One of the noteworthy plans that the interim government had formulated at the fag-end of its tenure was the national multimodal transport plan. With the change of guards, uncertainty persists over whether the present government would adopt the plan as part of its broader transport agenda or relegate it to the status of a technical document prepared under a previous administration. Ultimately, the fate of the plan hinges on how the current government perceives it-either as a defining blueprint for transforming the country's transport infrastructure or merely as an academic exercise.
A report published by the Financial Express soon after the plan's finalisation brought its key features into public view. Central to the plan is a gradual but decisive shift in transport modes from road to rail and waterways, with full implementation targeted by 2040. To facilitate this transition, the plan proposes the development of 42 multimodal hubs across the country over the next one and a half decades. It also envisages the development of 370 kilometres of navigable waterways and the construction of 567 railway extensions to connect 25 critical sea ports, river ports and land ports.
According to official sources, successful implementation of these measures would significantly rebalance the country's transport modal share. By 2040, the share of road transport is expected to decline by 65 per cent, while rail and inland water transport would increase by 20 per cent and 15 per cent respectively. The National Integrated Multimodal Transport Sector Master Plan, formulated by the Ministry of Road Transport and Bridges, explicitly aims to ease pressure on the country's overburdened road network by shifting freight and passengers to more efficient alternatives such as railways and waterways. Officials involved with the process describe the plan as a strategic national asset-one that is essential for building an efficient, sustainable and economically competitive transport system.
At its core, the plan seeks to integrate the development of roads, railways and inland waterways into a single, coordinated framework. Such integration is expected to enable smoother connectivity, eliminate duplication of investments and improve the long-term performance of the national transport network. Instead of isolated projects driven by sector-specific priorities, the plan promotes a systems-based approach that aligns infrastructure development with projected travel demand and economic growth.
However, for the plan to succeed and remain sustainable over the long term, strong institutional collaboration will be indispensable. Coordination among key agencies-including the Roads and Highways Department (RHD), Bangladesh Inland Water Transport Authority (BIWTA), Bangladesh Railway (BR), Civil Aviation Authority of Bangladesh (CAAB), and the Local Government Engineering Department (LGED)-will be critical. Historically, fragmented planning and weak inter-agency coordination have undermined transport initiatives. The proposed 42 multimodal hubs, designed after a travel demand model, aim to address this challenge by integrating road, rail and water transport facilities within a five-kilometre radius, enabling seamless freight and passenger transfers. These hubs are expected to significantly improve connectivity to ports, economic zones, land ports, agricultural production and storage areas and major tourist destinations. Reliable access to infrastructure in these areas would not only reduce logistics costs but also enhance regional development and competitiveness.
The underlying rationale behind shifting freight and passenger traffic from roads to rail and waterways-commonly referred to as modal shift-is well established globally. Such a shift is a key strategy for reducing carbon emissions, easing highway congestion and improving logistics efficiency. Rail and inland water transport are significantly more fuel-efficient than road transport and generate substantially lower greenhouse gas emissions per unit of cargo moved.
Several factors drive the case for modal shift. First, the environmental benefits are compelling. Rail transport emits nearly ten times less greenhouse gas per ton-mile than trucking, while domestic water transport has an even smaller carbon footprint. Second, shifting freight off highways reduces congestion and limits wear and tear on roads and bridges, lowering public expenditure on maintenance and rehabilitation. Third, rail and water transport offer clear efficiency gains and economies of scale. A single freight train can remove hundreds of trucks from the road, while one barge can carry cargo equivalent to roughly 70 tractor-trailers.
Moreover, recent global supply chain disruptions and the growing impacts of climate change-such as droughts and flooding that disrupt specific transport corridors-have underscored the importance of diversified and resilient transport systems. Rail and water transport provide alternative routes and capacities that can help absorb shocks and maintain continuity in trade and logistics.
In essence, the proposed shift towards rail and waterways is not merely a technical adjustment but a strategic imperative. It reflects the need for a more sustainable, efficient and resilient transport system capable of supporting long-term economic growth. At the same time, realising this vision will require sustained investment, policy reforms, and institutional discipline to overcome entrenched operational and infrastructure challenges.
It is expected that the new government will carefully examine the merits and limitations of the multimodal transport master plan. A prudent, evidence-based assessment-rather than a politically reflexive response-will be essential in determining how the plan can be refined and implemented in the national interest.
