Published: 01:24 AM, 28 February 2026
Barisal Division at a Crossroads: Industrialisation, Port Infrastructure and Internal Migration
Md Mahbubur Rahman
Barisal Division, located in the central–southern deltaic region of Bangladesh, remains one of the country’s most economically constrained regions. The local economy is predominantly agro-based, and coastal fishing provides only limited supplementary income to households. Industrial activity is minimal, and employment opportunities outside agriculture are scarce. Historically, labour from Barisal migrated toward Khulna and Jashore, which once formed the core of the country’s jute-based industrial belt. However, this pathway has largely disappeared. The closure of jute mills eliminated a major employment outlet for surrounding districts, leaving Barisal without a significant alternative economic base. Consequently, income levels remain among the lowest in the country, and poverty incidence continues to be high.
In the absence of diversified economic opportunities, large-scale internal migration—primarily toward Dhaka—has intensified. This migration is driven less by choice than by necessity, creating a form of silent economic displacement.
Economic Profile of Barisal Division
The economic structure of Barisal Division is heavily dependent on agriculture. More than 45 percent of the division’s Gross Regional Product originates from agricultural activities. Major outputs include aman and boro rice, pulses and fisheries. Coastal districts such as Patuakhali, Barguna, and Bhola are among the country’s leading hilsa-producing areas, providing seasonal employment and contributing to food security. Despite this resource base, agricultural and fishing incomes remain unstable. Salinity intrusion, flooding, cyclones, and river erosion frequently disrupt production cycles. Productivity varies widely by season, limiting surplus generation and preventing capital accumulation. Per capita income in Barisal is significantly lower than the national average, reflecting structural vulnerability rather than temporary economic stress. Poverty incidence is also the highest among all divisions, reinforcing the conclusion that the region faces persistent developmental constraints.
Barisal as a Coastal Belt Economy
Barisal Division forms an integral part of Bangladesh’s coastal belt. The region is shaped by complex riverine and estuarine systems connecting inland waterways to the Bay of Bengal. Economic activity therefore remains closely tied to land, water, and seasonal cycles. Agriculture, fishing, and small-scale trading dominate livelihoods. This coastal economic structure increases exposure to external shocks and limits income stability. Unlike inland regions, opportunities for diversification remain constrained by geography, fragile ecosystems, and weak infrastructure.
Climate Vulnerability and Livelihood Instability
Economic vulnerability in Barisal is further intensified by climate-related stress. Frequent cyclones, storm surges, tidal flooding, and salinity intrusion disrupt agricultural production and fishing activities. Productive assets are often damaged or destroyed, and recovery capacity remains limited due to low household savings and restricted access to credit. These pressures reduce the reliability of traditional livelihoods and increase income uncertainty. Southern coastal districts consistently show higher livelihood volatility compared to inland regions. In earlier decades, Khulna and Jashore absorbed labour from Barisal through the jute industry. However, declining global demand, governance challenges, and aging infrastructure led to the closure of most mills. The disappearance of this industrial base removed an important regional safety valve. Today, the primary response has become outward migration. Nearly one-fifth of residents originally from Barisal now live in Dhaka. Migration supports household survival through remittances, but it also drains productive labour from origin areas, weakens local demand, and deepens regional stagnation.
Infrastructure Deficits and Industrialisation Challenges
The economic transformation of Barisal is constrained primarily by inadequate infrastructure—particularly transport, energy supply, industrial facilities, and port access.
Transport and Connectivity: Barisal has no operational railway connection. Freight transport relies heavily on roads and waterways, and river crossings—especially across the Meghna—remain major bottlenecks. Seasonal flooding further disrupts transport. Road connectivity to major seaports is costly and time-consuming, discouraging industrial investment.
Industrial Infrastructure: No major export processing zone or large industrial park has historically operated in Barisal Division. Industrial utilities remain limited, and large-scale industrial land development has not progressed sufficiently. As a result, private investment has remained low.
A positive shift is emerging with the development of the Patuakhali Export Processing Zone (PEPZ). Land development is advancing, and plot allotment is expected soon. Once operational, PEPZ may generate large-scale employment and support export-oriented manufacturing in coastal Bangladesh. However, its success will depend heavily on logistics efficiency and port connectivity. Without efficient maritime access, export competitiveness may remain constrained, reinforcing the importance of Payra Port as complementary infrastructure.
Energy and Utilities: Electricity supply has improved following the commissioning of the Payra power plant, but distribution reliability remains inconsistent. Industrial water supply and waste management systems remain weak, reducing the feasibility of manufacturing operations.
Port Accessibility: The absence of a nearby seaport remains the most critical constraint. Industries must rely on distant ports, increasing logistics costs and reducing competitiveness. Payra Port was initiated to address this gap, but operations remain limited and revenue has yet to offset initial investment costs.
Investment Implications: Barisal receives less than one percent of national foreign direct investment. Investment remains concentrated in established industrial corridors, reinforcing the underdevelopment cycle of the southern coastal region.
Migration and the Emerging Economic Refugee Question
Economic deprivation has led to sustained out-migration from Barisal. Poverty, unstable agricultural income, and lack of industry remain primary drivers. Climate-induced livelihood stress increasingly interacts with economic vulnerability, accelerating relocation decisions. Although migrants are not displaced by conflict, economic necessity leaves little choice. Functionally, they resemble economic refugees. This trend places pressure on urban housing, transport systems, and informal labour markets while origin areas experience labour loss and demographic stagnation. Households increasingly depend on remittances, which remain uncertain and unstable. Social ties weaken, and long-term settlement in urban slums creates new vulnerabilities. Addressing this situation requires local job creation, improved connectivity, and targeted social protection. Migration should not remain the sole survival strategy for the people of the central-southern region of Bangladesh.
Payra Port: Cost–Benefit Perspective and Economic Impact
The development of Payra Port has required significant public investment, including capital dredging, channel development, and access infrastructure. Maintenance dredging adds recurring cost, and short-term financial returns remain limited. Current projections indicate breakeven around the late 2030s. However, economic evaluation should extend beyond direct port revenue. Payra Port has the potential to anchor industrial zones, reduce transport costs, and attract logistics services. Agro-processing, seafood processing, light manufacturing, and warehousing are viable sectors. Industrial demand will generate port traffic, and port access will reduce logistics costs. This interaction is gradual, and immediate profitability should not be the sole criterion. The operationalisation of Patuakhali EPZ strengthens the hinterland demand case for the port, linking export manufacturing directly with maritime access. From a welfare governance perspective, preventing sustained economic displacement justifies long-term public investment. Payra Port therefore remains a strategic instrument for regional integration and balanced development. Port-led industrialisation can also serve as an economic adaptation mechanism by reducing dependence on climate-sensitive livelihoods.
The following policy directions are recommended in this regard:
• Accelerate operationalisation of Payra Port and ensure navigation maintenance
• Ensure timely operationalisation of Patuakhali EPZ with reliable utilities and logistics support
• Promote public–private partnerships and targeted fiscal incentives
• Improve road and rail connectivity with the national transport network
• Invest in vocational training linked with port and industrial activities
Barisal Division faces persistent poverty, limited industrialisation, and high out-migration. The development of Patuakhali Export Processing Zone represents an important policy shift, yet structural constraints in transport and port access continue to limit regional recovery. Initial financial viability may appear limited, but social and economic returns are substantial. Welfare-based governance requires patience, strategic vision, and place-focused development. Coordinated implementation of Payra Port and Patuakhali EPZ is therefore essential to convert policy intent into sustained employment and export growth. Timely intervention can prevent further economic displacement and restore productive balance in southern Bangladesh.
Md Mahbubur Rahman is a Captain of
Bangladesh Navy. He is currently
serving as Director of Maheshkhali
Integrated Development Authority (MIDA).
