United News of Bangladesh

After a 22-day government ban, the Meghna and Padma rivers are set to come alive once again with the sound of boats and nets being cast, as nearly 43,000 fishermen in Chandpur prepare to resume hilsa fishing from Saturday midnight. The annual restriction on catching, selling and transporting hilsa, aimed at protecting mother fish during the breeding season — will officially end at 12 am, allowing fishermen to return to their traditional livelihood after weeks of hardship. According to Mirza Omar Faruk, Senior Fisheries Officer of Chandpur Sadar upazila, authorities maintained strict monitoring since the beginning of this year’s campaign. Bangladesh moves to curb illegal hilsa fishing as Indian fishermen enter waters: Adviser “The district and upazila task forces were active from day one to ensure that the ban was properly enforced,” he said. Assistant District Fisheries Officer Farhana Akter Ruma said that extensive drives were conducted across the rivers throughout the 22-day ban period to safeguard mother hilsa. Joint forces comprising the district and upazila administrations, fisheries department, river police, coast guard and the district task force patrolled the 70-kilometre sanctuary area day and night. During this time, 64 mobile courts were conducted — 32 in Sadar upazila, 20 in Haimchar, and 12 in Matlab North and South. 15 injured as fisheries dept, law enforcement officials attacked during anti-hilsa drive in Barishal Nearly two metric tonnes of mother hilsa were seized during the drives, along with over 5.5 lakh metres of illegal fishing nets worth about Tk 1.37 crore, which were later destroyed. In total, 77 cases were filed and 119 fishermen were jailed for violating the government ban. Authorities also collected Tk 50,000 in fines from offenders, while the confiscated fish were distributed among orphans and the poor. To support those affected by the ban, the government distributed 25 kilograms of rice to each unemployed fisherman as temporary relief. Many fishermen have, however, voiced concerns that this aid was insufficient. Talking to UNB on Saturday, fishermen including Rahim Majhi, Sakib Majhi and Omar Ali from Sadar upazila, and traders such as Sirajul Islam, Sheikh Amir Hossain, Yunus Miji and Delwar Hossain Mia from Harina Ferry Ghat, said that rice alone was not enough to sustain their families. “The government should provide cash support along with rice,” said Rahim Majhi. “We eat a lot of rice — 25 kilos doesn’t last long. If the money was sent to our mobile accounts, there would be no irregularities," he said.  

Drug peddling has emerged as a grave threat in the northern district of Lalmonirhat, where smuggling rackets appear determined to continue their operations despite repeated crackdowns by law enforcement agencies  and numerous cases filed against those involved. Locals living near the border with India say fear runs deep as narcotics continue to flood into villages, turning the entire areas into hubs for illegal trade. According to law enforcement officials, at least a hundred major drug dealers remain active in just two unions of Kaliganj upazila. Many of them are described as influential individuals, including elected local representatives, they said. Several suspects reportedly have as many as 10 to 14 cases filed against their names. Residents and police sources said all five upazilas in Lalmonirhat share direct border linkages with India, a condition that smugglers have long exploited. The situation has now reached what many describe as an alarming level, as the illegal trade encompasses phensedyl, Indian liquor, tapentadol, cannabis, yaba, and other substances smuggled across the frontier. Indian drugs seized in Satkhira Despite frequent arrests, the flow of drugs shows little sign of stopping. Instead, trafficking syndicates seem to be consolidating their power, aided by money, political influence, and increasingly sophisticated networks, according to the law enforcement authorities. In some instances, they said,  there have been attempts to intimidate law enforcement officers through propaganda and harassment aimed at weakening anti-drug drives. Police officials admit they face numerous challenges. While they regularly compile lists of known dealers and conduct targeted operations, the networks adapt swiftly. Many traffickers secure bail shortly after arrest and resume their illicit activities,  they said. Goral and Chandrapur unions in Kaliganj upazila are considered among the most vulnerable points. A police investigation centre was established in Goral in 2021 because of its remote location from the main police station. Initially, the centre struggled due to political interference, but officers say the situation has improved following the recent change in government. Sub-Inspector Mostakin Ahmed, who heads the Goral Investigation Centre, said he has arrested 70 accused and filed 68 cases within a year. He acknowledged receiving threats from drug traders but vowed not to compromise under pressure. In 2022, media reports revealed that barrels of phensedyl were being stored inside the home of local UP member Badsha, who has been arrested several times but subsequently released on bail. He admits to past involvement but now claims to have left the trade. Teen killed in gang war over drugs business in Mohammadpur Geneva Camp; two arrested Many local residents say they fear being stigmatised simply for living in a “drug-infested village,” a label that affects social relations and even marriage prospects. Some families reported broken engagements because outsiders refuse to form ties with villages associated with smuggling. “Just a handful of drug traders have destroyed our social environment,” said Anjurul Haque Mintu, executive director of Arannya School and College. “Students are at risk, and our youth are losing their future," he said. Farmers have also voiced their concerns, alleging that smugglers often damage crops at night while transporting narcotics, and that cattle smuggling tends to rise during winter. Kaliganj Police Station Officer-in-Charge Zakir Hossain said operations have been intensified under the directives of the district Police Headquarters. “We will not allow drug dealers to roam freely. Their plots will be foiled,” he asserted. Locals, however, said until the justice system prevents quick releases on bail, border control efforts will continue to be undermined.

The government has started work to develop the country’s first-ever integrated national transport master plan and final map by December, aiming to bring all modes of communication under a single coordinated framework, said Sheikh Moinuddin, Special Assistant to the Chief Adviser on Road Transport, Bridges and Railways. Bangladesh's transport sector master plan is a multi-modal strategy focusing on developing and integrating road, railway and water transport to support economic growth, improve efficiency and enhance safety.  Its key components include expanding railway networks, modernising ports and waterways, and improving the road network with new infrastructure and better traffic management.  The plans also emphasise sustainability through initiatives like promoting public transport and green vehicles, and are supported by large-scale investments, particularly in projects like the Revised Strategic Transport Plan for Dhaka and the 30-year Railway Master Plan. “We have already started preparing the national map. InshaAllah, by December we will be able to complete both the final map and the master plan. The goal is to complete and leave behind this master plan within the tenure of the current government,” Moinuddin said in a recent interview with UNB. Bangladesh Railway sets sights on new locomotives to revamp services: Sheikh Moinuddin He said the plan is being designed in such a way that any future government can continue its development activities based on it. “This will ensure that long-term transport and infrastructure development follow a consistent framework,” he added. Moinuddin said the integrated master plan will combine all modes of transport — road, rail, aviation and waterways — for the first time in Bangladesh. “Every developed country has an integrated master plan which we lacked so far. We are now fixing that gap,” he added. The special assistant said the plan will simplify the country’s logistics and supply systems including transportation of goods from ports and economic zones. “For instance, agricultural products in the northern districts often get wasted due to transport bottlenecks. The master plan will help solve such issues,” he said. Bangladesh is working with the World Bank and the Asian Development Bank (ADB) to implement the master plan, he said. Govt plans rail link for all economic zones starting with Mirsarai “We are conducting the feasibility study ourselves but both the World Bank and ADB will provide technical support and international expertise,” Sheikh Moinuddin said. He said while local experts understand the domestic context well foreign specialists bring valuable international experience. “One professor from IUB is already working with us but we plan to include experts from abroad to improve the plan’s quality,” he added. Sheikh Moinuddin said it aims to accelerate balanced development in all districts. “Transportation will be the key driver for developing economically lagging regions. Once connectivity improves, industrial and economic growth will naturally follow,” he said. “Bangladesh’s transport system remains largely Dhaka-centric and our objective is to strengthen inter-district connectivity so that national development no longer revolves solely around the capital,” he said. Bangladesh’s transport and logistics sectors have been suffering from fragmented planning, poor inter-agency coordination, and a concentration of infrastructure around Dhaka. Successive governments have launched projects focusing on roads, bridges, and railways, but without an all-encompassing national framework. Officials said the new integrated master plan backed by global lenders is expected ensurined balanced regional development and long-term sustainability.  

Unchecked swarms of e-bikes and rickshaws have plunged Jashore’s roads into relentless gridlock, turning everyday commutes into exhausting ordeals for its weary residents. Traffic congestion across various parts of the city has reached such a level that movement has become nearly impossible in many areas. Not only vehicles but also pedestrians are struggling to move freely on the roads, according to commuters. They alleged that the unregulated movement of easy bikes and rickshaws has now reached its peak, while the traffic police have failed to take effective measures. Questions have also been raised about the role of the municipality. a drive to control unlicensed auto-rickshaws was recently launched, it has largely stalled amid protests, said pedestrian Rana Hossain.During visits to different city areas, it was observed that the actual number of vehicles plying the roads is far higher than the number of authorized easy bikes and rickshaws. Many of these vehicles come from surrounding upazilas, and “on-test” motorcycles also move freely. Traffic police activities appear mostly limited to checking motorcycle documents, while reckless motorcycle riding by teenage drivers has become a common sight. According to Jashore Municipality, there are 7,768 vehicles—both legal and illegal—operating in the city. However, locals claim the real number is much higher. Engine-driven auto-rickshaws are reportedly the worst offenders.

In the aftermath of the July 2024 uprising that toppled the previous government, Bangladesh’s bureaucracy is now gripped by intense internal rivalries, with officials competing for power and influence in what some insiders describe as a form of ‘anarchy’. The infighting has raised serious concerns about governance, administrative discipline and the interim government’s capacity to deliver on its reform promises, they said. Referring to a recent incident that happened during the appointment of a Deputy Commissioner (DC) when a scuffle broke out, an official told UNB that an undeclared cold war between bureaucrats aligned with the BNP and Jamaat-e-Islami are going on over key secretary-level postings. Despite the political transition, meaningful administrative reform has yet to materialise. Many former senior officials say factionalism, inefficiency and self-interest within the civil service have only worsened since the uprising. Restoring discipline in the bureaucracy now stands as one of the interim government’s most pressing challenges, said another official. There are ministries and departments, officials said, are operating without appointed secretaries. “This is really worrying,” said the official wishing anonymity. He said the Ministry of Textiles and Jute, the Department of Health, Education and Family Welfare, the Planning Department, the Rural Development and Cooperatives Department and the Road Transport and Highways Department, have no appointed secretaries. Senior or additional secretaries, according to him, are overseeing these portfolios on an acting basis as they have been advised, causing a marked slowdown in policymaking, project approvals, and public service delivery. He said senior leaders of a political party have visited the Secretariat and held meetings with the Cabinet Secretary and this has raised fresh questions about the neutrality of the civil service. This is the outcome of the interim government’s indecision, growing partisan influence within the bureaucracy, and a lack of coordination between administrative tiers,” he pointed out. Allegations have also surfaced regarding irregularities and financial transactions in the appointment of DCs and the reinstatement of controversial officials, particularly involving the Public Administration Secretary. The government, however, insists that internal probes have not substantiated any wrongdoing. Former Additional Secretary Md Firoz Mia told UNB that even a year after the uprising, administrative order has not been restored. He warned of a growing culture of irregularities, corruption and negligence, which he blamed on political interference and entrenched factionalism. “Several ministries have been operating for months without secretaries, while qualified and impartial officers are overlooked. This clearly reflects administrative failure and dysfunction,” he said. Other former officials echoed similar concerns, noting that a ‘competition to seize the chair’, reminiscent of illegal land grabs, has taken hold within the bureaucracy. They argued that despite political changes, old loyalties, incompetence and vested interests continue to undermine the functioning of the state machinery.

The government is taking steps to purchase a new fleet of modern locomotives to make Bangladesh’s rail services more efficient and profitable, said Sheikh Moinuddin, Special Assistant to the Chief Adviser on Road Transport, Bridges and Railways. “We expect to complete the tender process within a month,” he said in an interview with UNB. “Passenger demand is not an issue — people want to travel by train. But we’re facing a shortage of locomotives which limits the frequency and reliability of services,” Moinuddin said. “If we can address that by procuring more locomotives, train operations will increase, travel will become more convenient, and costs will come down,” he said, adding that the ministry is moving ahead with a plan to buy more locomotives than currently required to ensure long-term service stability. Despite a notable decline in operational losses in recent years the railway sector has yet to become fully profitable, he said. Govt plans rail link for all economic zones starting with Mirsarai In many countries, Moinuddin said, public transport systems are not directly profit-making but efficient management and reduced operational costs can make them sustainable. “We need better administrative efficiency and more effective policy decisions to achieve that.” About other major infrastructure development plans he said a master plan includes reducing the Dhaka-Chattogram route distance by around 80 kilometers. “Work has already started in parts of Ishwardi to straighten the railway line which will significantly reduce travel time.” Regarding other projects, Moinuddin said the renovation of the old line under the Jamuna Train Project is underway and new project activities are expected to begin next month. He ruled out the immediate introduction of high-speed or underground trains. “Our infrastructure isn’t ready for that yet. Discussions are ongoing about a Green Railway initiative but it will take more time,” he said. Bangladesh Railway has been struggling with inadequate rolling stock, outdated signaling systems and delays in completing major projects. At present, the railway has 1,788 coaches, nearly half of which (47%) have exceeded their service life. Only 295 locomotives are operational. Dhaka-Ctg highway’s 10-lane expansion shelved; focus shifts to railway Against a required workforce of 47,600 in the railway, only 24,000 are currently employed. Over the past five years till 2024, more than 2,000 accidents have occurred, resulting in over 150 passenger deaths and around 500 injuries. In the past four months alone, 160 railway accidents and sabotage incidents were reported nationwide, causing 18 fatalities and 200 injuries. The Ministry of Railways’ 2022-23 annual report states that 315 passenger trains are currently operating nationwide, with 143 of them introduced in the last 15 years. During this period, 843 kilometres of new railway tracks have been laid, and 1,391 kilometres of existing lines have been repaired. In 2024, the railway recorded a reduction in losses by over 20% due to improved ticketing systems and increased freight operations. Revenue from Bangladesh Railway is insufficient to cover its operational expenses, placing a financial burden that limits its growth and development. The 20-Year Railway Master Plan proposes 235 projects valued at Tk 2,33,944 crore. Key initiatives include extending the railway network by 2,877 kilometres, linking 44 districts, and standardising gauge systems to improve efficiency. The plan also emphasises integrating rail with road and inland water transport to establish a unified national transportation network.    

Every dawn in the Cumilla region brings the haunting prospect of yet another fatal road crash, with an average of three accidents a day claiming two lives and injuring five others, reflecting a grim landscape of disorder, decay and neglect on some of Bangladesh’s busiest highways. In just nine months this year, 525 people have been killed in road accidents across the Cumilla region, nearly doubling last year’s tally. The alarming rise has been recorded over 792 kilometres of major highways, including the Dhaka–Chattogram, Cumilla–Noakhali, Cumilla–Sylhet and Chattogram-Cox’s Bazar routes. Superintendent of Police (Highway Region) Shahinur Alam Khan said 842 accidents occurred between January and September 2025, leaving 525 dead and 1,210 injured. Of these, the Dhaka–Chattogram highway alone accounted for 465 accidents, with 284 deaths and 509 injuries, on the stretch between Daudkandi toll plaza in Cumilla and City Gate in Chattogram. Compared to 2024, when 630 accidents claimed 522 lives and injured 784 others, both figures have already surged this year. Officials fear 2025’s total may exceed all previous records if the trend continues. Saiful Islam, Motor Vehicle Inspector at the Cumilla BRTA office, attributed more than 40% of these crashes to reckless speeding. Despite enforcement drives, he said, the authorities have been unable to curb the menace due to a chronic shortage of manpower. Journalist Abdullah Al Maruf blamed police inaction, especially following the August 5 movement last year, for the sharp increase in accidents, saying the Highway Police’s failure to enforce speed limits, seize unfit vehicles and take legal action against unlicensed drivers has worsened the situation. Nearly 700 killed in road accidents across Bangladesh in June He also criticised BRTA’s lack of visible efforts to ensure road safety. “The highways have been in disrepair for over a year. Potholes and broken surfaces not only damage vehicles but also cause deadly accidents,” Maruf said. Kabir Ahmed, Vice-President of the Bangladesh Road Transport Owners Association, pointed to the overwhelming presence of illegal vehicles—at least 20 times more than the number of registered ones, as a key reason behind the chaos. He said around 90% of highway accidents involve either unregistered vehicles or a mix of legal and illegal ones. “Unskilled and unlicensed drivers, three-wheelers on highways, illegal roadside markets and poor public awareness are compounding the risks.” . According to him, of the 62 lakh registered motor vehicles in the country—46 lakh of which are motorcycles—only 29 lakh licences have been issued so far. This means about 33 lakh vehicles are being driven by unlicensed operators. “It is also unclear whether BRTA maintains an accurate count of total vehicles, and there has never been a clear policy on how many vehicles the roads can actually support,” Kabir noted. CCTV Cameras Offer Little Help Nearly 1,500 CCTV cameras have been installed along the 250-kilometre Dhaka–Chattogram highway to monitor speed and enhance safety. Yet Highway Police say they cannot access data from many of these cameras. SP Shahinur Alam said the systems have not yet been fully handed over to the police. “We hope to gain full access soon,” he said, adding that functional cameras are currently monitored from a control room at Meghna Ghat. Some cameras were also damaged during the August 5 protests, but efforts are underway to repair them, he added. Three-Wheelers and Broken Roads Deepen the Crisis Illegal three-wheelers remain a major hazard on highways. SP Shahinur admitted that completely banning them is difficult without expanding public transport. Sylhet div witnesses 28 deaths in road accidents in June “Many livelihoods depend on these vehicles. However, we are working to keep them out of key highway zones,” he said. The Cumilla–Sylhet highway, particularly its 62-kilometre stretch, is among the worst in the region—riddled with potholes, narrow lanes and broken surfaces. Other regional roads under the Roads and Highways Department are in similar condition. Abul Hasan, a driver for Sugandha Paribahan, said, “Not a single day goes by without an accident. The roads are narrow, broken and unsafe. Collisions between heavy and light vehicles are common. We’ve complained many times, but nothing changes.” Sub-Assistant Engineer of Cumilla Roads and Highways Department, Adnan Ibn Alam, said around 150 kilometres of roads in the district were damaged by last year’s floods and this year’s heavy rains. “We hope to complete all repair work by December or January,” he added.

For five long years, the residents of Mirzaganj upazila in Patuakhali and neighbouring Betagi in Barguna have endured daily suffering due to the collapse of the Domrabad–Jalisha Bridge over the Bairedhon River in Amragachia union. The bridge, locally known as the Domrabad–Jalisha Bridge, caved in back in January 2020 after being struck by a cargo trawler. Since then, its twisted iron structure has remained hanging precariously over the river, a silent testament to neglect and bureaucratic delay. Despite repeated pleas from locals, the bridge has yet to see any permanent reconstruction. Soon after the collapse, the Local Government Engineering Department (LGED) removed some of the bridge’s damaged steel parts but left behind a large portion dangling above the waterway, posing a serious navigational risk. Cargo trawlers now pass underneath at great peril, while residents — farmers, students and traders alike — struggle with severe communication hardships. For years, villagers have had no choice but to rely on small boats to cross the river, paying Tk 5 per trip. Bridge without roads leaves thousands stranded in Rangpur’s Mithapukur Recently, locals from both sides pooled funds to build a makeshift wooden footbridge using tree trunks, attempting to restore some form of connection. To protect children, they even installed green fishing nets along the sides as a basic safety measure. Yet, the improvised bridge is fragile and treacherous, especially during rain or strong winds, and residents still have to travel an additional four to five kilometres to safely reach markets, schools and hospitals. “The lack of a bridge has completely disrupted communication between the two upazilas,” said Md Yusuf Mia, a resident of Hosanabad village. “My daughter and nephews used to attend Domrabad Government Primary School. After the collapse, they crossed by boat for a while, but it became too risky. Now they study at Jalisha Primary School across the river,” he said. The 62-metre-long bridge, constructed in April 2006, once served as a lifeline for thousands of people travelling daily between Domrabad, Uttar Amragachia, Madhya Amragachia, Hosanabad and Jalisha. “Nearly 25 to 30 students from Hosanabad village can no longer attend school,” said Md Firoz Alam, headmaster of Domrabad Government Primary School. “At first they used boats, but now even that is too dangerous. Our student numbers are falling every year,” he said. Dangerous Crossing: Kurigram villagers plead for permanent bridge Farmers, too, have been hit hard. With no bridge, transporting crops to nearby markets has become slow and costly. “If someone falls ill or a woman goes into labour, we have to take a 10–12 kilometre detour to reach the hospital,” said a local resident. When this correspondent visited the site on Tuesday, the remains of the bridge were found hanging dangerously over the Bairedhon River — its rusted metal beams a stark reminder of the area’s isolation and official indifference. Mirzaganj Upazila Engineer (LGED) Chandan Kumar Chakraborty confirmed that a soil test has been completed and a proposal sent to the ministry for allocation of reconstruction funds. “Once funds are approved, we will begin the tender process and start rebuilding the bridge as soon as possible,” he said.

With toxic pesticides and chemical fertilisers saturating its farmlands, Bangladesh faces a growing public health crisis as food safety slips further out of reach. Although these agrochemicals have played a critical role in boosting crop yields their unregulated and excessive use has raised serious concerns about safety. Farmers across the country spray over 40,000 tonnes of pesticides annually, often without adequate training or awareness of safe application methods and dosages.  This widespread misuse not only contaminates food but also degrades soil, pollutes water sources, and endangers non-target organisms. Professor Abu Noman Faruq Ahmmed of Sher-e-Bangla Agricultural University said that although the Pesticide Act was enacted in 2018, Bangladesh still lacks a comprehensive pesticide policy to regulate usage and ensure safe agricultural practices. FAO organises a poster competition in Dhaka to mark ‘World Food Day’ "Bangladesh currently has over 7,500 pesticide products in the market, but misuse and overapplication are alarmingly common," he said at a recent event in Dhaka. Environment Adviser Syeda Rizwana Hasan has said the import of pesticides rose sharply from 12,000 tonnes in 2005 to 27,000 tonnes in 2020 — more than double in 15 years. She shared the information at a roundtable titled “Impact of climate change in the agriculture sector and way forward” organised by the Bangladesh Agricultural Reporters Forum at the Jatiya Press Club in December last year.  She said while the recommended pesticide use per hectare was valued at Tk 98 the current figure has soared to Tk882.  Similarly, fertiliser application has risen dramatically  from 8.5 kg per unit of land to about 700 kg. Organic farming advocate Delowar Jahan, founder of Pran Boichoitor Khamar, said, If I farm naturally, I get 10 maunds of crops; with chemicals, I harvest 25. But the cost to health and nature is not worth the gain." While vegetable production in Bangladesh grew by 37.6% over the past decade, pesticide use rose even faster.  Environment adviser emphasizes valuing food producers, culinary heritage A comprehensive study conducted by researchers at Bangladesh Agricultural University has identified 25 highly hazardous pesticides currently registered and used in the country, raising serious concerns over public health and environmental safety. The study, led by Prof Dr Gopal Das of the Department of Entomology, analysed 343 active pesticide ingredients following eight international benchmarks set by the Food and Agriculture Organization (FAO) and the World Health Organization (WHO).  The findings were presented at a workshop held on July 30 in Dhaka, titled “Enhancing Capacity for Management of Highly Hazardous Pesticides and Chemicals in Bangladesh.” Out of the 25 pesticides identified, 11 were insecticides, seven fungicides, five herbicides, and two rodenticides.  These are used in nearly 8,000 commercial formulations across the country. Among the most widely used toxic chemicals are abamectin, chlorpyrifos, paraquat, glyphosate, glufosinate ammonium, carbendazim, propiconazole, zinc phosphide and bromadiolone. Health experts have raised alarms over the acute and chronic health risks posed by these particularly in commonly consumed vegetables like tomatoes, beans, and eggplants. Children and adolescents are especially vulnerable. Adding to concerns, out-of-season produce such as year-round tomatoes, beans, and cauliflower often grown using heavy chemical input has flooded local markets. Study: 87% dried fish deemed safe, 13% contains pesticides Land ownership also compounds the problem.  Nearly 85% of Bangladeshi farmers are landless, working on leased or sharecropped plots, which discourages sustainable land stewardship.  Meanwhile, government fertiliser subsidies have ballooned to Tk 28,000 crore this year—four times more than last year—yet most farmers still struggle to earn a viable income. “The agriculture system has turned into a gamble,” said Zahidul Islam, an agro-community organizer, adding, “If it were truly profitable, farmers would encourage their children to take it up. Instead, large companies and absentee landlords are buying up land, while small farmers fall deeper into poverty.” Experts are calling for urgent reforms, including avoiding cultivation near industrial sites, regular soil and crop testing, greater consumer awareness and stronger regulatory enforcement by BFSA. To address fertiliser demand, the government on October 7 approved the procurement of 2.30 lakh metric tonnes of fertiliser. This includes 30,000 tonnes of bulk granular urea from SABIC Agri-nutrients Company, Saudi Arabia, at a cost of Tk 159.99 crore. Public health advocates urge a shift toward Integrated Pest Management (IPM), strict enforcement of withdrawal periods before harvest, support for organic farming, and consumer education on how to wash and prepare produce safely. Mohammad Shoeb, Member of the Bangladesh Food Safety Authority, acknowledged the widespread misuse of pesticides. “This is an open secret.  We’re working to coordinate with relevant authorities to reduce usage and monitor market samples regularly. It’s not just food, but the soil and even cattle fodder have become toxic. Even the grass our livestock feed on has lost its nutritional value,” he added.  

Farmers across four districts in the Khulna division have started cultivating winter vegetables for the Rabi season, with the Department of Agricultural Extension (DAE), setting a target to bring 30,365 hectares of land under cultivation this year. According to official data, 15.2 percent of the targeted land in Khulna, Bagerhat, Narail and Satkhira districts has already been cultivated, as farmers remain busy sowing seeds, applying pesticides and preparing their fields. Aiming to strengthen the region’s agricultural base and boost economic prosperity, both the government and local farmers are working together to ensure year-round agricultural production.  Winter vegetable cultivation has become a key part of this initiative, with efforts underway in Khulna, Bagerhat, Satkhira and Narail to increase yields and improve the livelihoods of local farmers. Fields across the region are now being planted with a wide range of crops, including cauliflower, cabbage, broccoli, eggplant, sweet pumpkin, bottle gourd, bean, sponge gourd, red spinach, white spinach (ghee-kanchan), regular spinach and carrots.  Early winter chill grips Bangladesh’s northern districts Officials are optimistic that if no major natural calamities occur during the season, the region will achieve its cultivation targets and contribute significantly to local economic development. According to DAE sources, Khulna District has set a target of bringing 8,335 hectares under winter vegetable cultivation, with 465 hectares (5.6%) already cultivated.  Bagerhat District has made the most progress so far, cultivating 3,122 hectares (34%) of its 9,200-hectare target.  In Satkhira, cultivation has covered 822 hectares (8.5%) of the 9,690-hectare target, while Narail has achieved 6.8 percent progress, with 215 hectares cultivated out of 3,140 hectares planned. Local farmers have expressed both optimism and concern as they enter the new season.  “People are quite interested in winter vegetables. That’s why we’ve started cultivating early,” said Md Saiful, a farmer. “It’s been about one and a half weeks since we sowed the seeds. I hope to get a good price for early vegetables when they reach the market," he said.  Another farmer, Hamidul, shared his frustration over unstable prices.  Jashore emerges as Bangladesh’s winter vegetable seedling hub “I’ve planted cauliflower and cabbage, but after harvesting, market prices often fall. When we don’t get fair prices, our interest in farming decreases,” he said. Salam, a fish farmer, mentioned that he has been cultivating pumpkin, bean and bottle gourd on the banks of his fish enclosures during winter for several years.  “Last year I got good prices, and I hope this year will be just as profitable,” he said. Md Amirul Islam, Sub-Assistant Agriculture Officer of Kalia Upazila, said early winter vegetables are being cultivated on 20 hectares in Dhusahati, Bil Bouch and Boladanga under Salamabad Union. "Farmers are now busy with sowing, pesticide application and other preparations. We’re providing them with continuous guidance,” he said. Md Kishore Ahmed, Agriculture Officer of Dighalia Upazila, said cultivation has already begun on 315 hectares under the current season’s plan, with 200 hectares completed.  “Alongside flatlands, we’ve emphasised vegetable cultivation on the banks of fish enclosures as well. Seeds and fertilisers have been distributed as incentives. Barring any major natural calamity, we expect to achieve our target, as we did last year,” he said. Md Rafiqul Islam, Additional Director of the Department of Agricultural Extension (DAE), Khulna region, said, “Our goal is to make Khulna a more agriculturally driven and economically prosperous region. That’s why winter vegetable cultivation is being expanded during the Rabi season.” Rafiqul said special emphasis has been placed on cultivating vegetables on the banks of fish enclosures, where pesticide use is minimal, making the produce safer for consumption.  “Both farmers and consumers benefit from this method, and cultivation progress is improving daily. We are hopeful that if no major disasters strike, we’ll fully meet our winter vegetable targets and contribute to the region’s economic development,” he added.