:

A

Decision-making

Approach,

by

Major

Muhammad Rabiul Islam, PhD, Cdr Kaosar Rashid, psc, BN (2015)
Preventing Ferry Fatalities: Providing a Safer Ferry for Developing Nations, byCarl Nagle and Harlysson Maia (Stevens Institute of Technology, 2013).
Ferry Fatalities – Findings (Excel spreadsheet file), by Abigail Golden,
Department of Ecology, Evolution, and Environmental Biology, Columbia
University.
Revival of Inland Water Transport: Options and Strategies, Bangladesh
Development Series Paper No. 20, (The World Bank Office, 2007)
Implementation of the MARPOL convention in Bangladesh, by Md Saidul
Karim (2009)
Bangladesh:

Capacity

Building

andSupporttothe

Transport

SectorCoordination Wing of the Planning Commission (Asian Development Bank,
2012)

42
－ 42 －

Annex
A1. 沿岸・内陸水運船舶の構造及び設備の例
A2. 内陸水運関係法令:
a) The Inland Shipping Ordinance, 1976;b) Inland Shipping Laws and Rules
A3. Inland Shipping Laws and Rules, 2001（抜粋、英訳）43－ 43 －

A1. 沿岸・内陸水運船舶の構造及び設備の例①（Inland,MANIK-3

Passenger）(Name of Ship、Type of Ship, Navigational Area)
MANIK-3, PASSENGER VESSEL, DHAKA-DULARCHARClassification Society
Particulars
BRIDGE., NAVIGATIONAL AID
Loa(m)
35.05

Lpp(m)

B(m)
7.31

D(m)
1.91

Equipment

Numb
er

d(m)
d(m)
(Designe (Scantling)d)
1.20
DWT(MT) at Scantling

Radar

No

GPS

1

GRT 393.04

Gyro Compass

No

Service Speed(kt) 6 NM

NAVTEXNo

Enginetelegraph2

M/Engine
Remote Control
SystemOthers, If Any

No

Manufacturer&Condition

Furuno– goodEndurance(NM) at Service speed
CapacityPassengerDay: 217
Night: 278

OfficerIn
operation, Poor

N/A

RatingOthersMACHINERY
MachinerySpec,
NumberManufactu
rer

kW *
rpm *
NumberCHINAMARINE
DIESELENGINE

E/R
M/E

propeller

205 *rpm * 1
Diameter

Generator
EnginekW *rpm

Generator
Motor

kW *
Number`

RADIO COMMUNICATION(Type) Manufa&
cturerNumb&erConditi
on
GMDSS
Radio
Communication
to Shore/ Other
ships

N/A

Wireless
Transceivers

N/A

Radar
Transponder

N/A

EPIRB

N/A

Other

Name and44－ 44 －

Water Pumps

1

Fuel oilpumps
Oil Purifiers

Hand
pump
No

In
operationequipment for
Search andRescue, If any,

NumberN/A

Contd. on next page ▼Machinery
Bilge Pumps

Spec,
NumberNo

Oil separator

No

Life Boat(Type)
,
Numb
er
No

BallastPumps

No

Life RaftNo

Stripping
Pumps
Electric
Distribution
Box/Panel`
Others, If
anyNoLife Buoy

43

Life Jacket

No

Others, If any

N/A

1

Manufactu
rer

Poor

N/A

DECK

Mooring
Winch
Deck Crane

State/
Conditi
on

Fair

No

EQUIPMENT FOR FISHERY
Number
Trawl Winch
N/ANo

Power Crane

N/A

No

Net Hauler

N/A

No

Refrigerating
plant

N/A

NumberSteering
Gear
Windlass

SAFETY EQUIPMENT

State/
Condition

Horse
No
HandleCrane
Comments
STRUCTURALINTEGRITY OF HULL
Plate thickness
Within range
Corrosion state
Painted
Water
Railing, Doors are not water tighttightness of upper
deck
Water
Poor Conditiontightness of hatch
Height of hatch
12 inchescoaming
Any other Special
N/A
Overall assessment of safety:45－ 45 －

Not Satisfactory

Notes:> E/R having non-watertight door with grill covered;> Manually controlled rudder found;> No communication system between engine control room and bridge;> Manually operated steering gear found;> No Fire pump, No Emergency Generator, Poor condition of Control box in E/R;
> Fire Hydrant/Firehose: Poor condition (not standard), No coupling system;> No Fire alarm found;> Passenger deck railing height found 3 ft;> 1 no. of windlass found on board at forward;> No availability of drawings/Plans on board;
ETC.

In Wheel House: The following equipment were found with poor maintenance> Telegraph (alternately used by bell)> Horn> Compass (Magnetic Compass)> Steering Wheel (Mechanical)> Navigation light> Air whistle46－ 46 －

47－ 47 －

外観・座席船 橋 （ 舵 輪 、 エ ン ジ ン テ レ グ ラ フ （ 汚 損 ））

機関室入口（スライドグリルドア、非水密）48－ 48 －

発電機、E/R コントロールボックス

消 火 バ ケ ツ （ S a n d ）、 消 火 器

消 火 ホ ー ス （ 汚 損 ）、 消 火 栓49－ 49 －

②

SHURESHSHAR-5（Inland,Passenger）(Name of Ship、Type of Ship, Navigational Area)
SHURESHSHAR-5, PASSENGER VESSEL(SUNKEN DECK), DHAKASURESHSHARClassification Society
Particulars
BRIDGE., NAVIGATIONAL AID
Loa(m)
31.40

Lpp(m)~29.60

B(m)
6.10

D(m)
1.83

Equipment

Numb
er

d(m)
d(m)
(Designe (Scantling)d)
1.20
DWT(MT) at Scantling

Radar

No

GPS

No

GRT 233.47

Gyro Compass

No

Service Speed(kt) 8 km/h

NAVTEXNo

Enginetelegraph2

M/Engine
Remote Control
SystemOthers, If Any

No

Manufacturer&Condition

Endurance(NM) at Service speed
CapacityPassengerDay: 114
Night: 205

OfficerIn
operation, poor

N/A

RatingOthersMACHINERY
MachinerySpec,
NumberManufactu
rer

kW *
rpm *
NumberWEICHAIHEAVYMACHINER
Y

E/R
M/E

propeller

168 *2100 * 1
Diameter

Generator
EnginekW *rpm

Generator
Motor

kW *
Number

Water Pumps

1`

RADIO COMMUNICATION(Type) Manufa&
cturerNumb&erConditi
on
GMDSS
No
Radio
Communication
to Shore/ Other
ships

No

Wireless
Transceivers

No

Radar
Transponder

No

EPIRB

No

Other
equipment for
Search andName andNumber50－ 50 －

Fuel oilpumps
Oil PurifiersNo

Rescue, If any,
N/A

No

Contd. on next page ▼Machinery
Bilge Pumps

Spec,
NumberNo

Manufactu
rer

Oil separator

No

Life Boat(Type)
,
Numb
er
No

BallastPumps

No

Life RaftNo

Stripping
Pumps
Electric
Distribution
Box/Panel`
Others, If
anyNoLife Buoy

43

No

Life Jacket

No

Others, If any

N/A

SAFETY EQUIPMENT
State/
Condition

Fair

1
Coolingpump forengineDECKNo

EQUIPMENT FOR FISHERY
Number
Trawl Winch
N/ANo

Power Crane

N/A

No

Net Hauler

N/A

No

Refrigerating
plant

N/A

NumberSteering
Gear
Windlass
Mooring
Winch
Deck Crane

Horse
No
HandleCrane
STRUCTURALINTEGRITY OF HULL
Plate thickness
Corrosion state
Water
tightness of upper
deck
Water
tightness of hatch
Height of hatchcoaming
Any other Special
N/A

State/
Condition

Comments
Not Satisfactory
Within Range
Locally corroded on deck.
Railing Only. Doors are not watertight.

Poor condition
18 inches51－ 51 －

Overall assessment of safety
Not Satisfactory

Notes:> E/R having non-watertight door with grill covered;> Manually controlled rudder found;> No communication system between engine control room and bridge;> Manually operated steering gear found;> No Fire pump, No Emergency Generator, Poor condition of Control box in E/R;
> Fire Hydrant/Firehose: Poor condition (not standard), No coupling system;> No Fire alarm found;> 1 no. of windlass found on board at forward;> No availability of drawings/Plans on board;
ETC.

In Bridge: The following equipments were found with poor maintenance> Telegraph> Magnetic compass> Horn> Search light> Wheel> Navigational light52－ 52 －

53－ 53 －

外観

船橋、チェーン式操舵機

上甲板ハッチ、

E/R 入口グリルドア（非水密）54－ 54 －

天井の救

汚損した救命浮器がぶら下げられた煙突

手動ビルジポンプ

M/E③（Inland,Passenegr）(Name of Ship、Type of Ship, Navigational Area)
MV Eagle-1, Passenger Vessel, Inland （日本製、中古輸入）
Classification Society > n/a
Particulars
BRIDGE., NAVIGATIONAL AID
Manufactu
Loa(m)
B(m)Equipment
NumberreLpp(m)
32.31
7.8
Radar
Not
D(m)
GPS
fittedd(m)d(m)(Desinged)(Scantling) Gyro
2.9
Compass
DWT(MT) at Scantling
NAVTEXEngineGRT
263.13No
telegraph
Service Speed(kt) 10
M/EngineEndurance(NM) at Service speed
RemoteControl
Capacity
Passenger
Day: 352
Eagle-1

55－ 55 －

SystemNight: 202
Officer
RatingOthersMACHINERY
MachinerySpec,Number

Manufactu
re521.99kw*rpm
*1

China
Diesel,
China

E/R
M/E
propeller
Gen
Engine
Gen
Motor
Water
Pumps
Fuel
oil
pumps
Oil
Purifiers
Bilge
Pumps
Oil
separator
Ballast
Pumps
Stripping
Pumps
Electric
Distributi
on
Box/Panel`
DECK
Steering
Gear
Windlass
Mooring
Winch
Deck
Crane
Horse
HandleCrane

RADIO COMMUNICATIONGMDSS(Type)
Radio
Communicati
on to Shore/
Other ships(Type)

Wireless
Transceivers

Diameter：

Radar
Transponder

`

EPIRB
Other
equipment
for
SearchandRescue,If anyRadio -1

LIFE SAVING
Life Boat
Life Raft

2

Life Buoy

40

Life Jacket

250
Fire bucket – 15Fire pump – 1

Others, If
any

Sand box - 2

Any other Special

56－ 56 －

船首部（船首ドア非水密、鎖で固定）

57－ 57 －

船橋、汚損したコントロールパネル

旅客デッキにある通風筒

主機58－ 58 －

④

ABE ZAM ZAM（Inland, Passenger）(Name of Ship、Type of Ship, Navigational Area)
MV ABE ZAM ZAM, Steel Body Passenger Vessel, Inland (Dhaka-Chandpur-Ituli)Classification Society > Complies ISO
Particulars

BRIDGE., NAVIGATIONAL AID

Loa(m)

Lpp(m)

B(m)Equipment

64.79

58.34

Radar

D(m)

d(m) (Designed)

2.4

1.4

9.75
d(m)(Scantling)
1.4

DWT(MT) at Scantling
GRT

Day: 750

GMDSS(Type)

Radio
Communicati
on to Shore/
Other ships(Type)

Endurance(NM) at Service speed

Officer
RatingOthersMACHINERY
MachinerySpec,Number

Manufacture

Wireless
Transceivers

261kw*1000rpm*3

China Diesel,
China

Radar
Transponder

E/R
M/E
propeller
Generator
EngineGenerator
Motor
Water
Pumps
Fuel
oil
pumps
Oil
Purifiers
Bilge
Pumps
Oil
separator
Ballast
Pumps
Stripping
Pumps
Electric
DistributionBox/Panel`

Diameter：1625 mm

EPIRB

`

Other
equipment for
SearchandRescue,Ifanyradio-1

LIFE SAVING
Life Boat

N/ALife Raft

N/A

Life Buoy

90

Life Jacket

85
Fire extinguisher – 10Fire bucket – 20

Others, If
any

DECK
Steering
Gear

Gyro Compass

Night: 519

Service Speed(kt) 10

Capacity

Not fitted

NAVTEXEngineNotelegraph
M/Engine
RemoteControl
SystemRADIO COMMUNICATION

520

Passenger

GPS

Manufacture

NumberSand box – 2Fire axe – 2Fire alarm -1

Rudder stock dia 110

Fire pump – 2

Hard P to S (Degree)

Hydrant - 3
Any other Special

30 degrees

59－ 59 －Windlass

Forward - Capstan
Navigational equipment
Search light on bridge at forward –FittedNavigational lights – Fitted
Bridge aft view – Restricted(hand driven)

Mooring
Winch
Deck
Crane
Horse
HandleCrane60－ 60 －

⑤

Shah Amanat (Inland,

O i l Ta n k e r )(Name of Ship、Type of Ship, Navigational Area)
SHAH AMANAT, OIL CARRIER, Inland
Classification Society: NK
Particulars
BRIDGE., NAVIGATIONAL AID
Loa(m)
64.7

Lpp(m)

B(m)
10

D(m)
4.5

d(m)
d(m)
(Designe (Scantling)d) 3.93.9
DWT(MT) at Scantling 1,227
GRT 499
Service Speed(kt) at sea trial: 11.5
Endurance(NM) at Service speed:
550
Capacit
Personn
Day/Night: 8yelOfficer

Equipment

Numb
er

Radar

1

Manufacturer&Condition
FurunoGPS

1

FurunoMagnetic
Compass
NAVTEX

1

DaikoEnginetelegraph
M/Engine
Remote Control
SystemOthers, If Any

4

N/A

N/A
N/A

Nil

RatingOthers1282 m3
MACHINERY
MachinerySpec,
Manufactu
Number
rer

E/R
M/E

Propeller
shaft
Generator
EnginekW *rpm *Number735 *355 * 1
Diameter
200 *1290 kVA
3 nos

The
Hanshin
DieselWorks, Ltd

HF set1

KamumeWireless
Transceivers

N/A

YanmarRadar
Transponder

N/A

EPIRB

N/A

Other
equipment for
Search andRescue, If any

Name of
Equipment andNumberN/A

Generator
Alternator
GeneralService
Pumps
Fuel oil

50m3/hr

RADIO COMMUNICATION(Type) Manufa&
cturerNumb&erConditi
on
GMDSS
N/A

Garbarino

10m3/hr61－ 61 －ICOM

pumpsOil PurifiersContd. on next page ▼Machinery
Bilge Pumps

Spec,
Number50m3/hr

Oil separator

N/A

Ballast
Pumps
Stripping
Pumps
Electric
Distribution
Box/Panel`
Others, If
any

50m3/hr

Manufactu
rer
Garbarino

Resque Boat(Type)
,
Numb
er
1

Good

Life Raft
Life Buoy

3
15

Good
Good

N/A

Life Jacket

20

Good

N/A

Others, If any

N/AGarbarino

DECK

Mooring
Winch
Deck Crane

State/
Condition

2

EQUIPMENT FOR FISHERY
Number
Trawl Winch
N/A

2

Power Crane

N/A2

Net Hauler

N/A

N/A

Refrigerating
plant

N/A

NumberSteering
Gear
Windlass

SAFETY EQUIPMENT

Hose Handle
1
Crane
STRUCTURALINTEGRITY OF HULL
Plate thickness
Corrosion state
Water
tightness of upper
deck
Water
tightness of hatch
Height of hatchcoaming
Any other Special
N/A

State/
Condition

Comments
Good
Keel – 11mm, bottom/shell/deck – 8mm
PaintedGood

Good
As international standard

Overall assessment of safety
Satisfactory62－ 62 －

63－ 63 －

⑥

Meghoboti (Inland

O i l Ta n k e r )(Name of Ship、Type of Ship, Navigational Area)
OT Meghoboti, Steel Body Oil Tanker, Inland
Classification Society RINA
Particulars
Loa(m)

Lpp(m)

B(m)

54.09

51.9
d(m)
(Designed)
1.8

11.1
d(m)(Scantli
ng)
2.6

D(m)
3
DWT(MT)

BRIDGE., NAVIGATIONAL AID
Manufact
Equipment
Number
ure
Radar
GPS
Gyro Compass
NAVTEXEnginetelegraph

GRT 440
Service Speed(kt) 10.5 +-1

Passenger

Other
equipment for
Navigatioon, If
any

Crew – 18

Capacity
RatingOthersMACHINERY
Machinery

propeller
Generator
EngineGenerator
Motor
Water Pumps

Air horn – Fitted
Fog horn/Bell – Not
FittedSearch light onbridge at forward –fittedNavigational lights 5

RADIO COMMUNICATION
Spec,Number

Manufact
ure

E/R
M/E

fittedM/Engine
Remote Control
SystemEndurance(NM) at Service speed

Officer

fittedWeichai279.637kw*1 Heavy
032rpm*2
machinery
Co. Ltd.
Diameter：1625

GMDSS(Type)

Radio
Communication
to Shore/
Other ships(Type)
VHF

Wireless
Transceivers
EPIRB

Oil Purifiers

Otherequipment for
Search andRescue, If any

Bilge Pumps

LIFE SAVING

Oil separator

Life Boat

Fuel Pumps

Ballast
Pumps
Stripping
Pumps
Electric
Distribution
Box/Panel`Radio-1

Life Raft

2

Life Buoy

8

Life Jacket
Others, If any

14
Fire extinguishers –10Fire bucket – 9
Sand box – 2Fire axe – 2Fire alarm – 1
Fire pump – 2

DECK
Steering
Gear
Windlass

64－ 64 －

Mooring
Winch

No of hydrant - 5

Deck Crane
Horse
HandleCrane

Any other Special65－ 65 －

⑦

Nou Kollan (Coastal-Inland,Container Carrier)(Name of Ship、Type of Ship, Navigational Area)
NOU KOLLAN, CONTAINER CARRIER, Coastal (20NM)Classification Society
Particulars
BRIDGE., NAVIGATIONAL AID
Equipment

Numb
er

Radar

1

GPS

1

GRT 2,204

Magnetic
Compass1

Service Speed(kt) 10

NAVTEX

N/AEnginetelegraph
M/Engine
Remote Control
SystemOthers, If Any
SART

N/A

Loa(m)
75

Lpp(m)

B(m)
13.5

D(m)
5.2

d(m)
d(m)
(Designe (Scantling)d) 44
DWT(MT) at Scantling 2,126

Manufact
urer &
Condition
Furuno1835,
Good
Samyung
SPR 1400,
Good
Daiko
SR2150pk,
Good

Endurance(NM) at Service speed 700
CapacityPersonnelOfficer

Day/Night: 14

8

RatingOtherskW * rpm *Number447 * 1800 *2
Diameter
152.*2

Generator Engine

kW * rpm
125, 1500

Generator
Alternato
r

kW
108

1

Samyung,
Good

RADIO COMMUNICATION(Type) Manufact&
urer &
Numb
Condition
er
GMDSS
1
Samyung
SRR
6000A
HF set
1
ICOM,
Good

Manufactu
rer

E/R

propeller

KobeltGood

DRY; TEU140

MACHINERY
MachinerSpec,yNumberM/E

2

CumminsInc.

Asia
foundry &manufactu
rerPerkins`
Stamford

Wireless
Transceivers

3

Samyung
STV 160,
Good

Radar
Transponder

1

Furuno,
Good

EPIRB

1

Samyung
SEP-500,
Good

Other

Name of66－ 66 －

General
50 m3/hr
Service
Pumps
Fuel oil05 m3/hrpumps
OilPurifiers
Contd. on next page ▼Machinery

Garbarino

equipment for
Search andRescue, If any

Equipment andNumberN/A

Garbarino

Manufactu
rer
Garbarino

SAFETY EQUIPMENT

Bilge Pumps

Spec,
Number1

Oil separator

1

Ballast
Pumps
Stripping
Pumps
Electric
Distribution
Box/Panel`
Others, If
any

1

VictorMarine Ltd
CS0500Garbarino

6

Tarasaki

N/A

Life Raft
Life Buoy

3
10

Good
Good

Life Jacket

20

Good

2
2

Power Crane

N/A2

Net Hauler

N/A

N/A

Refrigerating
plant

N/A

NumberMooring
Winch
Deck Crane

Good

State/
Condition

Others, If any
EEBD
3Distress Signal
6
Smoke detector
14
EQUIPMENT FOR FISHERY
Number
Trawl Winch
N/A

DECK

Steering
Gear
Windlass

Resque Boat(Type),
Number
1

State/
Condition

Hose Handle
N/A
Crane
Comments
STRUCTURALINTEGRITY OF HULL
Good
Plate thickness
Keel – 12mm, bottom/shell/deck – 9mm
Corrosion state
No corrosion
Water
Good
tightness of upper
deck
Water
Good
tightness of hatch
Height of hatch
As international standard.
coaming
Any other Special
N/A
Overall assessment of safety
Satisfactory67－ 67 －

68－ 68 －

69－ 69 －

⑧

Pangaon Vision (Coastal-Inland,Container Carrier)(Name of Ship、Type of Ship, Navigational Area)
PANGAON VISION, General Cargo Ship Equipped for Carriage of Containers,
Coastal (Chittagong-Pangaon)
Classification Society RINA
Particulars

BRIDGE., NAVIGATIONAL AID
Manufactur
Equipment
Numbere
Radar

Loa(m)

Lpp(m)

B(m)74 or 70.45
or 68.6

70.5 or 68.6

13.2

D(m)

d(m) (Designed)d(m)(Scantling
)

5.8

4.8

GPS

Summer draft
3.75

DWT(MT) at Scantling: 2280
TEU:132
GRT 1535 or 1418
Servi11 or 10.5-1
Endurance(NM) at Service speed
Passenger
Capacity

Officer

GMDSS

OthersMACHINERY
Spec,Number

Manufacture

970kw*428rpm*
1 Or
735kw * 390
rpm* 1YEBSKLGERMAN/

E/R

M/E

NAVTEXEnginetelegraph
M/Engine
RemoteControl
SystemOther
equipment for
Navigation, If
any
RADIO COMMUNICATION

Rating

Machinery

Gyro Compass

Radio
CommunicationtoShore/
Other ships(Type)(Type)

Wireless
Transceivers
RadarTransponder
EPIRB

propeller

Diameter：1802, QTY: 2
Generator (S)POWER: 100KW
RPM: 1500 RPM
FREQ/VOLT:
50HZ/400V

Generator
EngineGenerator (P)POWER: 90KW
RPM: 1500

Generator (S):Name: LISTERPITTER
Model: LL0100
TYPE:
TZNW2250M4-TH
Generator (P):Name: MWM
(GERMANY)
Model:
D232V6

Generator
Motor

70－ 70 －

LIFE SAVING
Life Boat
Life Raft
Life Buoy
Life Jacket
Others, If any

Fire @GS Pump
Model: Y-160-2
RPM - 2930
Power: 11 KWa) SEA WATERMODEL: GP 100-30
POWER: 10.5 KW
RPM: 2900
FREQ/VOLT: 50 HZ/380 V
Water
Pumps

b) FRESH WATERHYDROPHORE
MODEL: Y 100L-G
TYPE: Y
RPM: 2880
POWER: 3 KW
FREQ/VOLT: 50 HZ/380V

Fuel Pumps

DIESEL OILQTY: 2MODEL: Y
100L-1RPM-1430POWER: 2.2
KWTYPE: 1P44FREQ/VOLT: 50
HZ/380VLUBE OIL MODEL: 1
MOFAPOWER: 5.5KWRPM:
1435FREQ?VOLT:
50HZ/380VRPM: 1420-1730
r/min

Oil
Purifiers
Bilge
Pumps

Bilge, Ballast, Firefighting &Deck Wash Pump – 2

Oilseparator

MODEL: AO2-HT 114
TYPE: DFCS-125
STND SEPERATION: 1500
LIT/HR
BOWL SPEED: 6930 RPM

Ballast
Pumps

MODEL: J031601-2TD2T17
OUTPUT: 54m3/HR
POWER: 18.5 KW
RPM:2940

Stripping
Pumps
Electric
DistributionBox/Panel`
DECK
Steering
Gear

STEERING MOTORQTY : 2
MODEL : 63SCY 14-1B
POWER: 10KW

71
－ 71 －

RPM: 1500
RATED PRESSURE: 31.5 MPA

Windlass
Mooring
Winch
Deck Crane
Horse
HandleCrane
Any otherSpecial72－ 72 －

⑨

Ta s n i m - 4 ( C o a s t a l ,General Cargo)(Name of Ship、Type of Ship, Navigational Area)
MV TASNIM - 4, Twin Screw General Cargo Vessel, Coastal
Classification Society > Bangladesh Government National Load Line
Certification from Germanischer Lloyd
Particulars
BRIDGE., NAVIGATIONAL AID
ManufaLoa(m)
Lpp(m)
B(m)Equipment
Numbercture
75.023 or
69.976
13
Radar
N/A
74.98
d(m)
d(m)(Scant
D(m)
GPS
Yes
(Designed)
ling)
5
4
4.5
Gyro Compass N/A
DWT(MT) at Scantling: 2200
NAVTEX
N/AEngineGRT
1311.62 or 996
telegraph
M/Engine
Service Speed(kt) 10
RemoteEndurance(NM) at Service speed
ControlDay:
SystemPassenger
Other
Magnetic Compass
Night:
e
q
u
i
p
m
e
n
t
f
o
r
Course indicator
Capacity
Officer
Navigation
on Rudder console
RatingRudder Indicator
OthersRADIO COMMUNICATIONMACHINERY
Machiner
Spec,Numbeyr
E/R
536.904kw *1200rpm * 2
M/E

propeller

Generator Engine

Diameter
1800 mm
QTY – 2
G/E
Numbertype*02NOS.
Rated
Power:50K
W
Nominalrevolutions:1500 to1510 (min1)

Manufacture
WEICHAIHEAVYMACHINERY CO.
LTD
China

GMDSS

(Type)

Radio
CommunicationtoShore/
Other ships(Type)
VHF
set(fixed)Wireless
Transceivers
RadarTransponder

G/E
DIESEL
PRIME
MOVER WEICHAIHEAVYMACHINERY CO.
LTD
MODEL:
CCFJ50WV,CCFJ24J-

EPIRB
Other
equipment for
SearchandRescue, If any

Telephone(intercom) – yesPA system – yes

LIFE SAVING
Life Boat
Life Raft
Life Buoy

6

Life Jacket

16

73－ 73 －

WV

Frequency(c/s) – 50
Hz
Voltage/Pow
er (v: kva) –400/62.5

STAMFOR
D/UCM224
F13

Generator Motor

Water
Pumps
Fuel oilpumps
Oil
Purifiers
Bilge
Pumps
Oil
separator
Ballast
Pumps
Stripping
Pumps
Electric
Distribut
ion
Box/Panel`
DECKSteering
Gear
Windlass

Others, If any

ire fighting and gs
pumps – 2
Rocket Parachute 3
Hand flare – 2
Sand box – 2Fire extinguisher 13
Fire ex -2
Fire hydrant -6
Fire hose nozzle
and couplings -6
Emergency stop
engine -1
Any other Special
ANCHOR/ANCHOR WINDLASSTOTAL CHAIN LENGTH 192.5 m

Hoisting speed(P) 10, (S) 10.47, (P+S)
9.35

Mooring
Winch
Deck
Crane
Horse
HandleCrane

74－ 74 －

75－ 75 －

⑩

F V J K - 2 ( F i s h i n g Tr a w r e r )(Name of Ship、Type of Ship, Navigational Area)FV JK-2, 42 m Fishing Trawler, Coastal

Classification Society Bureau Veritas (BV) Class, Singapore
Particulars

BRIDGE., NAVIGATIONAL AID
Manufactur
Equipment
Numbere
RadarfittedLoa(m)

Lpp(m)

B(m)

42

39.6

11

d(m)
(Desinged)
3.8

d(m)(Scantling
)
5.2

D(m)
4.7

DWT(MT) at Scantling
GRT

Service Speed(kt) 10.5 +-1,
Mean ship speed at full load 10.65

Officer

RADIO COMMUNICATION

RatingGMDSS(Type)

Radio
CommunicationtoShore/
Other ships(Type)

OthersMACHINERY
Spec,Number

Manufacture

E/R

M/E

propeller
Generator
EngineGenerator
Motor
Water
Pumps
Fuel
oil
pumps
Oil Purifiers
Bilge Pumps
Oilseparator
Ballast
Pumps
Stripping
Pumps

Gyro Compass

M/Engine
RemoteControl System

Endurance(NM) at Service speed

Machinery

fittedNAVTEXEnginetelegraph

520

CapacityGPS

Wireless
Transceivers

kW * rpm *Number1052*1600*1(MCR)Or
947 * 1600 *
1 (NCR)

Radar
Transponder

3516B or
3512B, USA

EPIRB
Other
equipment for
SearchandRescue, If any

Diameter 2280 mm
Type: Fixed pitch (Ni-Al
Bronze)N/A

LIFE SAVING

DieselLife Boat

N/A

Condenser
coolingpump

Life Raft2

fittedLife Buoy

8

Life Jacket

47

fitted`Others, If any

Electric

76－ 76 －

Fire extinguisher - 15
Fire & GS Pumps – 2Fire axe – 2Fire blanket -1
Fire valve – 6
Hand flares – 6
Diving mask – 1
Muster station - 1

Distribution
Box/Panel`
DECK

Steering
Gear

Windlass

65 degrees
by 28
seconds(main)
30 degrees
by 60
seconds(emergency)
Depth of sea
condition
12.5
m,Haulingin speed 9.5(S) and 10(P) m/min

EQUIPMENT FOR FISHERY
Scan
Machinery
Trawl Winch

Power Crane
Net Hauler
Scan
Machinery

Refrigerating
plant

Specs not available(layout is available inGA)

Any other Special
SSB – yes
Echo sounder – yes
Rudder indicator – yesPA system – yes

Mooring
Winch
Deck Crane
Horse
HandleCrane

77－ 77 －

78－ 78 －

A2

内陸水運関係法令

Table c. The Inland Shipping Ordinance, 1976
Sections
1-2
3-33
34-43
44-53
54-60
60A-60B
61-74
75-83

Chapters
I. Preliminary
II. Registration & Survey
III. Manning, Examination and Certification
IV. Shipping Casualties
V. Protection of Vessels and Passengers
VA. Protection of Inland Water from Pollution
VI. Penalty and ProcedureVII. Miscellaneous

Table d. The Inland Shipping Laws and Rules, 2001
Rules
1
2
3
4
5
6
7
8
9
10
11
12

Chapters
Inland Steel Body Ship Construction Rules, 2001
Inland Ship (Passenger) Rules, 2001
Inland Ship (Free-board) Rules, 2001
Inland Ship (Stability) Rules, 2001
Inland Ship (Life Saving) Rules, 2001
Inland Ship (Fire Safety) Rules, 2001
Inland Ship Examination Syllabus (Inland Master, Driver, Etc) Rules, 2001
Inland Ship (Manning, Examination & Certification) Rules
Inland Ship (Minimum Crew Size) Rules, 2001
Inland Ship (Shipping) Rules, 2001
Inland Ship (Dangerous Goods) Rules, 2001
Inland Ship (Tonnage Measurement) Rules, 2001

79
－ 79 －

A3

Inland Shipping Laws and Rules, 2001（抜粋、英訳）

INLAND SHIPPING STABILITY RULES, 2001

GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESHMINISTRY OF SHIPPINGNOTIFICATION
S. R. No.
In exercise of the powers conferred by sub-section (1) and clause (xxxii) of subsection (2) of section 82 of the Inland Shipping Ordinance, 1976 (LXXII of 1976)
the Government considers it necessary and expedient for carrying out the
purposes of the Ordinance to prescribe the manner in which stability of inland
ships shall be determined and tests, including inclining tests, shall be carried out
to ensure that the ships shall be stable in all circumstances and conditions forthem to ply safely in the inland waters, and in supersession of all previous rules inthese regards, the Government is pleased to make and promulgates the following
Rules; namely:--

INLAND SHIPPING STABILITY RULES, 2001
CHAPTER 1
PRELIMINARY
1. Short name.-- These rules shall be called: The Inland. Shipping Stability Rules,
2001.
2. Definitions.—(1) In these rules unlesss the there is anything repugnant to the subject orcontext,-a) "Inland Waterways" means "inland, water" as defined in the Inland'Shipping Ordinance, 1976.

80－ 80 －

b) "Length" (L) means the distance on the load water line from theforward edge of the stem to the after-edge of the rudder post, or tothe center of rudder stock if there is no rudder post.
c) "Breadth" (B) means the vessel's greatest moulded breadth measured
over the outer edge of the framing.
d) "Depth" (D) means the, vertical distance, 'measured at the middle ofthe vessel's length (L) from the upper edge of the keel to the upperedge of the main deck beam, or upper edge of the vessel's side onopen vessels.
e) "Draught" (T) means the vertical distance at the middle of the vessel'slength. (L) between the upper edge of the keel and the load, water
line.
f) “Water Tight” when refers to a deck or a device means that it will,
under all circumstances, prevent water to enter the vessel or floating
equipment.
g) "Weather Tight" when refers to a deck or a device means that it will
prevent

rain

and

spray

water

to

enter

the

vesselOr

floating

equipment.
h) "Freeboard" means the distance between the depth and draught of avessel or floating equipment with a watertight freeboard deck.
i) "Freeboard Deck" means the uppermost weather/water tight deck.
j) "Safety Distance" means the distance between- the depth and draught
of a vessel or floating equipment without a watertight free board deck.
k) "Opren Vessel" means a vessel without a weather deck.
l) "Passenger" means any person carried on board an inland ship not
being the master, officer and a member of the crew of the inland ship
and will exclude, for the purposes of these rules, a child under one
year age.
m) "Passenger Vessel" means a vessel with a water tight weather deck,and includes any multidecked vessel, engaged for carrying more than
12 passengers.
n) "Open Passenger Launch" means an open vessel, without a weather
deck, and is engaged for carrying more than 12 passengers.

81－ 81 －

o) "Passenger Ferry" means a vessel with superstructure engaged forferrying 12 or more passengers and vehicles.
p) "Road Ferry" means an open flush deck vessel engaged for ferrying 12
or more passengers and vehicles.
q) "Cargo Vessel" means a self propelled vessel used for carrying cargo
and more than 12 passengers.
r) "Tanker" means a vessel used for carrying bulk liquids in tanks.
s) "Tug" means a vessel intended for towing or pushing other vessels or
floating equipment.
t) "Fishing Vessel" means a vessel used or intended to be used forfishing.
u) "Service Vessel" means a self propelled vessel constructed for special
duties and that is not a passenger vessel, cargo vessel, tanker or
fishing-vessel.
v) ”Dumb Barge” means a vessel, boat or floating equipment used forcarrying cargo or liquid, not being self propelled and does not carry
any passenger.
w) "Pontoon" means a dumb barge with no hatches or openings inweather deck except manholes and air pipes.
x) "Floating

Equipment"

means

miscellaneous

equipment

used

for

various work afloat, such as dredger, floating crane, etc., and are notself propelled.
y) "New Vessel" means a vessel which is registered under the Inland
Shipping Ordinance, 1976 on or after 1st of January 1996.
z) "Existing Vessel" means a vessel that is not new.
aa)"Angle of Flooding" means an angle of heel at which water canpenetrate into the vessel or floating equipment through openings inhull,

superstructures

and

deck

houses,

and

which

can

progressive flooding(2) When applicable to a vessel's plans and stability information thefollowing will mean:a) G, the center of gravity.
b) M, the initial metacenter.
c) K, the plane of the keel.

82－ 82 －caused) S, the point of projection of M.
e) GM, the initial metacentric height.
f) KG, the height of the centre of gravity G above the keel.
g) KM, the height of the initial metacentre above the keel.
h) GZ, the righting lever.

Figure: l/1
3. Application,-- Unless expressly provided otherwise these rules shall apply tobuilt on or after 1st of January 1996.
4. Design and Construction.-- All vessels and floating equipment shall be designed,
constructedandequipped

observing

good

naval

architectural

standards,

seaworthiness, safety and sturdiness to the satisfaction of the surveyor.
5. Freeboard.-- All vessels and floating equipment shall fulfil the requirements asstated in "Inland Shipping Free Board Rules, 1995"
CHAPTER IIMINIMUM REQUIREMENTS OF STABILITY.
6. General.-- All vessels, except barges, pontoons and floating equipment, with alength over 24 m shall fulfil either of the following two criteria under any
loading condition:
I.

Criteria A
a. The area under the GZ curve shall not be less than 0.055 metreredians up to an angle of heel of 30o and not less than 0.09 metreradians up to an angle of heel of 40o or to the angle of flooding if thisangle is less than 40o. Additionally the area under GZ curve between
the angles of heel of 30o and 40o or between 30o and the angle offlooding if this angle is less than 40o, shall not be less than 0.03
metre-radians.

83－ 83 －

b. The righting lever GZ shall be at least 0.20 metre at an angle of heel
equal to-30° .
c. The angle of heel at which the maximum righting lever GZ occurs shallnot be less than 25o and should preferably exceed 30o.
d. The initial metacentric height GM shall not be less than 0.15 meter
for L ≤ 70 m and 0.35 meter for L <70 m.
(ii) Criteria-B
a. Area under the righting arm curve should not be less than 0.070
meter-radian up to an angle of 15 degrees when the maximum GZ
occurs at 15 degrees and 0.055 meter-radian up to 30 degrees whenmaximum GZ occurs at 30 degrees or above. When the maximum GZ
occursatanglesbetween15

degreesand30

degrees,thecorresponding area under the righting lever curve should be:b. Area under the righting lever curve between 30 degrees and the angleof flooding or 40 degrees, whichever is less, to be not less than 0.03
meter-radians.
c. Righting lever to be at least 0.02 meter at angles equal to or greaterthan 30 degrees and angle of flooding.
d. Initial metacentric height GM is to be not less than 0.15 meter for L ≥70 meters and 0.35 meter for L < 70 meters.
e. Maximum righting lever is to occur at an angle of heel exceeding 15
degrees.

Figure: ll/1

84
－ 84 －

7.

Influence of Free Liquid Surfaces.— For all conditions, the initial metacentricheight and the GZ.curves shall be corrected for the effect of free - surfaces ofliquids in tanks, in accordance with the following assumptions:a) Tanks which are taken into consideration when determining the effect ofliquids on the stability at all angles of inclination1 shall include single
tanks or combinations of tanks for each kind of liquid (including thosefor water ballast) which can simultaneously have free surfaces.
b) It is recommended that the tanks should be empty or filled up as far-as
possible.
c) For the purpose of determination of the free surface correction, thetanks assumed slack shall be those, which develop the greatest freesurface moment - Mfs at 030o inclination, when in the 50 per cent fullcondition.
d) The value of Mfs for each tank can be calculated from the formula:
Mfs = vbρlk√δ
Where,
Mfs= free surface moment (Meter-Ton);v= the total tank capacity in Cubic Meters;b= the tank maximum breadth in Meter;ρ= the specific weight of liquid in the tank t/m3;

δ1= the tank block coefficient = V/blh;h= the tank maximum height in meter;l= the tank maximum length in meter;K= dimensionless coefficient to be determined from enclosed

table according to
the ratio b/h. The intermediate values are determined byinterpolation. The
value of 'k' can alternatively be calculated from theformula following thetable:
85－ 85 －

Table Value of coefficient- “K”
b/h
10
5
3
2
1.5
1
0.75
0.5

5º
0.01
0.04
0.02
0.01
0.01
0.01
0.01
0.00

10º
0.11
0.07
0.04
0.03
0.02
0.01
0.01
0.01

15º
0.12
0.10
0.07
0.04
0.03
0.02
0.02
0.01

20º
0.12
0.11
0.09
0.06
0.05
0.03
0.02
0.02

30º
0.11
0.11
0.11
0.09
0.07
0.05
0.04
0.02

40º
0.10
0.11
0.11
0.11
0.10
0.07
0.05
0.04

50º
0.09
0.10
0.10
0.11
0.11
0.10
0.08
0.05

60º
0.07
0.08
0.09
0.10
0.11
0.12
0.12
0.09

70º
0.05
0.07
0.08
0.09
0.11
0.13
0.15
0.16

b/h
10
5
3
2
1.5
1
0.75
0.5

k

= (sinθ/12) (1+ tan2θ/2) (b/h), where cotθ ≥ b/hk= (cosθ/8) {1+ tanθ / (b/h)} – (cosθ/ {12 (b/h)2} (1+cot2θ/2) where,cotθ< b/h.

86
－ 86 －

8.

Passenger Vessels.-1. This rule shall apply to all passenger vessels and launches, new and old.
2. The stability shall be such that the freeboard requirements are always
fulfilled.
3. The list shall not be more than 10 degrees when all passengers are on one
side of the vessel and there shall remain a sufficient freeboard to accountfor rolling waves wind and centrifugal forces in a turning circle.
4. In calculating the list the CG of the passengers shall be assumed to be 1/4 ofthe breadth away from the centre line.
5. Passenger vessels and launches shall not ply in wind speeds exceeding 10
m/s (36 km/h).
6. If the wind speed rises to over 10 m/s (36 km/h) during the voyage thepassenger vessel or launch shall at once proceed to the nearest bank, canalor sheltered water.
7. A vessel may ply in stronger winds only if it is demonstrated that theresulting heel does not exceed 3 degrees.
8. It must be ensured that a vessel will never have a total combined
momentary list of more than 12 degrees caused by wind, turning, waves andpassenger crowding on one side.
9. When calculating the intact stability of a vessel it the following is to be
assumed:a) Total weight of each passenger and his luggage is 75 kg:b) Height of center of gravity for a passenger and his luggage shouldin average be considered 0.8 m above4he respective deck.
c) The GM of the vessel shall satisfy the following condition
GM=or > :
Where

.


V = maximum allowed wind speed for the vessel.
Disp∆ = the vessel's displacement,
A = Lateral wind area, m2.
Z = the vertical distance between center of lateral wind areaand half draught

87－ 87 －

(d) The heeling moment for the angle of heel on account of turning
can be calculated as follows:
MR = 0.02 × V2s/L × Δ ( ͞KG – T/2 )Where,
MR = heeling moment, m;
Vs = designed motion, m/s;
Δ = rate of change of the ship, t;
KG = height of gravity on keel of the ship;
T = perpendicular distance from the upper edge of keel to theload water line of the ship;
L = length of the ship;

FIGURE ll/2
10.

Minimum required GM for an open passenger launch is 0.8 m and for apassenger vessel 0.6 m.

11.

Following shall apply only to new passenger vessels:a) Water tight subdivision of passenger vessels over 36 m length shall besuch that it will comply with "one compartment vessel" requirement
Of SOLAS 1974 and with a margin line of at least 75 mm. The
subdivision shall be calculated as stated in SOLAS 1974 Chapter ll PartB.
b) This rule shall also apply to Passenger/Car Ferries and Road Ferries.

88－ 88 －

9.

Cargo Vessels and Tankers.-- Vessels which do not fulfil the requirements inrule 6 shall have a minimum GM of 0.6 m and the minimum range of stability shallbe 40o.
10.

Tugs and Service Vessels.-- A tug or a service vessel with a length up to 15

m or 250 BHP shall have a minimum GM value of 0.6 m and a tug or service vessel
with a length over 15 m or over 250 BHP.the minimum GM shall be 0.75 m
11.

Barges and Pontoons.-- Barges and pontoons shall have a minimum G.M. of

0.3 m. The minimum range of stability shall be 20o.
12.

Floating Equipment.-- Minimum stability will be decided from case to case.

89－ 89 －

CHAPTER III
INFORMATION TO BE FURNISHED
13.

Loading Condition to be Examined:(1) Main Loading Conditions: Stability calculations shall be performed forthe most frequent of the loading conditions, which may occur in connection
with the operation of the vessel.
(2) Standard Loading Conditions: In case the sufficient detailed information
is not provided by the ship owner, concerning the most frequent loading
conditions

referred

toin

sub-rule(1),stability

calculations

shall

be

performed for the following standard loading conditionsa) Cargo and tanker vessels
I.

Departure condition full cargo homogeneously distributed in all
cargo spaces and full stores and fuel.

II.

Arrival condition as in 1 but with 10 per cent stores and fuel.

III.

Departure condition in ballast with full stores and fuelIV.

Arrival condition in ballast with 10 per cent stores and fuelb) For a vessel, that can be aflicd to carry deck cargo additionally:I.

Departure condition, full cargo in holds and on deck and full storesand fuel; weight and height of deck cargo shall be stated.

II.

Arrival condition as in (I) but with 10 per cent stores and fuel. The
weight of water possibly absorbed under the voyage by the deckcargo shall be added to its weight.

c) Passenger Vessels:
I.

Departure condition, full cargo, full stores and fuel and fullnumber of passengers with luggage.

II.

Arrival condition, as h(i) but with 10 per cent stores and fuel.

III.

Departure condition without cargo but with full stores and fuel andfull, number of passengers with luggage.

d) Arrival condition, as 3 but with 10 per cent stores and fuel.

90－ 90 －

14.

Information to be Furnished to the inland Shipping Safety

Administration.—
1) For a new vessel the following information shall be furnished to theInland Shipp Safety Administration in triplicate:a) Vessels of 24 metres or more in lengthI.

lines plan,II.

general arrangement drawing,III.

capacity plan or information on the weight and coordinates ofcenter of gravity for light ship and volumes and centers of gravity
for holds and tanks,IV.

hydrostatic curves or tables,V.

cross curves or, corresponding tables,

VI.

Flooding angle as function of the draught,

VII.

Corrections to GM and GZ for the effect of free liquid surfaces intanks,VIII.

KM as function of draught, and of trim if the figures essentiallychange with the trim, as diagrams or tables,

IX.

Heeling test report,

X.

GZ curves and calculations for the in rule Il/i of this provisions
mentioned loading conditions,

XI.

Minimum GZ curves or tables as function of draught, and of trim if
the figures essentially change with the trim.

2) For vessels under 24 meters in length general arrangement plan andheeling test report shall be submitted.
(3) When it is evident that some of the information mentioned in this rule isapparently unnecessary, with regard to the size, construction or intended
Service of the vessel, the Inland Ship Safety Administration may exempt thevessel from the requirments of sumission of such information.

91－ 91 －

CHAPTER IV
TESTS
15.

Inclining Test.—
1) The inclining test shall be performed with extreme accuracy and a report
shall

be

drawn

up

where

all

measured

data

and

the

methodofperformance are clearly stated.
2) The Inland Shipping Safety Administration shall be given notice of thetime and place for the inclining test well in advance. While the test isdarned out the vessel shall lay free of the quay with slack moorings. The
number of persons aboard shall be limited to as few as possible. The test
shall be carried out in calm weather and in still water. The vessel shallnot have any appreciable initial list.
3) The angles of inclination shall be .read off with an inclination measuring
instrument or with, if possible, two pendulums. The Draught shall: beread off all reliable draught marks. The heeling weights and the distancethey are to be shifted shall be chosen so that the angle of inclination
shall be not less than 1 degree on either side.
4) When calculating the hydrostatic data corresponding to the inclining test
condition,thedraughts

read

shall

be

used

takingintoaccount

corrections due to the rake of stern and stem and to the location of thedraught mark. If the trim in the inclining test condition is such that it
essentially effects the result, hydrostatic data shall be calculated taking
trim into account. The frietacentnic height shall be corrected for theeffect of free liquid surfaces.
5) The heeling weights shall be disposed so that at least two heeling
moments to both sides can be produced. At least four of the recorded
angles of inclination shall be fit for use in the calculations. A sufficiently
accurate account shall be given of weights to be added and deducted.
16.

Passenger Vessels under 24 metres in Length.—

When inclining test is made on a passenger vessel under 24 metres in length theangle of heel of the vessel shall not be more than 10 degrees nor the remaining

92－ 92 －

freeboard shall be less than o.2 metre when the all the passengers the vessel isallowed to crowd to one side of it.
17.

Requirements for Existing Passenger Vessels.—

In order to determine the maximum number passengers allowed on board
according to these rules and the Freeboard Rules the following tests andcalculations shall be made on all passenger vessels and launches registered before
1st of January, 1996:a) A heeling test shall be carried out as follows.
b) Weights representing the number of passengers at 75 kg per passenger
shall be placed on one side at half the distance between the center line
and the side of the vessel.
c) The resulting list must not exceed 10o.
If the list exceeds 10o with the number of passengers allowed by seating and/or
space requirements, the number must be reduced until the list is reduced tomaximum of 10o

93－ 93 －

INLAND SHIPPING FREEBOARD RULES, 2001

CHAPTER I
Preliminary
1. Short Title
These rules may be called: The Inland Shipping Freeboard Rules, 2001.
2. Definitions
In these rules unless there is anything repugnant to the subject or context(a)"Inland Waterways" means “inland water" as defined in the Inland Shipping

Ordinance, 1976.
(b)"Perennially Rough Water" is that part of the inland waterways as may bedeclared by the Bangladesh Inland Water Transport Authority from time to time tobe perennially rough and published in the Official Gazette and will be considered
to be rough all round the year.
(c)"Seasonal Rough Water" is that part of the inland waterways as may bedeclared by the Bangladesh Inland Water Transport Authority from time to time tobe seasonal rough and published in the Official Gazette and will be considered to
be rough from 15th of March to 15th of October.
(d)"Perennially Smooth Water" is all other part of inland waterways that is notperennially rough or seasonal rough.
(e)

Length' (L) means the distance on the load water line from the forward edgeof the stern to the after edge of the rudder post or to the center of rudder stock if
there is no rudder post.
(f) "Breadth' (B) means the vessel's greatest moulded breadth measured over theouter edge of the flaming.
(g) "Depth (D) means the vertical distance, measured at the middle of the vessel'slength (L) from the upper edge of the keel to the upper edge of the main deck
beam or upper edge of the vessel's side on open vessels.

94－ 94 －

(h) 'Draught" (T) means the vertical distance at the middle of the vessel's length(L) between the upper edge of the keel and load water line.
i) "Water Tight" when refers to a deck or a device means that it shall, under all
circumstances, prevent water to enter the vessel or floatingequipment.
(j) "Weather Tight" when refers to a deck or a device means that it shall prevent
rain and spray water to enter the vessel or floating equipment.
(k) "Weather Deck" means a deck below which all openings have closing devices
that under all circumstances will prevent water from entering the vessel.
(l) "Freeboard" means the distance between the depth and draught of avessel or
floating equipment with a watertight freeboard deck.
(m) "Freeboard Deck" means the uppermost weather tight or water tight deck.
(n) "Safety Distance” is the distance between the depth and draught on a vessel or
floating equipment without a watertight freeboard deck.
(o) "Open Vessel" means a vessel without a weather deck.
(p) "Passenger" includes any person carried on board aninland ship not being themaster, officer and a member of the crew of the inland ship and will exclude, forthe purposes of these rules, a child under one year age.
(q) "Passenger Vessel” means a vessel with a water tight weather deck, andincludes any multidecked vessel, engaged for carrying more than 12 Passengers.
(r) "Open Passenger Launch" means an open vessel, without a weatherdeck, and isengaged for carrying more than 12 passengers.
(s) "Passenger/Car Ferry" means a vessel with superstructure engaged in ferrying
12 or more passengers and vehicles.
(t) "Road Ferry" means an open flush deck vessel engaged for ferrying 12 or morepassengers and one or more vehicles.
(u) “Cargo Vessel" means a self propelled vessel used for carrying cargo and not
more than 12 passengers.
(v) "Tanker" means a vessel used for carrying bulk liquids in tanks.
95－ 95 －

(w) "Tug" means a vessel intended for towing or pushing other vessels or floating
equipment.
(ww) "Fishing Vessel" means a vessel used or intended to be used for fishing.
(x) "Service Vessel" means a self propelled vessel constructed for special duties
and that is not a passenger vessel, cargo vessel, tanker or fishing vessel.
(xx)"Dumb Barge" means a vessel, boat or floating equipment used forcarrying

cargo or bulk liquid, not self propelled and does not carry passenger.
(y) “Pontoon" means a dumb barge with no hatches or openings in weather deck
except manholes and air pipes.
(yy) "Floating Equipment" means miscellaneous equipment used for various work
afloat, such as dredger, floating crane, etc., which are not self propelled.
(z) "New Vessel" means a vessel which is registered under the Inland Shipping
Ordinance, 1976 on or after 1st of January 1996.
(zz) "Existing Vessel" means a vessel that is not new.
3. Application and Commencement
Unless expressly provided otherwise, these rules shall apply to all vessels witheffect from 1st of January 1996.
CHAPTERII
Marking
4.

Marking(1) The freeboard and load line marks shall be permanently marked by welding,carving or cut figures and painted on both sides of the vessel or floating
equipment and be placed amidships.
(2) The marks shall be white on dark background and black on light background. .
(3) Following markings are to be applied.
(a) The Deck Line shall be a 300 mm long and 25 mm wide line with its upper edge
at the upper edge of the freeboard deck on the vessel's side.
96－ 96 －

(b) The Freeboard Line shall be a 450 mm long and 25 mm wide horizontal linewith its upper edge at the maximum allowed draft in smooth water and locatedstraight under the deck line.
(c) The Load Line Disk shall be a ring with an outer diameter of 300 mm and 25 mm
wide. The upper edge of the freeboard line shall pass through the center of theload line disc.
(d) If the vessel has several freeboards the other freeboard/s/s shall, be marked
by a 150 mm long and 25 mm wide line with its upper edge at the actually allowed
maximum draft and forward of the smooth water freeboard. The different
freeboard marks shall be connected with a 25 mm wide vertical line.
(e) The different freeboards shall be marked at the forward end of the free boardline with a letter. The letter shall be at least 50 x 30 mmwith 5 mm thick lines asfollows:(I) Smooth water letter S(ll) Rough water letter R(f) Draught marks shall be permanently marked vertically on the stem and thestem on both sides of the vessel: In the metric system every metre draught shallbe marked with a 15 cm high and 15 mm thick Arabic number with its lower edge
at the 'actual draught and every 20 cm of the draught in between shall be marked
with a 10 cm high and 10 mm thick Arabic number with its lower edge at the actual
draught. If the draught is marked in feet, every foot shall be marked with a 6
inches high and 1 inch thick number with the lower edge at the actual draught.

CHAPTER Ill
Structural requirements

5. Application
This 'chapter shall only apply to new vessels and floating equipment.

97－ 97 －

6. Doors and Sills
All doors in bulkheads or superstructure which give .6ccess to spaces below the
freeboard deck shall be water or weather tight and the sill shall not be less than
150 mm high. On tugs the sills shall be at least 300 mm high.

7. Access Hatches
All access hatches to spaces below freeboard deck shall be water tight and have atleast 450 mm high coamings.
8. Windows and Skylights(1) All windows and skylights giving access spaces below freeboard deck shall beweather tight.
(2) There shall be no windows below the freeboard deck.
9. Cargo Hatch Coamings
Cargo hatch coamings shall be at least 450 mm high.
10. Hatch Covers
Cargo hatch covers shall be sturdy, rigid and weather proof.
11. Air Pipes
Air pipes to tanks shall extend at least 450 mm above the freeboard deck and be
fitted with goose necks.
12. Scuppers and Freeing Pods
The scuppers and freeing ports in deck and bulwarks shall be of sufficient size todrain the decks of shipped water according to inland shipping construction
guidelines.

98－ 98 －

CHAPTER IV
FREEBOARD AND SAFETY DISTANCE
13. Passenger Vessels and Open Passenger Launches(1) On passenger vessels and open passenger launches in perennially smooth waterand in seasonal rough water during smooth period 200 mm freeboard must remain
when the vessel is heeled 120.
(2) In perennially rough water and seasonal rough water during rough period thefreeboard prescribed by sub-section (1) shall be increased by 150 mm o 10%
whichever is greater.
14. Passenger/Car Ferries.— Passenger/Car ferries shall only ply in perenniallysmooth water. The freeboard shall not be less than 5% of the breadth (B) or 500
mm whichever is the greater.
15. Road Ferries.-- Road ferries shall only ply in perennially smooth water. This
freeboard shall not be less than 5% of the breadth (B) or 250 mm whichever thegreater.

16.

Cargo Vessels.—(1) On cargo vessels in perennially smooth water and seasonal rough water duringsmooth period the freeboard shall be at least 150 mm. If on existing vessels thehatch comings are lower than 450 mm the freeboard shall be increased with thesame amount the hatch comings are lower than 450 mm.
(2) In perennially rough water and seasonal rough water during rough period thefree board prescribed by sub-rule (1) shall be increased by 100 mm
17. Open Cargo Vessels.—(1) On open cargo vessels in perennially smooth water and in seasonal rough water
during smooth period the safety distance shall always be at least 250 mm(2) In perennially rough water and in seasonal rough water during rough period
the freeboard prescribed at sub-rule (1) shall be increased by 250 mm.

99－ 99 －

18. Tankers.—(1) On Tankers in perennially smooth water and in seasonal rough water duringsmooth period the freeboard shall be at least 50 mm. If the access hatch comings
on existing tankers are lower than 450 mm then the free board shall be increased
by 50% of the difference.
(2). In perennially rough water and seasonal rough water during rough period thefree board prescribed by sub-rule (1) shall be increased by 50 mm
19. Tugs.—(1) On tugs In perennially smooth water and seasonal rough water during smoothseason the freeboard shall be at least 5% of the breadth (B) but not less than 250mm(2) In perennially rough water and seasonal rough water during rough season the
freeboard prescribed by sub-rule (1) shall be increased by 150 mm.
20. Service Vessels -- For service vessels the freeboard shall be calculated as for
decked or open passenger vessels or launches (rule 13) but 100 mm freeboard
must remain when the vessel is heeled 12 degrees.
21. Dumb Barge—(1) On dumb bdrges the freeboard shall be 5% of the breadth (B) but not less than
200 mm. If the hatch coaming/s are less than 450 mm high the freeboard shall be
increased by 50% of the difference(2) If the barge is operated in rough water the freeboard shall be further
increased by 50% of the above requirement
22.

Pontoons,--The

minimum

freeboard

shall

be

5%

of

the

breadthofthe .Pontoon.
23

Floating Equipment.— The Inland Ship Safety Administration (ISSA) willprescribe the requisite freeboard from case to case depending on the type and of
the floating equipment and taking into consideration the safe operation of theequipment.

100－ 100 －

Articles relevant to the requirement of the ‘Watertight of Upper deck includingheight of hatch coaming’

Followings are the specific Articles and their underlying important points,
relevant to the requirement of the ‘Watertight of Upper deck includingheight of hatch coaming’.
35. Bulk Head Penetration
Except collision Bulk heads, all water tight bulk head will be set up withwater tight doors and doors must be strong enough to tolerate the pressureof heavy water, but for water tight doors where stiffeners from wall will be
cut, strong frame will be used to recover the full energy of the walls.
Water tight doors may be installed in all water tight bulkheads. The doors
are to be of ample strength for the water pressure to which they may besubjected. Where stiffeners are cut in way of a water tight door, the opening
is to be framed to maintain the strength of the bulkheads.
36. Water Tight Door Penetration(1) The number of penetration in water tight bulkhead is to be kept to aminimum and all penetrations are to be watertight.
(2) The penetrations are to be kept as high as practicable and are notallowed in collision bulkhead except for draining/filling pipe.
37. Hull Tanks(3) The height of the pipes from upper surface of the exposed decks is to beat least 450 mm. In case of Partial Bay crossing vessels, coaming height willbe 750 mm.
41. Testing for Water Tightness(1) All tanks are to be tested by a head of water of 1.0 m above the tank top
or the highest point of overflow and air pipe whichever is greater. The test is
to be carried out before any cementing or piping is done.

101－ 101 －

(2) Oil tight decks and bulkheads are to be subjected to an inspection before
being tested. If, after testing tank bulk heads are pierced for pipes or otherpurpose, shall a second test be carried out. This test may be afloat.
(3) The tanks inside the vessel are to be tested by a head of water of 3 m
above tank top or the highest point of overflow and air pipe whichever isgreater.
47. Longitudinal Hatch Coaming(2) A longitudinal coaming is to be fitted with horizontal stiffener at thesmallest possible distance from the coaming’s upper edge in order to prevent
buckling of the fore and aft hatch coaming and the coaming’s upper edge is
not to be less than 450 mm above deck.
(4) Where there are cutout in the coaming upper part to make way for thehatchway beam, the edge of the cutout are to be carefully rounded and adoubling plate or a plate with increased thickness is to be provided to ensure
adequate bearing capability of the hatchway beams.
(5) The expanded depth of the under deck portion of the hatch coaming is
not to be less than the depth of deck web beams.
(6) The thickness of the 450mm high hatchway coaming is not less than thatobtained from the following table 30.
TABLE 30
L, MeterT, Millimeter

20

5.0

30

6.0

40

7.0

50

7.5

60

8.0

70

8.5

Where, L is the length of the vessel and t the thickness of coaming.
102－ 102 －

If the vessel is partially allowed to ply in bay crossing trade, the thickness ofhatch coamings shall be increased with 10% up to nearest 0.5 mm.

55. Companionways and Doors(2) For vessels plying in inland waterways shall the doors be weather tightand in bay crossing water tight and the door sills shall be at least 150 mm
high.
(3) Weather tight doors shall be made of steel and the side of the door plate
shall be shaped to prevent the water from entering indoors. The doors shallbe fitted with at least 2 toggles.
56. Opening of Engine/ Machinery Room Space(1) These openings are to be protectedbysteel casingof

efficientconstruction against accommodation. The opening of the casing exposed to
the weather is to be fitted with bulkhead with a height of at least 1 meter.
57. Openings to Cargo Holds(1) Access hatches to cargo holds shall have a 450 mm high coaming and thecover shall be of steel and be shaped to prevent entry of water to the cargohold and there shall be at least 2 toggles or bolts.
58. Windows and Side Scuttles(1) Windows and side scuttles are not allowed below freeboard deck or inshell plating forward of 25% of the vessels length.
(2) Windows and side scuttles provided in poop deck, superstructure anddeck house bulkheads are to be efficient construction and weather tightwhen closed.

103－ 103 －

(3) Windows and side scuttles on free board deck shall be fitted withefficient permanently attached deadlight that will be water tight whenclosed if the vessel intend for permission to ply in bay crossing.

104－ 104 －

INLAND SHIPPING LIFE SAVING RULES, 2001
GOVERNMENT OF THE PEOPLES REPUBLIC OF BANGLADESHMINISTRY OF SHIPPINGNOTIFICATION
In exercise of the powers conferred by clause (xx) of sub-section (2) of section 82
of the Inland Shipping Ordinance, 1976 (LXXII of 1976) for prescribing theequipment, instrument and appliance to be kept and carried on board an inland
ship for the purpose of safety of the ship and of the life and property on board,
the Government is pleased to make and promulgate in supersession of all previous
rules in that behalf, the following Rules, namely:--

INLAND SHIPPING LIFE SAVING RULES, 2001
CHAPTER I
Preliminary

1. Short Name.--These rules may be called the Inland Shipping Life Saving Rules,
2001.
2. Definitions.—
In these rules, unless there is anything repugnant to the subject or context,--(a) "Inland waterways means "inland water" as defined in the-Inland Shipping
Ordinance, 1976.
(b) "Length" (L) means the distance on the load water line from the forward edgeof the stem to the after edge of the rudder post, or to the center of rudder stock
if there is no rudder post.
(c) "Breadth" (B) is the vessel's greatest moulded breadth measured over theouter edge of the framing.

105－ 105 －

(d) "Depth" (D) means the vertical distance, measured at the middle of thevessel's length (L) from the upper edge of the keel to the upper edge of the main
deck beam or upper edge of the vessel's side on open vessels.
(e) "Draught" (T) means the vertical distance at the middle of the vessel's length(L) between the upper edge of the keel and the load water line.
(f) "kW" means the total power of the main propulsion engine/s on board.
(g) "Open Vessel" means a vessel-without a weather deck.
(h) "Weather Deck" means a deck below which all openings have closing devices
that under all circumstances will prevent water to enter the vessel or floating
equipment.
(i) "Passenger" includes any person carried on board an inland Ship not being themaster, officer and a member of the crew of the inland ship and will exclude, forthe purposes of these rules, a child under one year age.
(k) "Passenger Vessel" means a vessel with watertight weather deck, and includes
any multi-decked vessel, used for carrying more than 12 passengers.
(I) "Open Passenger Launch" means an open vessel, without a weather deck, used,
for carrying more than 12 passengers.
(m) "Passenger/Car Ferry" means a vessel with superstructure engaged in ferrying
12 or more passengers and vehicles.
(n) "Road Ferry" means an open flush deck vessel engaged in ferrying 12 or morepassengers and vehicles.
(o) 'Cargo Vessel" means a self-propelled vessel which is used for carrying cargo
and does not carry more than 12 passengers.
(p) “Tanker” means a vessel used for carrying bulk liquids in tanks.
(q) "Tug" means a vessel intended for towing or pushing other vessels or floating
equipment.
(r) "Fishing Vessel" means a vessel used or intended to be used for fishing.

106－ 106 －

(s) "Service Vessel" means a self-propelled vessel constructed for special duties
and that is not a passenger vessel, cargo vessel, tanker or fishing vessel.
(t) "Dumb Barge' means a vessel, boat or floating equipment carrying cargo or
liquid not being self-propelled and does not carry any passenger.
(u) "Floating Equipment" includes miscellaneous equipment used for various work
afloat such as dredger, floating crane, etc.,, and is not self-propelled.
(v) "New Vessel" means a vessel which is registered under the Inland Shipping
Ordinance, 1976 on or after 1st of January 1996.
(w) "Existing Vessel" means a vessel that is not new.
3. Application.-- Unless expressly provided Otherwise., these rules shall apply to
all inland vessels with effect from 1st of January 1996.
4. Marking—(1) All lifesaving appliances shall be marked with the name and home port ofthe vessel.
(2) If the vessel is plying in night time, between 6 PM and 6 am thelifesaving appliances shall be fitted with retro-reflective material on every side.
CHAPTER II
Life Saving Appliances
5. General Requirements for Life Saving Appliances.—(1) All life-saving appliances:(a) Shall be constructed with proper workmanship and materials;(b) Shall not be damaged in stowed condition throughout the airtemperature range up to +650 C and if they are likely to be immersed in sea orriver water during their use, operate throughout the water temperature up to +38
C;(c) Shall be rot-proof, corrosion-resistant, and not be unduly affected by sea
or river water, oil or fungal attack;107－ 107 －

(d) Where exposed to sunlight, be resistant to deterioration;(e) Be of highly visible colour on all parts where this will assist detection,(f) All lifesaving appliances shall be approved by the Department of Shipping,(2) During surveys the surveyor shall check the condition of the life-saving
appliances. If their condition has deteriorated to such an extent that they do not
fulfill the requirements anymore, they shall be replaced with new ones.
(3) The self-igniting light on life buoys must be renewed before expiry of five
years from the date of manufacture.
(4) A buoyant apparatus shall satisfy the following requirements:(a) It shall be of such strength that it can be dropped from its stowed
position into the water without being damaged.
(b) It shall not exceed 120 kg in weight.
(c) It shall be of approved material and construction, the use of air-filled(d) It shall have a painter.
(e) It shall be effective and stable when floating either way up or down.
(f) It shall be capable of supporting in fresh water 6 kg of iron attached to
the line-beckets for 30 centimeters of the length of any one side, so that no partof the top surface of the buoyant apparatus shall sink under water.
(g) Around the buoyant apparatus there shall be a securely attached lifeline,
which has a becket for each person for whom the buoyant apparatus is intended.
(j) The number of persons for which the buoyant apparatus is certified shallbe the smaller of the numbers obtained by dividing the number of kilograms ofiron by ten which the buoyant apparatus is capable of supporting in fresh water,or by dividing the number of centimeters of the circumference by 30.
6. Life Buoys.—
All life buoys:(a). Shall be capable of supporting a mass of 10 kg in fresh water.
108－ 108 －

(b) Shall be made of suitable materials and withstand the effects of oil andoil products.
(c) Shall be bright orange in colour.
(d) Shall have a mass of not less than 2.5 kg.
(e) Shall have an internal diameter of 450 mm +/- 10 percent and an outer
diameter of not more than 800 mm.
(f) Shall be attached to an encircled rope which can be grasped.
(g) Shall be able to withstand a drop into water from 20 m height.
(h) The life buoy's lifeline shall be non-kinking, buoyant, have a diameternot less than 8 mm and have a breaking strength of not less than 5 kn.
(j) The life buoy's self-igniting light, when required, shall be such that theycannot be extinguished by water and be capable to withstand a drop into waterfrom 20 m.
7. Life Jackets.—
All life jackets:(a) Shall be properly designed and made of suitable materials;(b) Shall be capable of supporting a mass of 7.5 kg in fresh water for 24hours;(c) Shall be capable of keeping the head of an exhausted or unconscious
person above water;(d) Shall be so designed as to eliminate as far as possible all risk of its being
put on incorrectly, however, it shall be capable of being worn inside out;(e) Shall be capable of turning the wearer's body, on entering the water, toa safe floating position slightly inclined backwards from the vertical;(f) Shall withstand the effects of oil and oil products;(g) Shall be bright orange in colour;109－ 109 －

(h) Shall be easy and quick to put on, and shall fasten securely to the body;(i) Shall bear the following particulars:(i) Name of manufacturer(ii) Type,(iii) Year of manufacture,(iv) Approval stamp.

CHAPTER III
Number of Life Saving Appliances and Their Stowage
8. General.—
These rules shall apply to all vessels and floating equipment:
9. Life buoys.—(1) Two life buoys with 30 m long buoyant lifeline shall be kept for
immediate use in or at the wheel house.
(2) If the vessel/floating equipment is operating at night, between sunset
and sunrise, the life buoys shall be fitted with self-igniting lights.
(3) If the vessel/floating equipment is more than 20 m long but less than 40
m there shall be, in addition, two more life buoys kept for immediate use, one oneach side of the vessel or floating equipment. Further two more life buoys kept for
immediate use, one at the stern and one at the stem.
(5) During the voyage or operation of the vessel/floating equipment the life
buoys shall be kept outside the enclosed spaces and in free floating position.
10. Life jackets.—
There shall be a life jacket for each crew member stowed in the crew cabins or inwell -marked boxes outside the enclosed spaces.
11. Pyrotechnic Distress Signals.—110－ 110 －

(1) All vessels and floating equipment shall be equipped with 3 nos. approved
parachute rockets and 2 nos. approved hand flares.
(2) Pyrotechnic distress signals must be renewed before expiry of three years fromthe date of manufacture.
12. Additional requirement for Passenger Launches and Passenger/Car Ferries.—
In addition to life saving appliances mentioned in rules 9 to 11 every passenger
launch and passenger/car ferry are to be equipped as follows:(a) A number of life buoys, which shall be not less than 10% of the numberof passengers the vessel is certified to carry, shall be kept for immediate use.
(b) Buoyant apparatus for 10% of the number of passengers the vessel iscertified-to carry shall be kept on the uppermost deck in free floating position.
(c) In vessels which are certified to carry 250 or more passengers at night
there shall be, in addition, two parachute rockets and two hand flares.
13. Additional requirement for Road Ferries.—
In addition to life saving appliances mentioned in rules 9 to 11 every road ferry
shall be equipped as follows:(a) Four extra lifebuoys up to a length (L) of 15 m.
(b) Eight extra life buoys and buoyant apparatus for 20 persons for length(L) of 15 to 25 m.
(c) Twelve extra life buoys and buoyant apparatus for 40 persons for .length(L) of over 25 m.
(d) All extra lifesaving appliances shall be available for immediate use andthe buoyant apparatus shall be in free floating position.
14. Additional requirement for Tankers.—
In addition to life saving appliances mentioned in rules III/2 to III/4 every tanker
shall be equipped as follows:(a) Two life buoys fitted with self-igniting lights.

111－ 111 －

(b) Two parachute rockets and two hand flares.
15. Dumb Barges.—
Every dumb barge shall carry at least two life buoys.
CHAPTER IV
Exits
16. Ordinary Exits.—(1) From every crew accommodation and working spaces there shall be at least one
exit with a minimum of 600 mm width leading to open deck.
(2) From every passenger spaces there shall be at least two exits leading to open
deck of which one shall be at least 800 mm wide and the other at least 600 mm
wide.
(3) If the space is designed for 50 or more passengers both exits shall be at least
800 mm wide.
(4) One passageway or stairway leads to a space intended for passengers; theminimum clear width shall be at least 1000 mm which may be reduced to 800 mm
on open passenger launches.
(5) The exit doors shall open in the outward direction.
(6) This rule shall apply only to new vessels
17. Emergency Exits.—
From every spaces where there is less than two exits, there shall be an emergence
exit, at least 600x600 mm and to open outward. This rule shall apply only to newvessels.
18. Stairs.—(1) The stairs shall have a free width of not less than 600mm at the connecting
doors.
(2) The maximum angle of inclination from the horizontal shall be as follows:112－ 112 －

(a) 40 degrees for passenger stairs,(b) 50 degrees for crew stairs,(c) 55 degrees for engine room, pump room and similar spaces,(d) Emergency exits, holds and tanks may have vertical ladders.
(3) This rule, shall apply only to new vessels.
19. Hand Rails .—(1) All stairs with 3 or more steps shall have at least one hand rail.
(2) If the stairs are wider than 800 mm there shall be hand rails on both the sides.
(3) This rule shall also apply to built-in stairs.
20. Obstructions.—(1.) There shall be no obstructions at the exits, the emergency exits and the stairs.
(2) Covers or canvas protection at the shell openings on passenger launches shallbe easy to open or remove at emergency situations.
(3) The openings shall not be covered by rope or netting which may obstructescape of passengers and crew in case of emergency.

113－ 113 －

INLAND SHIPPING SAFE NAVIGATION RULES, 2001

CHAPTER IPRELIMINARY
1.

Short name

These rules may be called Inland Shipping Safe Navigation Rules, 2001.
2.

Definitions

In these rules, unless there is anything repugnant to the subject or context(a) "Inland Waterways" means "inland water' as defined in the Inland Shipping
Ordinance, 1976.
(b) "Perennially Rough Water" means that part of the inland waterways as may bedeclared by the Bangladesh Inland Water Transport Authority from time to time tobe perennially rough and published in the Official Gazette.
(c) "Seasonal Rough Water" means that part of the inland waterways as may bedeclared by the Bangladesh Inland Water Transport Authority from time to time tobe seasonal rough and published in the Official Gazette and will be considered to
be rough from 15th of March to 15th of October .
(d) "Perennially Smooth Water" means all other part of inland waterways that is
not perennially rough or seasonal rough.
(e) "ISSA" means the Inland Ship Safety Administration.
(f) "BIWTA"- means the Bangladesh Inland Waterways Transportation Authority.
(g) "BIWTC" means the Bangladesh Inland Water Transport Corporation.
(h) "Length" (L) means the distance on the load waterline from the forward edgeof the stem to the after edge of the rudder post; or to the center, of rudder stock
if there is no rudder post.
(j) "Breadth" (B) means the vessel's greatest moulded breadth measured over theouter edge of the framing.
(k) "Depth" (D) means the vertical distance, measured at the middle of the vessel'slength (L) from the keel upper edge to the upper edge on the main deck beam orupper edge of the vessel's side on open vessels.

114－ 114 －

(I) "Draught" (T) means the vertical distance at the middle of the vessels length (L)between the upper edge of the keel and the load water line.
(m) "Water Tight" when refers to a deck or device means that it shall, under all
circumstances prevent rain and spray water from entering the vessel or floating
equipment.
(n) 'Weather Deck" means a deck below which all openings have closing devices
that under all circumstances will prevent water from entering the vessel.
(o) "Power Driven Vessel" means any inland vessel propelled by machinery.
(p) "Sailing Vessel" means any inland vessel under sail provided that propellingmachinery, if fitted, is not being used.
(q) "Open Vessel" means a vessel or boat without a weather deck.
(r) "Passenger" means any person carried on board an inland ship not being themaster, officer and a member of the crew of the inland ship and will exclude, forthe purposes of these rules, a child under one year age.
(rr) "Open Passenger Launch" means an open vessel, without a weather deck, used
for carrying more than 12 passengers.
(s) "Passenger Vessel" means a vessel with a watertight weather deck, andincludes any multidecked vessel, engaged for carrying more than 12 passengers.
(ss) "Passenger Ferry" means a vessel with superstructure engaged in ferrying 12
or more passengers and vehicles.
(t) "Road Ferry" means an open flush deck vessel engaged in ferrying 12 or morepassengers and one or more vehicles.
(tt) "Cargo Vessel" means a self propelled vessel used for carrying cargo and not
more than 12 passengers.
(u) "Tanker" means a vessel carrying bulk liquid in tanks.

(uu) "Tug' means a vessel intended for towing or pushing other vessels or floating
equipment.
(v) "Fishing Vessel" means a vessel used or intended to ba used for fishing.

115－ 115 －

(vv) ”Service Vessel" means a self propelled vessel constructed for special duties
and is not a passenger vessel, cargo vessel, tanker or fishing vessel.
(w)"Dumb Barge" means a vessel, boat or floating equipment used for carrying

cargo or liquid, not being self propelled and not carrying any passenger.
(ww) "Vessel Not under Command" means an inland ship which is unable tomanoeuvre as required by these rules.
(x) "Vessel Restricted in Her Ability to Manoeuvre" means an inland vessel which,from the nature of her work, is restricted in her ability to manoeuvre as requiredby these rules.
Note: inland vessels engaged in:(i) Laying, servicing or picking up a navigation mark, overhead or underwater cableor pipeline,(ii) Dredging, surveying, salvaging or underwater operation,(iii) Mine sweeping operation, shall be regarded as vessels restricted in theirability to manoeuvre.
(xx) "Underway' means an inland vessel which is not at anchor, or moored to shoreor buoys or aground.
(y) "Restricted Visibility" means any condition in which visibility is restricted byfog, mist, heavy rainstorms, sandstorms or any other similar causes.
(yy) "Short Blast" means a blast of about one second duration.
(z) "Prolonged Blast" means a blast of 6 to 8 seconds duration.
(zz) Inland vessels shall be deemed to be "insight of one another" only when one
can be observed visually from the other.
3. Application
Unless expressly provided otherwise, these rules shall apply to all vessels andfloating equipment independent of type and size with effect from 1st of July, 1995.

4. Design and Construction
All vessels and floating equipment shall be designed, constructed and equipped
observing

good

naval

architectural

practice,116－ 116 －

river

worthiness,safetyandsturdiness to the surveyor's satisfaction.
5. Responsibility(1) Nothing in these rules shall exonerate any inland vessel or the owner, masteror crew members thereof from the consequences of any(a) Neglect to comply with these rules,(b) The neglect of any precaution which may be required by the ordinary practicesof seamen.
(2) Due regard shall be had to all dangers of navigation and collision and to any
special circumstances including the limitation of the inland ships involved, which
may make departure from these rules necessary to avoid immediate danger.

CHAPTER II
LIGHTS AND SHAPES
6. General(1) The rules contained in this chapter concerning lights shall be complied with inall weathers from sunset to sunrise. The lights shall also be shown from sunrise tosunset in restricted visibility. When the lights are in exhibition, no other lights
which may be mistaken for prescribed lights shall be exhibited.
(2) The lights shall be type approved by the Department of Shipping.
(3) The provisions concerning shapes shall be complied with by day.
(4) These chapter shall apply to all vessels, boats and floating equipment
independent of type, size or propulsion system.
7. Navigation lights(1) Definitions:(a) "Mast Light" means a bright white light so constructed as to show an unbroken
light over an arc of the horizon of 225 degrees and so fixed as to show the lightfrom right ahead to 112.5 degrees on each side of the vessel, that is, from rightahead to 22.5 degrees abaft the beam on either side and installed in the centerline of the vessel, boat or floating equipment.

117－ 117 －

(b) "Side Light" means a green light on starboard side and red light on port side soconstructed as to show an unbroken light over an arc of the horizon of 112.5
degrees, so fixed as to show the light from right ahead to 22.5 degrees abaft thebeam on the starboard side and port side respectively.
(c) "Stern Light" meansa bright white light so constructed that it shall show an

unbroken light over an arc of the horizon of 135 degrees, so fixed as to show thelight from right astern to 67.5 degrees on either side and installed in the centerline of the vessel and as close to the stern as possible.
(d) "Towing Light' means a yellow light with the same character as stern light.
8. Power Driven Vessels
A power driven vessel when underway shall carry the following lights:(a) A vessel or floating equipment with a length of 24 meters or more:(i) A mast light on the foremast not less than 5 metres above the hull. If thevessel is without a foremast, then in the fore part of the vessel not less than 2
metres above the awning roof.
The light is to be visible at a distance of at least 3 kilometer.
(ii) Sidelights visible at distance of at least 1.5 kilometer installed astern ofthe mast light and at least 2 meter below the mast light.
(iii) A stern light visible for at least 1.5 kilometer.
(iv) The side lights shall be fitted with inboard screens projecting at least 1
meter forward from the light so as to prevent these lights from being seen acrossthe bow and they shall be painted black.

(b)

A vessel or floating equipment with a length of 12 meter but less than 24

metres:(i) A mast light on the foremast not less than 3 metres above the hull. If thevessel is without a foremast, then in the fore part of the vessel not less than 1
meter above the awning roof.
The light is to be visible at a distance of at least 2 kilometers.

118－ 118 －

(ii) Side lights visible at a distance of at least 1 kilometer installed astern ofthe mast light and at least 1 metre below the mast light.
(iii) A stern light visible for at least 1 kilometer.
(iv)The side lights shall be fitted with inboard screens projecting at least 0.6
metres forward from the light so as to prevent these lights from being seen acrossthe bow and they shall be painted black.

(c) A vessel or floating equipment with a length of 6.5 meter but less than 12
metres:(i) A mast light not less than 1.5 metre above the hull.
The light is to be visible at a distance of at least 1 kilometer.
(ii) Side lights visible at a distance of at least 1 kilometer at least 0.5 metre
below the mast light.
(iii) A stern light visible for at least 1 kilometer.

(d) A vessel, boat or floating equipment with a length of less than 6.5 meters:(i) Side lights visible for 1 kilometer or,(ii) A white light visible around the horizon for 360 degrees and 1- kilometer.
9. Towing Lights and Shapes
An inland vessel engaged in towing shall show the following lights and shapes:(a) In addition of lights mentioned in Rule 8 following lights shall be shown:(i) An additional mast light vertically not less than 1 meter over the firstmast light;(ii) Towing light vertically over the stern light;(iii) The lights shall be visible at the same distance as required in Rule 8(iv) During day time the towing vessel shall show a black diamond shape,with a height of 1 meter, where it can best be seen.

119－ 119 －

(b) When a power driven vessel is towing one or more inland vessels or floating
equipment which are lashed alongside, the whole group shall be considered as one
vessel for the purpose of displaying the side lights.

(c) When a power driven vessel is push-towing, the green and red side lights shallbe shown from the respective sides of the foremast pushed inland vessel orvessels.

(d) A vessel or object being towed, other than those mentioned in para 2 and 3 ofthis rule shall exhibit:(i) The sidelights,(ii) A sternlight,(iii) When the length of the tow exceeds 200 meters, a diamond shapeduring day time with a height of 1 meter where it can best be seen.
10. Vessel under Oars or Sail
Vessels under oars or sail shall carry one white light on the forepart, visible allround the horizon for at least 1 kilometer.
11. Road Ferries
A road ferry shall show following lights and signs:(a) During night time three red lights visible around the horizon for at least 1
kilometer and installed in an equilateral triangle perpendicular against the centerline.
The lights shall be at least one meter from each other.

(b) During day time two black balls with a diameter of at least 0.5 metre situatedat least four meter over the deck, horizontally perpendicular against the centerline and at least one meter anart.
12. Fishing Vessels and Boats
A vessel or boat engaged in fishing shall show following Sights and shapes120－ 120 －

(a) During night time a fishing vessel or boat in addition to lights mentioned inrule 8, shall show two lights around the horizon, one meter apart and visible
at a distance of at least 1 kilometer. The lower light shall be white and theupper one red.
(b) During daytime the vessel or boat shall show a shape consisting of two cones
with apexes together in a vertical line one above the other. If the length of thevessel or boat is less than 20 meters a basket may be shown.
13. Vessel At Anchor
Every inland vessel or floating equipment when at anchor or moored to a buoy,
shall show by day a black ball shape at least 0.5 meter in diameter from her
forepart-and by night a white light visible all round the horizon at a distance of atleast 1.5 kilometer and both shall be displayed at a height of at least 5 metersfrom the hull or 2 meters above the awning roof.
14. Vessel Aground(1) A vessel aground shall carry, where it can best be seen, by day, 3 black ballshapes each of not less than 0.5 metre in diameter placed in a vertical line, one
over the other, not less than 1 meter apart.
(2) By night, she shall carry the white light mentioned in rule 13 and, in addition,
2 red lights visible all round the horizon at a distance of at least 1.5 kilometervertically, one Over the other, not less than 1 meter apart, from the position
where they can best be seen.
15. Vessels not under Command(1) A power driven vessel underway when not under command shall carry, by day,2 black balls each of not less than 0.5 metre in diameter vertically, one over theother, not less than 1 meter apart, where they can best be seen.
(2) By night they shall exhibit 2 red lights visible all round the horizon at a
distance of at least 1.5 kilometer.
(3) A vessel not under command when at anchor shall only show the lights or
shapes as in rule 13.
16. Vessels or Equipment Carrying Out Underwater Work
Vessel or floating equipment carrying out underwater work as dredging, diverwork or equal shall show following lights or signs:

121－ 121 －

(a) During night time two red lights vertically over each other and at least one
meter apart, visible around the horizon for a distance of at least 1.5 kilometer on
the side where the work is carried out.
(b) During night time two green lights vertically over each other and at least one
meter apart, visible around the horizon for a distance of at least 1.5 kilometer on
the free side.
(c) During day time two black balls vertically over each other and at least one
meter apart, visible around the horizon on the side where the wok is carried out.
(d) During daytime two double cones vertically over each other and at least one
meter apart, visible around the horizon on the free side.
17. Handling of Combustible Oil(1) When combustible oil, fuel or cargo is handled following signs or light shall beshown:(a) At night a red light visible all round the horizon for at least 1.5 kilometer.
(b) In day time a red flag shall be hoisted.
(2) A loaded oil or chemical tanker shall always show the light or flag mentioned
in clause 1 in addition to navigation lights mentioned in rule II/1.2 or anchor
lights mentioned in rule 8.
18. Search Light(1) All power driven Vessels, plying by night, shall have a search light capable ofthrowing a beam at distance of at least 80 meters from the ship and such lightshall have the swinging capability over an arc of the horizon from right ahead to
22.5 degrees abaft the beam on both side.
(2) A power driven ship under 6.5 meters in length shall carry a torch light andshow flashes when being approached by other inland ships.
CHAPTER Ill
SOUND SIGNALS
19. Sound Signals in Fog(1) In fog, mist, heavy rain and rain-storm, whether by day or by night, the signals
shall

122
－ 122 －

be used in the following manner.
(a) A power driven vessel underway shall sound at intervals of not more than1
minute a prolonged blast.
(b) A power driven vessel underway, but stopped, shall sound at intervals of
not more than 1 minute two prolonged blasts in quick succession.
(c) A power driven vessel, when at anchor, shall at intervals of not more than 1
minute, ring the bell rapidly for about 5 seconds.
(d) A power driven vessel aground in or near a fairway shall, at intervals of not
morethan 1 minute, ring the bell rapidly for about 5 seconds followed by 3
distinct
strokes on the bell.
(e) A power driven vessel, when not under command or restricted in her ability
tomanoeuvre, shall sound at an interval of not more than 1 minute one
prolonged
blast followed by 2 short blasts in quick succession.
(f) A power driven vessel engaged in side towing or push towing shall Soundsignals
as mentioned in clause 1 or 2 as the case may be.
(g) A power driven vessel, when towing one or more inland vessels, shall soundsignals as mentioned in clause 5 and of the towed vessels, if more than one,then the last one shall sound 3 distinct strokes on the bell immediately
after thesignal sounded by the towing vessel.
123－ 123 －

20. General Warning Signal
One prolonged blast shall be given to convey a warning in the following cases:(a) When a power driven ship approaches her destination.
(b) To attract the attention of other inland ships for a clear passage(c) On approaching a bend.

21. Sound Signals for Inland Vessels in, Sight of one Another
Every power driven ship underway shall, indicate that course by the following
signalsby her whistle or siren:(a) One short blast to mean "I am directing my course to starboard”.
(b) Two short blasts to mean "I am directing my course to port”.
(c) Three short blasts to mean "My engines are going astern".
22. Attracting of Attention of Other Power Driven Vessel
A power driven vessel shall, if required to attract the attention of another power
driven vessel, sound in quick succession 5 short blasts followed by one prolonged
blast.

CHAPTER IV
NAVIGATION REGULATIONS
23. Speed in Fog, etc(1) A power driven vessel snail, in fog, mist and heavy rain and rain storm,
proceed at a moderate speed, carefully regarding to the prevailing circumstances.
(2) A power driven vessel hearing apparently forward of her beam the fog signal of
any other inland vessel, the position of which is not ascertained shall, so far as
the circumstances admit, stop her engine and navigate with caution until dangerof collision is over.
24. Vessels at Head-on Situation
When two power driven vessels are meeting head-on or nearly head-on involving

124－ 124 －

risk of collision, each shall alter her course to starboard so that each may passwith the port sides of each other.
25. Crossing Vessels
When two power driven vessels are crossing involving risk of collision, the inland
vessel which has the other on her own starboard side shall keep out of the way ofthe other vessel.
26. Vessels to Avoid Crossing Ahead
Every power driven vessel which is required by these rules to keep out of the wayof another inland vessel, shall, if the circumstances of the case so admit, avoid
crossing ahead of the other.
27. Overtaking of Inland Vessels
Notwithstanding anything contained in these rules, every power driven vessel
overtaking any other inland vessel shall keep out of the way of the overtaken
vessel.
28. Responsibilities between Vessels(1) A power-driven vessel shall keep out of way of:(a) A vessel not under command.
(b) A vessel restricted in her ability to manoeuvre.
(c) A vessel engaged in fishing.
(d) A sailing vessel.
(2) A sailing vessel under way shall keep out of way of:(a) A vessel not under command.
(b) A vessel restricted in her ability to manoeuvre.
(c) A vessel engaged in fishing.
(3) A vessel engaged in fishing when underway shall, so far as possible, keep outof the way of:(a) A vessel not under command.
(b) A vessel restricted in her ability to manoeuvre.

125－ 125 －

29. Action by Stand-on Vessel(1) Where one of the two vessels is to keep out of the way, the other shall keep
her course and speed.
(2) If the stand-on vessel finds that the vessel which is to give way is not taking
appropriate action in compliance with these rules to avoid collision, she (thestand-on vessel), if power driven, shall attract attention of the other vessel bygiving live short and rapid blasts followed by one prolonged blast on the whistle.
(3) When, from any cause, the vessel required to keep her course and speed finds
herself so close that collision cannot be avoided by the action of the giving way
vessel alone, she shall take such action as will best aid to avoid collision andindicate her action by giving the appropriate sound Signal.
30. Navigation in Narrow Channels(1)

In a narrow channel, every power driven vessel shall, when it is safe andpracticable, keep to that side of the fairway which lies on the starboard side ofsuch vessel.
(2) When two power driven vessels, with or without side-tow, meet in a narrow
channel or at a place where the presence of a third vessel makes it difficult topass, the one going against the current shall, slacken her speed and keep close toher starboard side bank until the other has passed clear.
(3) When two power driven vessels meet at the bend of a narrow channel, the inand vessel going against the current shall stop and remain under the point until
the other inland ship has passed clear.
31. Getting Underway
No power driven ship shall get underway either from her anchor or from the riverbank or jetty when another inland ship is seen approaching from either up or down
stream at such a distance that it is doubtful whether the approaching inland ship
can safely pass her.
32. Junction of Channels
When two power driven vessels are likely to meet at the junction of two channels,
the inland vessel in the wider of the two channels shall not attempt to enter the
narrower channel until the vessel in the narrower channel has paced.

126－ 126 －

33. Power Driven Vessels, Sailing Ship and Ship Engaged in Fishing
No sailing ship or a ship engaged in fishing shall have the right to obstruct thechannel in the safe passage of a power driven vessel.

.

-

34. Clear View for Navigation
Navigation shall be controlled from a position which gives a clear all-round viewas far as practicable and the view shall be unobstructed from right ahead to 22.5
degrees abaft the beam on both sides.
35. Navigation of Inland Ships within the Limits of the International Sea Ports of
Bangladesh(1) No power driven vessel shall navigate within the limit of the international sea
ports in Bangladesh unless she has on board a duly qualified master having
Karnaphuly River or Pussur River endorsement, as the case may be, on his
certificate of competency.
(2) When crossing from one reach to another or from one side of the channel tothe other, a power driven vessel shall not obstruct the safe passage or cause any
risk of collision with any ocean-going vessels crossing or passing, and if necessary,
shall reduce her speed, stop or reverse engines or remain at a safe distance until
the ocean-going vessel has passed clear.
(3) All power driven ships navigating within the port limits of international sea
ports of Bangladesh shall abide by all rules, regulations, orders and directives of
the concerned port authority.
(4) All power driven vessels shall, when passing the ocean-going vessels within theport limits of an international sea-port of Bangladesh, abide by the international
collision regulations.
CHAPTER V
EQUIPMENT
36. Navigation Equipment
All inland power driven vessels shall have at least the following navigationequipment:(a) A vessel of 6.5 meters in length or more and all vessels carrying passengers
shall carry one compass. If the vessel is plying at night time the compass shall be
illuminated.

127－ 127 －

(b) Vessels described in clause (a) above shall carry one pair of binoculars.
(c) On passenger vessels and launches, there shall be a wind meter.

37. Signal Equipment
All inland vessels, boats and floating equipment shall have the following visualandsound signal equipment:(a) All necessary lights and signs mentioned earlier in these rules.
(b) An electrical or pneumatic horn audible for at least 2 kilometers.
(c) Passenger vessels and tankers shall in additional have a manual horn.
(d) A brass bell with a diameter of at least 20 cm kept in the fore part of thevessel or floating equipment.

38. Internal Communication Equipment
All inland power driven vessels shall have the following internal communication
system:(a) A communication or signal system between the wheel house and the engineroom/engine.
(b) In passenger vessels with over 200 passengers, a laud speaking system.
(c) If there is an emergency steering position there shall be a communication orsignal system between the wheel house and emergency steering position.

39. External communication Equipment(1)

All inland, vessels registered under ISO, 1976 and all power driven vessels

and floating equipment shall have a radio receiver.
(2) All passenger vessels with over 400 passengers, oil tankers and vessels carrying
dangerous cargo shall have a VHF radio telephone.

128－ 128 －

40. Mooring and Anchoring Equipment(1) There shall be an adequate number of mooring ropes and/or wires with
sufficient length.
(2) There shall be at least one anchor and spare anchor with adequate length ofchain.
(3) There shall be a manual or mechanical anchor windlass.

41. Bilge Pump
All inland vessels, boats and floating equipment shall have a manual or mechanicalbilge pump.
42. Gangway
All passenger vessels shall have a gangway of sufficient length, at least 600 mm
wide and fitted with rope rails.
CHAPTER VI
PLYING RESTRICTIONS
43. Unregistered Vessels or Floating Equipment(1) An unregistered vessel or a boat or floating equipment which has not beensurveyed shall not ply on the main fairways stretching from Baghabari, Dhaka,
Narayanganj and Bhairab to the open sea and on the fairway to Khulna, Mongla,
Barisal and Chandapur, except when plying across the river or inside the same
district. If considered appropriate the Principal Surveyor may issue exemption
certificate in this regard.
(2) An unregistered vessel or boat shall not carry passengers to or from official
BIWTA or BIWTC landing station or ghat nearer than 1 km.
(3) If a nonregistered vessel, boat or floating equipment is plying, fishing, working
or at anchor after sunset it shall show lights as required in these rules.
44. Open Passenger Launches
An open passenger launch with a length less than 20 meter is not allowed to ply inrough water for an effective voyage time exceeding 2 hours.

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45. Plying in the Open Sea(1) No inland passenger vessel shall ply outside the Inland Waterways.
(2) Other Vessels or floating equipment may operate in national costal areas from15th of September to 15th of March after receiving exemption certificate from thePrincipal Surveyor of ISSA.
46. Night Time Navigation
From Sun set to sun rise all vessels, boats floating equipment shall show lights as
required under these rules.
47. Wind Restrictions(1) A passenger launch or vessel must not proceed on its voyage if the wind speed
exceeds 15 m/s or exceeds the wind speed calculated by the formula in rule II/3 ofthe "Inland Shipping Stability Rules".
(2) If a vessel in transit encounters higher wind speed than what is given in subrule (1), the vessel shall immediately seek shelter or if that is not possible thevessel shall "heave to".

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－ 130 －

【免責事項】
本調査報告書に含まれる情報及び見解は、著者の入手可能な範囲において入手された
限定的な情報に基づき、著者の個人的見解に基づいて記述されています。そのため、これらの情報及び見解は、いかなる日本の政府機関及び公的機関ならびに私的機関の見解を代表するものではありません。本調査報告書に含まれる情報及び見解を参照して行われた如何なる政治的及び経済的活動についても、本報告書の著者は一切の責任を負いません。

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この報告書はボートレースの交付金による日本財団の助成金を受けて作成しました。

ベンガル湾沿岸域・河川域における水運・造船事情調査
2016 年（平成 28 年）3 月発行
発行 一般社団法人 日 本 舶 用 工 業 会〒105-0001 東京都港区虎ノ門 1-13-3
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