No progress into the police investigation of the most recent launch capsize is deeply concerning and is another example of failed governance in the inland water transport system.  On April 4, at least 34 people were killed when a Munshiganj-bound launch was hit by a cargo vessel, SK-3, and capsized near the third Shitalakkhya Bridge. The probe report of the Bangladesh Inland Water Transport Authority blamed the cargo vessel that fled the scene. The Coast Guards had seized the vessel, but the police are yet to identify its owner. Meanwhile, officials at the Department of Shipping, as well as media reports, have already confirmed that the vessel is owned by the ruling Awami League lawmaker for Bagerhat-2 constituency. When asked about the confirmation from the shipping department, the investigation officer declined to comment, but added that the vessel was on a trial run on the day of the accident. In a bid to justify their inaction, the police still insist that they were waiting for the owner to appear before the court with paperwork to claim ownership. The delay and inaction on part of the police in this case further substantiate the public opinion that the police often act to protect the interest of the ruling quarter. 

The probe committee formed by the inland water transport authority also blamed the flawed design of an under-construction bridge in the River Sitalakhya for the accident and made a 16-point recommendation that included training for the launch masters and introduction of traffic control system on river routes. A similar set of recommendations were made after an accident in June 2020 when a Dhaka-bound launch from Munshiganj capsized leaving at least 34 citizens dead. After each accident, in a business-as-usual approach, probe committees are formed and recommendations are made, but they are rarely acted on. Untrained launch masters are trusted to operate vessels and unfit watercrafts are allowed to carry passengers, creating scope for recurring accidents. Ideally, the Department of Shipping is responsible for inland water safety and the approval of designs and plans of inland ships. In reality, making illegal and dangerous modifications without any prior consultation with a qualified naval architect is common. In most cases, police investigations are stalled, even when investigation report is submitted and charges are framed, the owners of the ships often remain beyond the reach of the law as is evident in the rather intentional failure of the police in ‘tracing’ the owner of SK-3.

For the government to make the waterways safe for its passengers, it must judiciously complete all waterway accident related investigations, and set legal precedent by bringing negligent owners, masters and others to justice. In order for the police to regain the public trust, it must abandon the delaying tactics that appear to be a ploy to protect the owner of the SK-3 and ensure legal accountability of the owner.