Europäische Union

Statement by the High Representative on behalf of the European Union on the alignment of certain third countries with Council Decision (CFSP) 2026/1837 of 24 July 2026 amending Decision (CFSP) 2023/1532 concerning restrictive measures in view of Iran’s military support to Russia’s war of aggression against Ukraine and to armed groups and entities in the Middle East and the Red Sea region as well as Iran’s actions undermining freedom of navigation in the Middle East.

Statement by the High Representative on behalf of the European Union on the alignment of certain third countries with Council Implementing Decision (CFSP) 2026/1850 of 24 July 2026 implementing Decision 2011/235/CFSP concerning restrictive measures directed against certain persons and entities in view of the situation in Iran.

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Downpours flood the streets of Dhaka. Credit: Farid Ahmed/ IPS

By Mohammad Zaman
DHAKA, Bangladesh, Aug 13 2026 (IPS)

Dhaka’s recent and recurrent flooding is often treated as a natural disaster, but rain is only the trigger. The deeper causes are political, planning and ecological failure: wetland loss, canal encroachment, unplanned growth, weak enforcement, fragmented institutions and short-term engineering fixes. Dhaka is not drowning because it rains; it is drowning because it has been built as if water had nowhere to go.

Historically, Dhaka was part of a watery landscape of rivers, canals, ponds, floodplains and low-lying retention areas. These were not vacant lands; they were essential drainage infrastructure that stored rainwater, slowed runoff and carried excess water toward surrounding rivers. As the city expanded, this blue-green network was filled, narrowed or severed, leaving drains unable to cope even with moderate rainfall.

Mohammad Zaman

Urbanisation has made this worse by replacing absorbent land with concrete. Roads, buildings and paved courtyards reduce infiltration and speed up runoff. A 2023 study on pluvial flooding in Dhaka found that land-use change has depleted natural canals and increased flood vulnerability, with future inundation likely to rise under continued expansion. Every structure built on a wetland or flood-flow zone transfers risk to nearby neighbourhoods.

Drains and canals have also deteriorated. Many are clogged with waste, narrowed by illegal structures or disconnected from smaller drains. Box culverts, often promoted as modernisation, have in some places buried waterways rather than restoring them as living drainage corridors. Drainage fails not only because pipes are small, but because the wider hydrological system has been cut apart.

Climate change adds pressure through shorter, heavier and less predictable rainfall, but it should not excuse bad planning. World Bank work on urban flooding in Greater Dhaka has warned that the city already has an adaptation deficit. The real problem is that Dhaka has reduced its own capacity to absorb shocks, treating flooding as a pipe-sizing seasonal issue rather than a citywide water-management challenge.

The consequences appear first in transport paralysis. When major roads in Mirpur, Dhanmondi, Green Road, Motijheel, Shantinagar, Old Dhaka and other areas go underwater, commuters lose hours, public transport stalls and businesses suffer. The cost includes damaged vehicles and inventories, delayed logistics, lost productivity and the daily stress of moving through a city that cannot function after rain.

Flooding also deepens inequality. Low-income residents in informal and low-lying settlements face contaminated water entering their homes, loss of daily income, damaged belongings and higher disease risk. Floodwater mixed with sewage, waste and pollutants increases infections and waterborne illness. The poor pay twice: through greater exposure and weaker access to healthcare, savings and political voice.

The scale of impact shows this is not a seasonal inconvenience. A 2023 GIS and remote-sensing study found that almost 35 percent of Dhaka falls within high or very high waterlogging-vulnerability zones, with slum households disproportionately concentrated there. Recent rainfall confirms the risk: Dhaka recorded 130 millimetres of rain in six hours on 12 July 2024, while another episode brought 196 millimetres in 24 hours in 2025, submerging major roads despite large drainage investments.

Infrastructure spending has not produced resilience. The two Dhaka city corporations reportedly invested more than Tk 262 crore over four years up to 2024 to build 334.19 kilometres of drains, box culverts and related infrastructure, yet large areas still flooded. Planning data show that Dhaka lost 3,440 acres out of 9,556 acres of designated flood-flow zones, retention areas and waterbodies since the 1995 Detailed Area Plan, while central-city waterbodies reportedly fell from 20.57 percent in 1995 to 2.9 percent in 2023. The city is paying to drain water while allowing the systems that make drainage possible to disappear.

This failure is reinforced by institutional fragmentation. Responsibility is divided among Dhaka WASA, the two city corporations, RAJUK, the Bangladesh Water Development Board and others. Each controls part of the problem, but no single body manages the full catchment: drains, canals, retention areas, pumps, river outfalls and land-use control. The result is scattered action followed by renewed flooding.

Weak enforcement makes plans meaningless. Master plans and Detailed Area Plans have identified flood-flow zones, retention ponds and wetlands, yet these areas continue to disappear under housing, roads and commercial development. Encroachment survives because it is profitable, politically protected or administratively tolerated.

Accountability is also weak. Spending is reported, but outcomes are rarely evaluated. Dhaka does not need another narrow drainage project; it needs the political courage to enforce existing plans, recover waterways and protect the remaining wetlands.

The city must treat canals, wetlands, ponds and flood-flow zones as critical public infrastructure. Remaining wetlands should be protected, encroached canals demarcated and recovered, and major waterways restored as open drainage corridors connected to surrounding rivers. Dhaka also needs an integrated flood-management platform with clear authority over land-use approvals, canal recovery, drainage investment, pump operation, solid-waste control and emergency response.

Future planning must also centre vulnerable communities. Informal settlements, low-income neighbourhoods, street vendors, schoolchildren and daily-wage workers face the harshest effects but are rarely treated as planning partners. Community reporting of blocked drains, health warnings, emergency transport plans and compensation for repeated losses should be part of resilience policy. A flood-safe Dhaka requires ecological restoration, institutional discipline and social justice.

Dhaka’s flooding is a warning about planning against nature. The city has tried to engineer its way out of a crisis created by land conversion, institutional weakness and ecological neglect. Until it restores and governs its blue-green network as essential infrastructure, each monsoon will bring the same result: a megacity halted by rain it once knew how to live with. The choice is no longer between development and drainage; it is between protecting people and flooding them in the name of progress.

Dr. Mohammad Zaman is an international development consultant whose work across Asia and Africa focuses on social safeguards, displacement, resettlement and inclusive development. He lives in Vancouver, Canada, and can be reached at: mqzaman.bc@gmail.com

IPS UN Bureau

 

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Sailing container ship. Credit: Unsplash/Kinsey Wang

By Maximilian Malawista
UNITED NATIONS, Aug 13 2026 (IPS)

Global goods trade reached approximately USD 13.7 trillion in the first half of 2026, up 12.5 percent from the same period in 2025, while services grew 10.5 percent, together adding USD 2 trillion to global trade. While these figures point to continued expansion, much of the increase reflects rising prices rather than stronger trade volumes.

According to UNCTAD’s Division on International Trade and Commodities, disruptions to shipping through the Strait of Hormuz have strained energy supplies, increased fuel costs, disrupted maritime logistics, and raised production costs across a wide range of industries. Prices for traded goods rose 3.6 percent year-on-year in the first quarter of 2026, accelerating to 5.1 percent in the second quarter. Although merchandise trade continues to expand, UNCTAD’s nowcast, its data and model-driven predictions of global trade over period growth, estimates that trade by value will grow by 4.2 percent in the third quarter of 2026 compared with the same period last year, suggesting that higher prices continue to account for a significant share of trade growth.

This inflation is driven by a roughly 160-day disruption of the Strait of Hormuz, where 25 percent of the seaborne oil trade, 20 percent of global liquefied Natural Gas (LNG), about one-third of global seaborne fertilizer trade, and significant petrochemical supply chains have been almost completely shut off from maritime trade flows. According to the Strait of Hormuz Tracker, roughly 7 ships have transited on August 7, 11.7 percent of traffic compared to normal pre-crisis levels: limiting daily throughput to 1.2 million compared to pre-levels of 10.3 million.

According to Freightos, the cost of a 40-foot equivalent unit (FEU) on a China/East Asia to North America East Coast voyage was roughly USD 9,100 in July, up from USD 4,300 in May. Similarly, on a China/East Asia to North America West Coast voyage it cost USD 7,550 in July, up from USD 2,828 in May.

This drastic price volatility for a FEU reflects the consequences of heightened fuel costs. Both the passages mentioned do not go near the Strait of Hormuz, both thousands of miles away. Yet, the effects of a disruption to the Strait cascade across global shipping. Logistics is the backbone behind every industry, with shipping a FEU becoming more expensive by more than double in multiple passages, the price of the items within those FEU also must rise in price to cover the costs.

The effects are particularly evident in East Asia, the world’s manufacturing hub and the center of the global semiconductor and artificial intelligence (AI) supply chain, where demand for AI infrastructure, digital technologies, and electric mobility continues to accelerate. According to UNCTAD, trade in critical minerals increased 38 percent during the first quarter of 2026 compared with a year earlier, and semiconductor trade rose 25 percent, batteries 15 percent, information and communication technology (ICT) products 14 percent, and electric vehicles 11 percent.

Yet despite being geographically distant from the Strait of Hormuz, semiconductor fabrication facilities in Taiwan and South Korea remain heavily dependent on reliable global shipping networks, affordable energy, and petrochemical inputs. As higher fuel prices increase the cost of transporting components between suppliers and manufacturers, and rising electricity, natural gas, and petrochemical prices raise production costs, the value of these high-tech exports continues to climb—even when the volume of goods traded grows far more slowly.

The Strait of Hormuz disruption demonstrates the interconnectedness of the global maritime system. A constriction in this strategic maritime chokepoint raises oil and LNG prices, increasing transportation and industrial energy costs, heightening manufacturing expenses, and ultimately raising the price of internationally traded goods. Consequently, manufacturers in East Asia, importers in North America, and consumers around the world all experience the effects of a disruption occurring thousands of miles away. As these costs accumulate across increasingly interconnected supply chains, the nominal value of global trade rises, even when underlying trade volumes and real economic output grow much more slowly, illustrating that higher trade values do not necessarily represent stronger economic performance.

IPS UN Bureau Report

 

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