[🇧🇩] Sea Ports/Air Ports/River Ports/Bridges/Mega Projects

China to upgrade Mongla port
Staff Correspondent 03 February, 2025, 00:41


Mongla port. | File photo

The interim government on Sunday approved a project aiming at upgrading the container terminal at the Mongla port in Bagerhat with a loan of Tk 3,592.90 crore from China.

The Bangladesh government will contribute the remaining Tk 475.33 crore to the overall project cost of Tk 4,068.23 crore approved by the executive committee of the National Economic Council at the Planning Commission at Agargaon in the capital Dhaka.

At a post-meeting briefing, planning adviser Wahiduddin Mahmud said that the port would be developed as a hub, serving the regional countries like Bhutan and Nepal.

China has long been showing a keen interest in financing the project, he said.

Shipping ministry officials said that the same project had been submitted to the ECNEC in 2020 seeking approval, but the proposal was sent back then.

Under the project now to be concluded in 2028, the port authorities will construct a container terminal with equipment, delivery yard, multi-storied car sheds, removal of sinking wreckages and improvement of main roads.

Lack of infrastructures in the port has failed to attract ships, with about 40 per cent of its berthing facility remaining unutilised.

At present, the port authorities have been implementing several projects, including the upgrading of Mongla port project at Tk 6,015 crore since 2020 with Tk 4,459 crore from an Indian loan.

The planning adviser said that foreign loans were bad, but those became burden if not invested in viable projects.

Fearing that the overall debt payment would face more pressure in the coming days due to the implementation of the mega projects by the ousted Awami League regime, he suggested higher revenue mobilisation by the National Board of Revenue.

The day’s meeting, presided over by chief adviser Muhammd Yunus, approved 13 projects at Tk 12,532.28 crore. Of the cost, Tk 4,097.23 crore will come from the local sources and Tk 7,328.95 crore from the foreign sources.

Of the approved 13 projects, nine are new projects while four are revised projects.

The other projects include Uttar Kattali catchment sanitation in Chattogram metropolis (Tk 2,797.22 crore), improved seed production and development of rice, wheat and corn, 3rd phase (Tk 474.68 crore), modernisation and development (2nd phase) of seed production, processing and distribution management of BADC (Tk 292.86 crore), food safety testing capacity development (Tk 2,409.70 crore), digging some four evaluation-cum-development wells of Titas and Kamta fields (Tk 1,255 crore), conducting three-seismic survey at Habiganj, Bakhrabad and Meghna fields (Tk 454.25 crore) and digging Sylhet-12 number well (oil well) (Tk 255.25 crore).​

About Tk 150b project for preparing construction of Bay terminal in Chattogram
Special Correspondent Dhaka
Published: 19 Apr 2025, 22: 53


Workers are seen handling a container at Chattogram sea port in 7 February 2022 Prothom Alo file photo

A support project with a budget of about Tk 150 billion will be undertaken for the preparations of the construction of Bay terminal in Chattogram.

The project tilted Bay Terminal Marin Infrastructure Development Project will be placed at the meeting of the Executive Committee of the National Economic Council (ECNEC) on Sunday for approval.

Chief Adviser Professor Muhammad Yunus will preside over the meeting at the NEC conference room of the Planning Commission in the capital.

According to the Planning Commission, the Chittagong Port Authority will implement the project in Anandabazar area of the port city’s South Halisahar from April 2025 to June 2031.

Breakwater and navigation channel facilities, as well as all necessary infrastructures and facilities will be constructed under the proposed project.

The World Bank will finance Tk 102.72 billion and the government will provide Tk 46.37 billion from the state exchequer.

Three Bay terminals will be built to facilitate the Chittagong port operation. Two of the terminals will be built under public private partnership (PPP) while the Chittagong Port Authority will construct the remaining one.

The government formulated the Strategic Master Plan for Chittagong Port in 2015, which includes the construction of Bay terminals. A feasibility study was carried out later. However, separate project was also undertaken to build the required infrastructures for the constructions of Bay terminals.​

Matarbari all set to sign deal for two jetties

The long-awaited journey towards Bangladesh's first deep-sea port at Matarbari in Cox's Bazar is finally approaching a major milestone.

The Chittagong Port Authority (CPA) is set to sign a contract on April 22 for the construction of two jetties—marking the beginning of the first phase of the Matarbari Port Development Project.

The agreement will be signed with a Japanese joint venture comprising Penta-Ocean Construction Co. Ltd. and TOA Corporation, at a ceremony scheduled to be held at a hotel in Dhaka, confirmed CPA Secretary Md Omar Faruk.

The contract, titled "Matarbari Port Development Project Phase-1 Package 1: Procurement of Civil Works for Port Construction," is valued at approximately Tk 6,200 crore and the deadline for completing phase-1 has been set for 2029.

Funded mostly by the Japan International Cooperation Agency (JICA), the total cost of the port project is estimated at Tk 24,300 crore.

Phase-1 includes the construction of two jetties: a 460-metre-long container jetty and a 300-metre-long multi-purpose jetty.

It also covers yard reclamation, soil improvement, terminal facilities, and the construction of administrative and operational buildings, according to Commodore Kaosar Rashid, CPA member for harbour and marine and the project director.

Once operational, Matarbari Port will become the country's first deep-sea port, capable of handling container vessels with capacities of up to 8,000 TEUs (twenty-foot equivalent units).

In contrast, the Chattogram port currently accommodates vessels of up to 2,500 TEUs.

The vision for a deep-sea port at Matarbari emerged in 2018 when the government launched a coal-based power plant project in the area.

The need for a wider and deeper channel to transport fuel sparked the idea for a full-fledged seaport.

The state-owned Coal Power Generation Company Bangladesh (CPGCBL), which implemented the 1,200-megawatt power plant project, also constructed an artificial channel measuring 14.5 kilometres in length, 250 metres in width, and 18 metres in depth.

Recognising the strategic value of this deep-draft channel, the government decided to establish a commercial port on the same site.

JICA, which had also funded the power plant, endorsed the idea after its feasibility study revealed the seabed was deeper than previously expected.

To further facilitate the port's development, the channel was widened by 100 metres and deepened by an additional two metres.

The CPGCBL also constructed essential maritime infrastructure, including a 1,753-metre breakwater on the north side, a 713-metre breakwater on the south side, and a 1,802.85-metre revetment—all using stone blocks.

The Executive Committee of the National Economic Council (ECNEC) originally approved the Matarbari Deep Seaport Development Project in 2020 with an estimated cost of Tk 17,777 crore and a Phase-1 completion target of 2026.

However, in October 2024, ECNEC revised the project, raising the budget to Tk 24,381 crore and pushing the deadline to 2029.

According to port officials, the 37 percent rise in project costs resulted from factors such as the depreciation of the taka, increased land acquisition expenses, and design modifications.​

TK 135.25b Bay Terminal development project in Chattogram approved
Published :
Apr 20, 2025 22:53
Updated :
Apr 20, 2025 22:53



The interim government has approved an infrastructure development project worth over Tk 135.25 billion for the Bay Terminal in Chattogram, reviving a long-stalled initiative in a region considered strategically vital both geographically and economically.

The Executive Committee of the National Economic Council (ECNEC) gave the nod on Sunday at a meeting chaired by Chief Adviser Muhammad Yunus at the NEC Conference Room in the Planning Commission complex.

The Bay Terminal Marine Infrastructure Development Project, stuck in bureaucratic limbo for nearly a decade, had seen no visible progress for four and a half months following the fall of the previous administration—even after securing the land needed for construction.

Of the total cost, the World Bank will provide Tk 93.33 billion, while the government will bear the remaining Tk 41.92 billion, reports bdnews24.com.

“This project has been under discussion for years without progress. Today we are finally moving forward with it. The project is the Bay Terminal in Chattogram,” Planning Adviser Wahiduddin Mahmud said after the meeting.

He said while Chattogram is commonly referred to as a seaport, it technically functions as a river port.

“Bangladesh has no real seaport,” he remarked.

“Considering the way our economy is growing, and the scale we expect it to reach over the next 15 to 20 years, this part of the Bay of Bengal is not only important for Bangladesh but also holds regional significance. A maritime port facility here is essential,” he added.

Although the current project has not been categorised as a “mega project”, Wahiduddin said it would eventually be part of a larger initiative involving four terminals—two of which will be developed under public-private partnerships (PPP).

“In total, this will become a mega project,” he said.

“For now, we’re approving a major component of it, but the complete package will be much bigger.”

The adviser said instructions had been issued to begin work without further delay.

Initial work will focus on building a breakwater to shield the port from high waves and storms, along with developing essential support infrastructure.

The breakwater construction and dredging activities will be financed with support from the World Bank.

Wahiduddin hopes that even if the two associated projects take 10 to 15 years to complete, they will be fully operational and capable of meeting the country’s growing trade needs.

“We cannot afford further delay. The Karnaphuli river port was never sufficient, and this has been evident for over 20 years. Large ships cannot even dock there,” he said.

The Bay Terminal Project was first proposed 10 years ago to support the country's future trade expansion and establish an international standard seaport.

Though feasibility studies were conducted three years later, the masterplan was only finalised in November 2023.

Spanning over 6.25 km from behind the Chattogram EPZ near Patenga Sea Beach to Rani Rashmoni Ghat, the terminal has already received most of its required land.

Despite approval of a World Bank loan for the breakwater, no visible progress had been made until now.

Chattogram port has previously faced vessel congestion and long waiting times.

Existing terminals could not accommodate ships with a draft exceeding 10 metres, the depth of the ship's submerged part.

To address these issues and facilitate docking of larger vessels, known as mother vessels, the port authority initiated the Bay Terminal project in 2014, focusing on the Patenga Beach area.

In 2017, a foreign company conducted technical, economic, and environmental studies for the project and developed a master plan, which was finalised and unveiled in November last year.

The plan includes constructing two container terminals measuring 1,225 metres each and a multipurpose terminal 1,500 metres long, for a total of three terminals.

It also proposes 11 jetties across 4.95 kilometres of terminal length, capable of accommodating vessels with 12-metre drafts and 300-metre lengths.

Under the PPP model, agreements have already been signed with two foreign firms for the construction of two terminals.

Although the project is envisioned to span over 352 hectares, the port authority has so far received nearly 230 hectares. These were allocated in May, 2024.

In June, the World Bank approved a $650 million loan for constructing the breakwater and dredging to protect the Bay Terminal from tidal currents.

Sunday’s ECNEC meeting approved 14 projects in total, with a combined estimated cost of Tk 242.47 billion.​

Matarbari Port to open new horizon for global trade: Adviser Sakhawat
FE Online Desk
Published :
Apr 22, 2025 21:34
Updated :
Apr 22, 2025 22:04



The Matarbari Deep Sea Port will open up a new horizon for international trade and serve as a strategic investment for Bangladesh’s future, said Adviser to the Ministries of Shipping and Labour and Employment Brig Gen (retd) M Sakhawat Hossain on Tuesday.

“This is not merely an infrastructure project—it is a cornerstone for the country’s long-term economic ambitions,” he said while addressing a contract signing ceremony in the capital for the development of the Matarbari Port under the Chattogram Port Authority (CPA), funded by JICA and CPA.

Once operational, the Matarbari Port will significantly boost the country’s cargo handling capacity by accommodating large vessels of up to 100,000 DWT, ease congestion at existing ports, enhance supply chain efficiency, and ensure direct access to the emerging industrial zones in Cox’s Bazar and Maheshkhali, he said.

Sakhawat also noted that the port is expected to help transform Bangladesh into a key energy and trans-shipment hub in the region, reports UNB.

Under Package 1 of the project, construction includes a 300-metre-long multi-purpose berth (for vessels up to 200m), a 460-metre container berth (for ships up to 350m), along with terminal buildings, pavements, retaining walls, sea walls, boundary walls, land development, dredging, land reclamation, emergency generators, solar power facilities, terminal utilities, and other ancillary civil and electrical works.

The terminal yard will feature around 5,100 ground slots for storing containers. With a 14.5-metre draft and the ability to berth container vessels of 300 metres in length and up to 8,200 TEUs, the port is projected to handle between 0.6 and 1.1 million TEUs annually by 2029, rising to an estimated 2.2 to 2.6 million TEUs by 2041.

Highlighting Japan’s support in the project, the adviser said, “The cooperation from the Government of Japan and JICA has been instrumental in turning the Matarbari vision into reality. Their technical expertise, financing, and capacity development contributions are deeply appreciated.”

The agreement was signed between Rear Admiral S M Moniruzzaman, chairman of Chattogram Port Authority, and Tomokazu Hasegawa, General Manager of Penta-Ocean Construction Co Ltd.​

Bangladesh gets $850 million in World Bank loans for Bay Terminal, social protection


Photo: Collected

Bangladesh has secured $850 million in financing from the World Bank to support the development of a major marine terminal in Chattogram and to expand the country's social protection programmes, the Economic Relations Division (ERD) said in a statement.

Two separate financing agreements were signed today (April 23) in Washington between the ERD and the International Development Association (IDA), the World Bank's concessional arm.

Under the deal, the WB will provide $650 million to Bangladesh for the Bay Terminal Marine Infrastructure Development Project at Chattogram, the port city.

Another $200 million will go toward implementing a wide-ranging social protection project, according to a statement from the ERD.

Shahriar Kader Siddiky, secretary of the ERD, and Gayle H Martin, interim country director of the World Bank for Bangladesh, signed the agreements on behalf of their respective institutions.

The Bay Terminal project, overseen by the Chittagong Port Authority, is expected to significantly improve port efficiency by reducing vessel turnaround time and increasing capacity.

It includes the construction of breakwaters, capital dredging of the entrance channel and basin, and the installation of navigation systems.

The World Bank estimates the project could reduce daily economic losses by $1 million. Implementation is scheduled from April 2025 to June 2031.

The social protection project, to be implemented by the Department of Social Services and the Finance Division, will run from July 2025 to June 2030.

It aims to expand the national social safety net by developing a Dynamic Social Registry, strengthening cash transfer programs, and supporting livelihood opportunities for low-income populations.​

https://thefinancialexpress.com.bd/views/opinions/threat-to-padma-bridge-posed-by-river-erosion

Threat to Padma Bridge posed by river erosion
Neil Ray
Published :
Apr 27, 2025 23:17
Updated :
Apr 27, 2025 23:17



The embankment built to protect the Padma Bridge project area is under severe threat, according to a report carried in a contemporary. A two-kilometre segment of the embankment at Jajira point of Shariatpur has started experiencing river erosion. The river has become deeper closer to the Padma Bridge and at the same time the erosion is approaching the bridge. Given the treacherous nature of the river Padma, a hydro-meteorological disaster cannot be ruled out if measures are not taken immediately to protect the river-line embankment at that point. The problem of this river is particularly treacherous because of the fast shifting soil of its bed. This is exactly happening to one-kilometre segment of the embankment and the rest one kilometre length is actually experiencing erosion.

This is not the first time that alarm bell has been sounded. Months before another report came up with the danger posed to the embankment and the bridge. But the authorities failed to respond to the call the way it should have done. Following the landslide of 100 metre of the embankment at Naodoba zero point in November last year, the Bangladesh Water Development Board (BWDB) and the Bangladesh Bridge Authority (BBA) jointly carried out a study. The study found that the depth of the river along one-kilometre stretch is greater than in the surrounding areas. What was of particular concern is that the soil of the river bed continued to move away from that segment. The river moved closer to the other segment of one-kilometre length. Erosion happened there too.

The BWDB has undertaken repair works of the 100-metre embankment that gave in last year in November. The repair consists of putting in place sand-laden geo-textile (geo) bags and cement concrete (CC) blocks at a cost of Tk27 million. Isn't it too little too late? Tortuous and treacherous, the Padma cannot be restrained by such patch works. Even in the lean season, it can break through the defence of strong embankment. The least said about its power in the monsoon the better.

An extensive and comprehensive study was well in order to see if there was any error or defect when the river training was done. The bridge authority constructed an embankment two kilometres to the east in order to protect the project area of the Padma Bridge. After the river training, the bank-line embankment reportedly was aligned to the one constructed earlier.

This is somewhat confusing. Without river training, the feasibility of a bridge is questionable. When a bridge of the order on a mighty river like the Padma is concerned, not just river training but river engineering should be conducted meticulously beforehand to determine the vulnerability or not of the structure to river erosion or shifting of the channel.

Any attempt to prevent erosion of the river by piling geo bags and cc blocks is most likely to prove a child's play. It is better to act on the basis of findings of river training and even river engineering. If needed, experts in hydro-meteorology from abroad can be hired to find out how grave the situation is and how it can be arrested sustainably. After all, this bridge has to be protected at any cost.

Early detection of any defect in the embankment will give better chance for obviating the threat effectively. There is also the need for analysing the anthropogenic impacts on the river. Sand extraction within the vicinity of the bridge was also reported a few times in the past. The bridge authority and the BWDB did not swing into action against the culprits to let such drives to act as a deterrent to the illegal and destructive practice. Before the worst happens, necessary remedial measures must be devised to save the bridge and the locality under threat.​

Ports must be made world-class to make country investment hub, says chief adviser
UNB
Published :
Apr 30, 2025 20:25
Updated :
Apr 30, 2025 20:25



Chief Adviser Professor Muhammad Yunus on Wednesday directed the persons concerned to quickly settle discussions with potential foreign investors to increase the capacity of Chattogram port with world-class services in an effort to make the country an investment hub.

"We’ll have to involve such operators in port management so that our ports can gain the ability to compete in the international market. We must make our ports world-class to implement the investment hub that we are talking about,” he said.

The chief adviser made the directives at a high-level meeting with officials of the Ministry of Shipping, Bangladesh Investment Development Authority (BIDA), Bangladesh Economic Zone Authority (BEZA), Chittagong Port Authority, and other relevant departments at the State Guest House Jamuna.

The chief adviser urged all the concerned departments to complete the work by August through proper coordination.

BIDA and BEZA Executive Chairman Chowdhury Ashik Mahmud Bin Harun informed the meeting that the current handling capacity of Bangladesh's seaports is 1.37 million units per year, which can be increased to 7.86 million units in the next five years through proper planning and action.

He said that the currently operational New Mooring Container Terminal (NCT) of Chattogram Port is capable of handling 1.27 million units per year and Mongla Port is capable of handling 0.1 million units. Their capacities can be increased to 1.5 million and 0.63 million respectively.

Ashik said once the construction of Patenga Container Terminal, Laldia Container Terminal, Bay Terminal and Matarbari Deep Sea Port is completed, Bangladesh will have a handling capacity of more than five million units.

He informed the Chief Adviser about the overall progress in the speedy completion of the Laldia Port work for foreign investment.

Shipping Adviser Brigadier General (Retd) Dr M. Sakhawat Hossain, Chief Adviser’s Special Envoy on International Affairs Lutfey Siddiqi, Senior Secretary to the Ministry of Shipping Mohammad Yusuf, Secretary to the Chief Adviser's Office Md. Mahmudul Hossain Khan, Chief Executive Officer of the Public Private Partnership Authority (PPPA) Muhammad Rafiqul Islam and Chairman of the Chittagong Port Authority Rear Admiral S. M. Moniruzzaman, among others, were present.​

Govt plans to hire foreign firms to operate Ctg Port
Says CA’s press secretary


Chittagong Port. File photo: Star

The government is considering appointing some of the world's most experienced port operators to manage Chattogram Port and other sea and land ports in the region, said Chief Adviser's Press Secretary Shafiqul Alam yesterday.

He expressed hope that the recruitment process would be completed by September this year.

Speaking at a press conference at the Chattogram Circuit House in the afternoon, Shafiqul addressed concerns regarding the rationale behind bringing in foreign operators instead of employing domestic ones.

"Chattogram Port is currently unable to handle cargo in line with the demands of today's global investors. Local operators, including Saif Powertec, are facing capacity limitations, which is a key reason behind the persistent container congestion at the port."

Shafiqul emphasised that the future trajectory of Bangladesh's economy hinges on the efficiency and capacity of Chattogram Port. "We have no alternative but to expand the capacity of the port, along with Patenga Terminal, Bay Terminal, and Matarbari Port.

"Chattogram and its surrounding areas are ideal for port-based development. We are in discussions with companies that have experience managing 50 to 100 ports globally."

Outlining the government's long-term vision, Shafiqul said the combined container handling capacity of ports in and around Chattogram currently stands at 1.27 million TEUs (Twenty-Foot Equivalent Unit). The government aims to raise this to 7.86 million TEUs by 2030.

One TEU is based on the volume of a standard 20-foot long intermodal container.

"To transform Bangladesh into an economic hub, port capacity must be expanded," he said, noting that a comprehensive strategy is being developed, which includes the improvement of the Dhaka-Chattogram highway and related infrastructure.

He assured that only top-tier companies with unblemished reputations will be selected, and the process will be fully transparent. "The agreements may be executed through open tenders or under a government-to-government (G2G) arrangement."

In response to a question about the establishment of a "humanitarian corridor" with Myanmar, the press secretary said, "I've already spoken on this matter clearly. We would consider a humanitarian corridor only if the United Nations takes the initiative.

"The entire matter would require discussions with both countries -- Myanmar and Bangladesh. The idea of a humanitarian corridor has come up because there is ongoing civil war in that region. I think it's premature. In our view, it's still a long way off."​

Yunus for foreign collaboration to boost Ctg port
Staff Correspondent . Chattogram 14 May, 2025, 12:35


Chief adviser Professor Muhammad Yunus visits the Chattogram Port on Wednesday. | BSS photo

Bangladesh interim government chief adviser Professor Muhammad Yunus on Wednesday underscored the need for engaging foreign expertise and cooperation to enhance the efficiency and capacity of the Chattogram Port, widely considered the economic lifeline of the nation.

During his visit to the New Mooring Container Terminal (NCT-5) at the port in the morning on the day, Yunus said, ‘Bangladesh cannot unlock new economic frontiers without strengthening the Chattogram Port. To elevate its performance to international standards, we must welcome foreign expertise and cooperation.’

It is his first official visit to Chattogram after taking office as the interim government chief adviser on August 8, 2024, following the ouster of authoritarian Awami League regime amid a mass uprising.

He said, ‘In the past, I had only written about this port. Today, I have the opportunity to see it first-hand and initiate concrete steps. Our goal is to transform this into a truly global-standard port.’

Following a multimedia presentation at the port, the chief adviser alongside shipping adviser retired Brigadier General M Shakhawat Hossain and Chattogram Port Authority chairman Rear Admiral SM Moniruzzaman addressed officials and stakeholders.

Later at the Circuit House, Yunus inaugurated the long-awaited construction work of the Kalurghat rail-cum-road bridge over the River Karnaphuli.

‘This bridge holds countless memories for me. Its historical significance is immense, and fulfilling the people’s long-standing dream of a new Kalurghat Bridge will alleviate sufferings,’ he said.

Road transport and bridges adviser Muhammad Fouzul Kabir Khan said that the current Kalurghat Bridge, built in 1931, had surpassed its usable life by 2011. The new bridge is expected to be completed by 2029 and become operational in 2030.

In a separate programme held at the Circuit House auditorium, Yunus handed over land deeds for a 23-decimal plot to the Chattogram Heart Foundation to facilitate the construction of a new hospital in the port city’s South Kattoli area. The deed was received by the Foundation’s chairman Mohammad Abdus Salam, also managing director of the Asian Group.

Health adviser Nurjahan Begum, who was also present at the event, announced plans for two more government hospitals — one at Hathazari upazila and another at Karnaphuli upazila. The health adviser also disclosed a proposal to build a dental college and hospital in Kalurghat area in the city.

Addressing the city’s long-standing waterlogging crisis, Yunus gave firm instructions during a views-exchange meeting on ‘Waterlogging mitigation and development of the Oxygen-Hathazari Highway’, held at the Circuit House at noon.

‘This year’s monsoon has already begun. While it’s unrealistic to expect a complete resolution of waterlogging this season, coordinated efforts by local government’s entities such as the city corporation and others must show visible results.

Solving Chattogram’s waterlogging crisis will serve as a model for other cities. We must not rely solely on theoretical discussions — we want real change,’ the chief adviser said.

He said, ‘Chattogram has the capacity that many cities do not. All institutions and communities must actively prove this capability through coordinated action.’

Later in the afternoon, Yunus attended the fifth convocation ceremony of the University of Chittagong, held at the university’s central playground.

Following the convocation, the chief adviser visited his ancestral home at Bathua village under Shikarpur union of Hathazari upazila, where he exchanged greetings with local residents and relatives.​

Container congestion at Chattogram port due to pen-down strike
FE ONLINE DESK
Published :
May 19, 2025 23:19
Updated :
May 19, 2025 23:19



A recent pen-down strike by customs officials across Bangladesh has severely disrupted operations at the country’s largest seaport, Chattogram, resulting in a massive build-up of containers both at the port and off-dock facilities.

For several days, officials at all customs houses, including Chattogram Customs House, observed a pen-down programme, beginning their duties only after 3 PM. Though the strike was officially suspended on Monday (May 19), its impact continues to strain port operations.

As of now, over 44,000 TEUs (twenty-foot equivalent units) of containers remain stuck inside the Chattogram Port. Additionally, 19 off-docks are reportedly holding around 86,000 TEUs, exacerbating the logistical bottleneck, according to local media.

According to port sources, the internal yard of the port has seen an increase of more than 8,000 containers in just 19 days—an alarming rise directly linked to the slowed customs clearance during the strike.

Industry stakeholders warn that prolonged delays in container movement could disrupt supply chains, increase operational costs for businesses, and ultimately affect the country’s trade competitiveness.

Authorities are now racing to clear the backlog and restore normal operations, though the effects of the disruption may take days to fully resolve.​

Debates over leasing NCT to foreign operator intensifying

The debate over whether to lease out the New Mooring Container Terminal (NCT) at Chittagong Port to a foreign operator is intensifying, with political parties, including the BNP, Jamaat-e-Islami, and left-leaning groups, uniting in opposition.

The move, initially introduced under the previous Awami League government through the Public Private Partnership (PPP) Authority, has gained traction under the current interim government.

While some political and labour groups are vocal in their opposition, authorities say that a feasibility study is ongoing, with the final decision to be based on its findings.

However, Shipping Adviser Brig Gen (Retd) M Sakhawat Hussain indicated that the administration is in favour of bringing in a foreign operator to manage the terminal.

Opposition parties argue that the NCT is already well-equipped and capable of delivering world-class services without external involvement. They claim there is no scope for expansion, making foreign investment "unnecessary" and appointing a foreign operator "irrational".

Completed in 2007 at a cost of Tk 469 crore, the 950-metre-long NCT has five jetties -- four for ocean-going vessels and one for smaller ships on inland routes.

'What's the point of leasing out a functional terminal?'

Humayun Kabir, former publicity secretary of BNP's labour wing Jatiyatabadi Sramik Dal (Port unit), said that the Chittagong Port Authority (CPA) invested Tk 2,000 crore to fully equip the terminal.

Now, he argued, there is little left to invest in.

Since 2007, local firm Saif Powertec Ltd had been running two of the jetties of the NCT on an ad hoc basis. In 2015, the CPA formally appointed Saif Powertec as the operator for four jetties.

Kabir criticised the appointment as being "politically motivated" and argued that if a new operator is to be selected, it should be done transparently through an open tender.

"Leasing out NCT to a foreign operator would drain revenue from a fully operational terminal," he claimed.

According to the CPA, the NCT generated Tk 1,216 crore in revenue in FY23, with net income after expenses amounting to Tk 574 crore. In the same period, Saif Powertec received Tk 79.13 crore as handling charges.

Jamaat-e-Islami city unit Ameer Shahjahan Chowdhury echoed Kabir's concerns.

He said, "We are not against foreign investment. But bring foreign investment for greenfield projects, for new ports and terminals; not for an already established terminal."

For the construction and operation of the proposed Bay Terminal and Laldia Container Terminal, the previous Awami League government started talks with global operators including PSA Singapore, DP World, AP Moller Maersk and Abu Dhabi Port.

In 2023, the previous government leased out the newly built Patenga Container Terminal (PCT) to Saudi firm Red Sea Gateway Terminal (RSGT) International for 22 years.

However, all those moves involving foreign companies did not face that much opposition.

Push for foreign investment

During a recent visit to the Chittagong Port, Bangladesh Investment Development Authority (Bida) Executive Chairman Chowdhury Ashik Mahmud Bin Harun stressed the need for global operators to manage port facilities, citing efficiency and optimal utilisation as key to transforming Bangladesh into a global manufacturing hub.

"With limited land, we must ensure that every port facility operates as one of the world's best," he said. "Otherwise, we won't achieve our ambitions."

CPA Chairman Rear Admiral SM Moniruzzaman also supported the move, saying that a global operator could introduce advanced technology and increase efficiency through competition.

"Appointing a foreign operator could maximise financial returns while modernising port operations," he said.

Political pressure foiled initial foreign operator plan

After the NCT's construction was completed in 2007, the CPA floated an international tender to appoint a foreign operator.

However, then shipping minister Shahjahan Khan and Chairman of the Parliamentary Standing Committee on Shipping Nur-e-Alam Chowdhury intervened, leading to the tender's cancellation.

The CPA then opted to equip the terminal using its own funds and appointed a local operator.

The terminal remained underutilised for eight years after construction. By 2022, it had its key equipment installed.

In 2022, talks to appoint a foreign operator at the NCT started. Salman F Rahman, the then private industry and investment adviser to the prime minister, was in favour of leasing out NCT to DP World.

In March 2023, the then Awami League government approved the appointment of an international private operator for operation and maintenance of NCT under Public Private Partnership.​

Foreign firms bet billions on bay port ventures
UAE group getting MoU on Bay terminal investment extended

Syful Islam
Published :
May 23, 2025 00:28
Updated :
May 23, 2025 00:28



The government is extending the tenure of a memorandum of understanding (MoU) under which the Abu Dhabi Ports Group wants to invest in the potential port sector of Bangladesh, while an impasse keeps other scrambling foreign investors at bay.

An impasse over appointment of a foreign operator for New Mooring Container Terminal (NCT) has been persisting for some time now amid contentions.

The AD Ports Group had signed the non-binding Memorandum of Understanding (MoU) with the Chittagong Port Authority (CPA) one year back and its tenure expired last week, officials said.

Under the MoU, AD Ports Group had planned to invest $1.0 billion in construction of a multipurpose terminal under the Bay Terminal project near the Chittagong seaport, dubbed Bangladesh's commercial lifeline.

Also, PSA Singapore and DP World of the United Arab Emirates have put on stake $1.5 billion each to develop two container terminals under the Bay Terminal project.

The World Bank this past April signed a deal with the government to provide $650 million for construction of a 6-kilometre breakwater and access channels linking the Bay Terminal on the Bay of Bengal.

Moreover, local conglomerate East Coast Group and its foreign partners bet $3.5 billion on building a liquid bulk terminal in the Bay Terminal project.

Saif Powertech, the lone operator of the New Mooring Container Terminal since its inception, the biggest box terminal of Chittagong port, is local partner of AD Ports Group in Bangladesh.

Members of various political parties and labour organisations have stood out against the government move to appointment of a foreign operator, DP World, to operate the NCT.

According to Shipping Ministry officials, the high-ups of AD Ports Group met shipping adviser M Sakhawat Hussain on Tuesday morning to discuss an extension of the MoU and progress in Bay Terminal project implementation.

Sources say at the meeting the shipping adviser agreed that the tenure of the accord will be extended.

Contacted, Mr Hussain told the FE that the CPA chairman is now staying abroad and that "steps will be taken on the MoU after his return".

However, shipping secretary Mohammed Yousuf said following the expiry of tenure of the memorandum, AD Ports Group officials met the adviser and sought extension of the deal.

"Since this is not a legal document, we informed them that we will extend the MoU," he told the FE writer.

The Public-Private Partnership Authority (PPPA) had appointed UK-based Ernst & Young LLP transaction adviser in 2022 for the terminal. However, the company has yet to submit any report to the authorities, sources said. The tenure of this contract has also lapsed.

The Bay Terminal will enhance Chittagong Port's annual handling capacity to 5.0 million twenty-foot equivalent units (TEUs) from the current handling of around 3.2 million TEUs.

The Bay Terminal will have at least 12-metre water draft allowing 300-metre-long ships with 5,000-TEU-container-carrying capacity to take berth in the jetties any time at day and night.

The terminal will be built on 2,500 acres of land near the Bay of Bengal, now under global spotlight, according to officials concerned.​

HSIA 3rd terminal
CAAB hopes to complete negotiation with Japanese consortium by June

GULAM RABBANI
Published :
May 24, 2025 00:59
Updated :
May 24, 2025 00:59



The Civil Aviation Authority of Bangladesh (CAAB) is expecting to complete the negotiation with the Japanese consortium that will take the charge of operation and maintenance work of the newly-built third terminal of the country's prime international airport by June this year.

CAAB Chairman Air Vice-Marshal Md Monjur Kabir Bhuiyan told this correspondent that they are currently in negotiation with the consortium and hope to complete the formalities by June this year.

The consortium is seeking six to eight months to complete the formalities after finalising the agreement, while the CAAB is demanding that the consortium finish the tasks within five to six months, he said.

A Japanese consortium comprising four companies is likely to get operation and maintenance work of the third terminal for 15 years as the preliminary bid discussion went on successfully.

After the negotiation is completed, the consortium will need to recruit personnel, conduct training, and provide equipment and instruction to them. Finally they will have to check the equipment by running them.

All these formalities will take some time. The CAAB chairman said they are trying their best to open the 3rd terminal of the Hazrat Shahjalal International Airport (HSIA) by the end of this year.

He said the authorities are overseeing all aspects of the project, from airport development to operations, maintenance, licensing of airlines and aircraft, and pilot certifications.

The third terminal's construction is almost complete. Only some work remains in the VVIP section, which may take until June or July due to complexities in the contracts and delay in importing materials like granite flooring and ceiling components from abroad.

He noted that daily inspections at the third terminal are underway and the CAAB has a target to begin operation as soon as possible because this terminal has been built with loaned funds, which must be repaid.

"So, we are prioritising early operation," said the chairman, adding, "Each machine in the third terminal is now being checked one by one.

Our aim is to complete everything within this year and open it for passengers."

The consortium of four Japanese firms will oversee the terminal's operation and maintenance.

National flag carrier Biman Bangladesh Airlines will continue to provide ground handling of the terminal under the supervision of the consortium.

Before that, a service level agreement (SLA) will be signed between Biman and the consortium.

Biman has been offering ground services since the country's independence, but its performance has faced criticism from other airlines over the years.

Responding to a question on Biman's continued involvement and concern over service quality, the CAAB chairman said, "As per current instructions, Biman will handle ground services for the next two years."

As is the case around the world, immigration police and customs will take care of security at the third terminal, said the official.​

Govt not giving port to anyone rather wants to renovate it: Shafiqul

Published :
May 25, 2025 22:20
Updated :
May 25, 2025 23:57



Chief Adviser’s Press Secretary Shafiqul Alam today said the government is not giving Chattogram Port to anyone rather it wants to renovate it.

“The government wanted that the world's biggest companies can manage the Chattogram Port. We are not giving the port to anyone. We want them (foreign companies) to invest in the terminal and manage it. We have already received assurances from foreign investors that they will invest $3 billion,” he told an event of the Capital Market Journalists Forum (CMJF) at its office in Paltan in the capital, BSS reports.

Shafiqul said: “In a country like Bangladesh we are talking about one port and a few terminals. Many countries have 20-30 such port terminals. So we have to strengthen it. That is the challenge.”

He said the interim government is working for reforms, judicial processes and elections as economic reforms are underway.

After the reforms, the economic situation will improve, he hoped.

“We are trying to create a broader economic platform where our Bangladeshi economy takes off. If the growth of the economy takes off, then its impact will be felt on the stock market. If the overall economic situation is very good, it is expected that the Bangladeshi stock market will rise to a new height very quickly,” he said.

About the national elections, the press secretary said national elections will be held by June 30 next year.

Turning to capital market, he said it has become a den of robbers as small investors here have only been victims of fraud and lost their capital.

Those who took responsibility for the reform of the capital market in the past, they always served interests of a group, he said.

Referring to the meeting of the Chief Adviser Prof Dr Muhammad Yunus on the capital market, he said, for this reason, the chief adviser has given importance to bringing in foreign experts who know how to globally reform the share market and bring it to global standards.

“A three-month timeline has been given for this. They will come within three months and tell us what is needed to do in the share market and accordingly, action will be taken very quickly,” he said.

As a result, the capital market of Bangladesh will not be held hostage by any group, Shafiqul Alam said.

Stating that the banking sector is being pulled out of the hole, the press secretary said, "Our banking system was very weak. Everything was in a state of ruin. From there, we are trying to pull the banking system out of a hole and raise it to the mountain."

He said, "The currency has been floated for two weeks. But the currency has not depreciated. This indicates that the reforms are giving a good signal."

Stating that increasing foreign investment will have a positive impact on the capital market, Shafiqul Alam said, "If we can get foreign investment right, bring it in a lot, and the macro economy is fine, then we think it will have an impact on the capital market. The capital market is bound to grow well."

He said, "Another issue is to reduce inflation. This was a huge challenge for us. We have increased interest rates, now it is probably more than 10 percent, after doing that, we see that inflation has started to decrease. Our hope, which our central bank governor has said, is to bring inflation down to 5 percent by the end of this year."

He said, "Foreign investment has started coming. In June, you will see that about 150 Chinese investors are coming to Bangladesh, led by a commerce minister. If the Chinese come to Bangladesh, the job growth that we want will be very fast."

Stating that dividing the NBR into two was the government's priority, he said, "Our tax collection was always low. This is because we gave a lot of tax exemptions and the tax collection system was very inefficient. The government has given a lot of focus on this area. In that light, the NBR has been divided into two. As a result of this, we think that tax collection will increase."

CMJF President Golam Samdani Bhuiyan presided over the program, which was moderated by General Secretary Abu Ali.​

Planning Adviser stresses Ctg port's potential as 'strategic trade hub'

FE REPORT
Published :
May 27, 2025 00:56
Updated :
May 27, 2025 00:56


Planning Adviser Prof Wahiduddin Mahmud speaks at a seminar on "Economic Corridor and Logistics Development in Bangladesh: Investment Opportunities" at a city hotel on Monday, with International Chamber of Commerce-Bangladesh (ICCB) President Mahbubur Rahman in the chair. — FE Photo

Planning Adviser Wahiduddin Mahmud has underscored the potential of Chittagong Port as a strategic hub for trade and commerce for regions, especially for India's northeastern region.

He said the port could facilitate the export of goods from that area while also enabling the import of raw materials, which could be processed in Bangladesh for further export.

However, he revealed that the budget the interim government is going to present soon cannot include aspirational projects people expect as most of the development budget is going to nearly 1,200 inherited projects which could not be abandoned half-done despite their poor feasibility status.

He came up with the comments and observations at a seminar on Economic Corridor and Logistics Development in Bangladesh: Investment Opportunities organized jointly by International Chamber of Commerce- Bangladesh (ICC Bangladesh) and Asian development Bank (ADB) at Hotel Sheraton in the capital.

Speaking as chief guest, he said Chittagong port is an asset and could be utilised not only for the country but for the region as well.

"The northeastern states of India are rich in natural resources like bamboo and cane. These can be exported through Chittagong Port. What's more, those raw materials can be processed in the Chittagong Economic Zone and then exported, benefiting both countries."

However, he cautioned that a conducive geopolitical environment is essential for this vision to materialise.

"Favorable geopolitics foster favorable geo-economics," he remarked, adding that if such conditions are achieved, Bangladesh could assume a highly advantageous position in the region.

"That's why we're planning and undertaking projects centered on Chittagong Port."

The advisor stressed the importance of enhancing internal connectivity before pursuing transnational corridors.

"Improved communication with neighbouring countries is important, but we must first upgrade our domestic infrastructure. That said we cannot afford to waste resources on unviable projects."

Mahmud expressed concern over the current state of the development budget.

"This year's development budget includes around 1,200 projects-98 to 99 percent of which are inherited from the previous government. These projects are consuming our resources, leaving limited room for new initiatives or increased allocations in other sectors."

He noted that many of these projects were flawed and required corrective measures.

"We've restructured some, but if a road is already half-built, we can't just abandon it and redirect the funds to education or health which are hungry for allocation actually. That's why we couldn't take up the kind of new development projects people were expecting from the interim government."

He also criticised the lack of proper scrutiny in past project approvals. Citing the Bus Rapid Transit (BRT) project from Gazipur to Dhaka airport as an example, he said, "The project is reportedly 95-98 per cent complete, but the design was fundamentally flawed. Initially budgeted at Tk 30 billion, it now needs another Tk 30 billion to fix those errors."

Mahmud mentioned other problematic projects, such as the Dhaka-Bhanga expressway built via the Padma Bridge. "It's a world-class road, but it ends in a region with limited onward connectivity. While the Padma Bridge has eased transport across the river, the high construction costs have yet to yield significant private investment in the surrounding areas."

Speaking as chair, President of ICC Bangladesh Mahbubur Rahman said the case for economic corridor development is no longer inspirational. "It is urgent, evidence-based, and actionable."

He stated that if implemented effectively, the corridor could increase the region's combined output from $32 billion in 2020 to $286 billion by 2050 under a business-induced scenario (BIS), and generate up to 71.8 million jobs over the same period.

Mr Rahman emphasised that regulatory reforms, digitised customs processes, and strategic partnerships with regional and multilateral institutions - particularly the ADB - are positioning Bangladesh as a key player in South Asia's evolving trade landscape.

"ICC Bangladesh stands ready to support this agenda," he said, noting the institution's role in bridging the private sector with the global policy community.

He said the economic corridor envisions transforming 14 districts by linking manufacturing hubs in Khulna and Jessore to Sylhet and Mymensingh, covering nearly 34 percent of the national population.

"This is not just about infrastructure - it's about uplifting communities long left behind," he added.

Anisuzzaman Chowdhury, special assistant to the Chief Adviser at the Ministry of Finance, suggested that Bangladesh could draw valuable lessons from the transformative economic journeys of South Korea, the People's Republic of China, and Japan, particularly in their successful transition from poverty to prosperity.

He emphasised the need to synergise both financial and social capital to ensure Bangladesh fully benefits from its LDC graduation.​

How Bangladesh should ensure strategic port management


The question of who controls our ports must rise above partisan politics. File photo: STAR

The journey toward sustainable development in Bangladesh is deeply linked with the strategic management of its land, sea, and air ports. In recent weeks, public debate has intensified over the government's decision to bring in foreign operators to manage key ports. In an era where globalisation is reshaping geopolitical realities, Bangladesh must re-evaluate how it governs these critical national assets. It is no longer just about infrastructure expansion; it is about how strategically, transparently, and efficiently we operate them for the betterment of the country keeping the security uncompromised.

Historically viewed as channels for imports and exports, ports today hold a far more complex identity as instruments of global competitiveness and a tool for diplomacy whereas security is seen as an important component. Bangladesh's major maritime gateways, Chittagong, Mongla, and Payra, and airport gateway like Hazrat Shahjalal International Airport (HSIA) are increasingly caught in the crosscurrents of regional power interests. Major regional powers including China, India, Japan, and the United States have each expressed varying levels of interest in port operations, among others.

This reality presents Bangladesh with a critical dual-edged challenge: how to modernise port infrastructure through foreign collaboration while preserving strategic sovereignty. Striking this balance is not optional. It is imperative.

While foreign partnerships promise greater efficiency and investment, they might also pose risks of undue influence, particularly if not carefully regulated. Strategic autonomy must be the cornerstone of port policy. Welcoming foreign investment requires robust regulatory oversight, clear contractual safeguards, and regular audits. Growth must not come at the cost of sovereignty.

With regards to airports, they are vital to Bangladesh's economic and strategic architecture. Hazrat Shahjalal International Airport (HSIA) in Dhaka, the primary air gateway, has long been plagued by mismanagement, from baggage delays to poor customer service. However, the construction of the third terminal, co-financed by the Japan International Cooperation Agency (JICA), is a promising shift. A Japanese consortium reportedly is set to operate the terminal.

On the other hand, operations at Chattogram Port, which handles around 90 percent of Bangladesh's maritime trade and ranks 64th globally by container throughput, still remain inefficient. Container handling times are higher than global average, and outdated logistics infrastructure, alongside syndicate control and political interference, continues to drag down performance. However, any foreign or local partnership with regard to port operations must be vetted against national interests, with efficiency and integrity as the guiding principles. What's needed is institutional transparency and professionalism.

Regarding land ports, Benapole, Hili, Akhaura, and Burimari are crucial conduits for regional trade, particularly with India, Nepal, Bhutan, and Myanmar. In FY 2023–24, trade with India alone reached nearly $14.01 billion, and 40 percent of the trade takes place through land ports.

Yet these facilities suffer from operational inefficiencies, irregular customs practices, and rising security threats, particularly along the Myanmar border. Port governance here must be a joint exercise involving customs, home affairs, and defence, anchored in national security priorities.

The politics of port governance

The question of who controls our ports must rise above partisan politics. Strategic infrastructure management demands national consensus and long-term vision. Overdependence on any single factor, whether it is foreign or local, can compromise our national interest. Diversifying partnerships, across Europe, Middle East, South Asia, and East Asia, can spread risk, attract broader investment, and maintain diplomatic balance. The presence of reputable global operators often boosts investor confidence, but their engagement must serve our national interests. To secure both economic gains and national security, port governance must be reimagined through the following core priorities.

i) Firstly, ports must operate with modern logistics systems to reduce costs, improve turnaround times, and enhance global competitiveness. Reviewing successful global models can offer insights into operational excellence; ii) national security must not be compromised in pursuit of investment. Legal safeguards, ownership control, and policy independence are critical when engaging foreign operators; iii) investment in automation, digital tracking, and AI-based logistics is essential. A tech-savvy workforce and infrastructure upgrade will future-proof Bangladesh's ports.

In addition, iv) development must include environmental safeguards and benefit port-adjacent communities. Job creation, displacement management, and eco-friendly practices should be embedded in planning; v) outdated or fragmented legal frameworks must be replaced with streamlined laws aligned with international standards to attract credible investors and improve operational efficiency; and lastly vi) policies must be shaped through a collaborative process involving political parties, government agencies, business leaders, and civil society to ensure transparency and broad-based ownership.

Ports are no longer peripheral, rather, they are central to Bangladesh's economic trajectory, geopolitical relevance, and national dignity. Their management must reflect this reality. It is time for Bangladesh to approach port governance with unity, strategic foresight, and a commitment to sovereign progress. Through balanced, transparent, and autonomous leadership, we can anchor our future firmly in the national interest while navigating the global tides.

Alauddin Mohammad is joint member secretary of National Citizen Party (NCP) and executive director at Institute of Policy, Governance and Development (IPGAD).​

Ctg port lease: economic rationale, strategic concerns

Golam Rasul
Published :
May 30, 2025 23:48
Updated :
May 30, 2025 23:48



Bangladesh interim government's decision to lease out the New Mooring Container Terminal (NCT) of Chittagong Port to Dubai-based global logistics company DP World has ignited a nationwide debate and raised significant concerns. While the government argues that the move will enhance efficiency, attract foreign investment, and modernise logistics at the terminal, critics raised concern about foreign oversight in key strategic locations and warned that it could compromise national regulatory oversight, weaken safeguard mechanisms, and expose Bangladesh to the risks of future conflict over a national strategic asset.

Chittagong Port serves as Bangladesh's primary maritime gateway. It handles over 92 per cent of the country's foreign trade and processing over 3 million twenty-foot equivalent unit (TEUs) annually. It plays a critical role in ensuring the smooth flow of essential goods, including food supplies, oil, and other strategically important commodities.

The NCT at Chittagong Port, recently developed with modern infrastructure and equipment, plays a vital role in facilitating Bangladesh's international trade. With five Jetties, this is well-equipped, fully operational and capable of handling Ocean going large container vessels. The terminal was designed to handle 1.1 million TEUs annually. Today, it operates at over 1.3 million TEUs, exceeding its intended capacity and contributing over Tk 1,000 crore to national revenue. With the terminal already over performing under local management, many argue that foreign control over such a vital asset-located next to a major naval base-poses a national security risk. This situation raises a fundamental question: how logical is the decision of handing over NCT to a foreign operator?

There is no doubt that Chittagong Port requires urgent modernisation and automation to improve efficiency and remain regionally competitive. While its capacity and operational performance have shown gradual improvement, the port still lags behind key regional hubs-particularly in areas such as vessel turnaround time, cargo clearance, and congestion management. According to UNCTAD's Port Performance Report, the average vessel turnaround time at Chittagong Port is around 3-4 days, compared to just 12-24 hours in Singapore and 24-36 hours in Colombo. Similarly, cargo clearance in Bangladesh takes 7 to 10 days, far exceeding the 2-3 days typical in high-performing ports. These inefficiencies not only delay trade flows but also significantly erode Bangladesh's export competitiveness. In fact, port congestion and logistics-related delays are estimated to increase export costs by 10-15 per cent, undermining the country's position in global markets.

Although official confirmation is not available, newspaper reports suggest that the lease of NCT to DP World is being structured as a government-to-government (G2G) agreement, bypassing an open tender or competitive bidding process. The lack of competition limits Bangladesh's options, potentially restricting the ability to negotiate more favourable terms and maintain robust regulatory oversight. This approach aligns with the precedent set by the Hasina government, which favoured direct negotiations over public bidding for large infrastructure projects. Thus, questions arise as to why the Interim Government is following the same path, raising concerns about transparency and accountability.

In fact, it does not matter whether it is the Hasina Government or the Yunus Government; this is a hallmark of neoliberal economic policy, which emphasises privatisation, globalisation, and the free movement of capital. Due to the influence of corporate power and vested interests, many developing countries are pressured to open their markets to multinational corporations and even transfer the management of strategic assets to these global entities. Institutions such as the World Bank, IMF, IFC, and WTO have played a central role in advancing and implementing the neoliberal agenda worldwide. We should not be surprised if, in the future, our Dhaka International Airport is leased out to a foreign company to improve efficiency.

The key question is whether leasing out the terminal to a foreign company is the only way to improve efficiency. A port operates within a complex and integrated ecosystem, where performance is shaped by a combination of interrelated factors such as infrastructure quality, operational capacity, container handling procedures, terminal operating systems, the efficiency of customs clearance, and labour relations. Enhancing port performance, therefore, requires a holistic strategy of the government that addresses the entire system.

Port performance is influenced not only by operations and management but also by geographic and physical characteristics. Chittagong Port is situated along the Karnaphuli River on a narrow strip of land, with a draught of approximately 9.5 meters-limiting access for larger vessels. In addition to shallow depth, the river's narrow width, sharp curvature, and tidal fluctuations further restrict vessel movement and contribute to longer turnaround times. Given these physical limitations, Chittagong Port may not be able to match the operational efficiency of ports like Singapore or Colombo. Nonetheless, significant improvements are still possible through an integrated approach-enhancing terminal operating systems, streamlining customs clearance processes, improving labour relations, and upgrading the logistics infrastructure.

Customs clearance is a major contributor to shipment delays and prolonged vessel turnaround times. According to the National Board of Revenue (NBR), it currently takes an average of 7 to 10 days to clear a vessel through customs. Streamlining and modernising customs procedures is a low-hanging fruit-an area where significant gains in efficiency can be achieved with relatively modest investment and within a short period. Without addressing inefficiencies in the national customs clearance system, simply leasing the terminal to a foreign company is unlikely to yield the desired improvements in overall port performance.

The Bangladesh government's decision to hire Saudi operator Red Sea Gateway Terminal (RSGT) to manage the Patenga Container Terminal (PCT) has raised concerns about the effectiveness of foreign-operated terminals and the risks of profit repatriation from Bangladesh. Initially projected to handle 500,000 TEUs annually, PCT has significantly underperformed, processing only 178 TEUs per day on average due to delays in procuring critical operational equipment, particularly gantry cranes, forcing reliance on less efficient ship-mounted cranes. Its underperformance also raises broader concerns about foreign-run port operations, particularly in terms of efficiency, investment commitments, and long-term financial implications for Bangladesh.

In addition, global experiences indicate that outsourcing port operations to foreign companies does not always result in favourable results. A notable example is the Doraleh Container Terminal in Djibouti, which was leased to DP World under a 50-year concession agreement in 2006. In 2018, the Djibouti government unilaterally terminated the lease, citing national security concerns and the need for greater sovereign control over its critical maritime infrastructure. This decision led to a protracted legal dispute, with DP World challenging the termination in the London Court of International Arbitration. The court declared Djibouti's actions unlawful and ordered the government to either reinstate DP World's rights or provide financial compensation of approximately $686.5 million. This case highlights the potential legal, financial, and sovereignty-related risks that can arise from long-term foreign control of strategic national assets.

A lease arrangement involves transferring control of a strategic asset for a defined period in exchange for periodic payments, commonly referred to as rent. Beyond simple possession, such agreements often grant the lessee significant authority over how the asset is utilised, including discretionary decisions on operations, access, and investment priorities. This shift in control can have far-reaching implications, particularly when the leased asset is of national or strategic importance.

Chittagong Port is one of Bangladesh's most valuable national assets, and any major decision-such as leasing it to a foreign company for operation-must be approached with careful deliberation. Due to its location along key international shipping routes in the Bay of Bengal, the port holds not only commercial value but also critical strategic significance. While leasing the port may improve operational efficiency and attract foreign investment, it also raises serious concerns, particularly potential compromise of strategic control over vital strategic resources and potential future conflicts and security risks.

The experiences of Djibouti, Sri Lanka, and Pakistan's Gwadar Port highlight the possible risks of renting out vital infrastructure to foreign companies. Such decisions should not be made hastily and should be preceded by broad national consultation and consensus-especially at a time when an elected government is not in place. The stake is not merely the future of a container terminal but the broader question of how Bangladesh should safeguard and manage its strategic assets in an increasingly complex geopolitical and economic environment. While port modernisation and operational efficiency are important goals, they must not come at the cost of economic sovereignty or increase the risk of future conflicts.

Golam Rasul PhD is Professor, Department of Economics, International University of Business Agriculture and Technology (IUBAT), Dhaka, Bangladesh.​

Prof Yunus seeks public support for port reforms

UNB
Published :
Jun 06, 2025 22:43
Updated :
Jun 06, 2025 22:43



Chief Adviser Professor Muhammad Yunus on Friday called upon the people of the country to continue their strong support for the interim government’s port management reform initiative, stressing that they envision Bangladesh as a key economic hub in South Asia.

“We envision Bangladesh as a key economic hub in South Asia. To achieve this, we are not only boosting investment services but also expanding the capacity of our ports,” he said uurging all citizens not to fall victim to baseless opposition and misinformation.

In a televised speech to the nation, Prof Yunus said, “Stay united in your support for the government’s efforts to reform port management and resist those who seek to undermine it.”

Reflecting on the country’s progress since independence in 1971, Professor Yunus noted that Bangladesh has not yet reached the level of economic advancement it deserves.

Failure to modernise the ports, he warned, would perpetuate the country’s unemployment crisis and stall economic development.

Addressing public speculation regarding the Chittagong Port, Professor Yunus said, “There have been rumors that the port is being handed over to foreign entities. Let me be clear—Chittagong Port is the heart of Bangladesh’s economy. Currently, this heart is weak. We must strengthen and modernise it if we are to move the economy forward.”

He emphasised that transforming the port requires a series of strategic actions and collaboration with global experts.

The interim government, he said, is working with leading international port operators from Europe, North America, Asia, and the Middle East to bring world-class expertise to Bangladesh.

“These firms manage ports across the globe—in countries like Canada, Australia, China, South Korea, India, Pakistan, Turkey, and beyond. Our goal is to learn from them and develop our own capabilities. I am confident that if we begin now, by 2031 we will be well-equipped, and by 2036, Bangladeshis will be managing ports around the world,” he said.

Professor Yunus said many employment opportunities will open up for Bangladeshis both at home and abroad as a result of this knowledge transfer.

“Soon, wherever you go—to ports across the world—you will find people from Chittagong, Noakhali, Sylhet and Barishal working there. Our people will be globally recognised for their expertise,” he said.

Prof Yunus also highlighted the broader regional impact of modernised Bangladeshi ports. “Once upgraded, our ports won’t just serve Bangladesh—they will become vital to the economies of our neighbors, including Nepal and Bhutan,” he noted.

The Chief Adviser envisioned the entire coastal region—from Kumira to Teknaf—emerging as a major economic zone, with new industrial hubs and modern infrastructure driven by port efficiency and sea access.

“This transformation will also give rise to a new industry: modern fish farming, harvesting, and processing. This will create a whole new economic frontier,” he said.

Professor Yunus assured the public that national sovereignty and security will remain intact, stating, “Nowhere in the world has the involvement of international port operators compromised a country’s sovereignty or security.”​

Chattogram Port surpasses FY24 container handling rates despite multiple setbacks

bdnews24.com
Published :
Jun 16, 2025 22:33
Updated :
Jun 16, 2025 22:33



With 15 days remaining in the 2024-25 fiscal year, container handling at Chattogram Port has surpassed the total volume handled in the previous year, overcoming the dollar crisis, LC complications, and floods.

In FY25, a total of over 3.17 million twenty-foot equivalent units (TEU) of import and export containers have been handled at Bangladesh’s main seaport.

In comparison, the total container handling in FY24 stood at over 3.16 million TEUs. Precisely speaking, that is 3,089 more containers handled this fiscal year, with two weeks to spare.

In FY23, the port handled 3 million TEUs.

A port official told bdnews24.com that despite disruptions caused by the July Uprising, prolonged floods, extended Eid holidays, a customs officers’ work strike, and a transport strike, this year’s container volume has already surpassed the previous fiscal year.

If the current trend continues, the handling volume may reach 3.3 million TEUs by the end of the fiscal year, according to port authorities.

This drastic improvement has been credited to infrastructural changed in the port, including automated services, the introduction of e-gate passes, and modernisation of the container operating system.

Enhanced cooperation from port users and faster cargo clearance have also contributed to the port’s increased productivity.

Captain Ahmed Amin Abdullah, Member (Harbour & Marine) of Chattogram Port, said that “Despite various challenges, we handled more containers by the 15th of June this fiscal year than in the previous one. With 15 more days to go, we hope to set a new record.”

He added, “The current level of progress at the port is the result of combined efforts from the staff and port users. We hope the handling rate will keep going upward for the remainder of the fiscal year.”​

RECURRENT PAYRA PORT DREDGING COSTS HUGE SUMS
Project worth Tk 46.62b up for ECNEC approval
Steps a must-have to minimise financial losses by maximising port's utilisation: Economist

JAHIDUL ISLAM
Published :
Jun 21, 2025 00:48
Updated :
Jun 21, 2025 00:48



Another hefty sum of Tk 31.74 billion is to be invested over the next two years in maintenance dredging along the 75-kilometre channel of the Payra Port, which continuously faces navigability challenges for its distance from the sea estuary.

Additionally, two hopper dredgers will be procured at a cost of Tk 14.0 billion for regular maintenance dredging to maintain navigability in the long term to keep the seaport operational, officials say.

In this regard, the Ministry of Shipping has proposed a project titled 'Maintenance Dredging of Rabnabad Channel of Payra Port and Procurement of Hopper Dredger'.

The estimated aggregate cost of the project is Tk 46.62 billion, which will cover dredging operations, dredger procurement and associated activities, said Planning Commission sources.

"The Physical Infrastructure Division of the Planning Commission reviewed the proposal at a project-evaluation committee (PEC) meeting Wednesday and decided to forward it to the Executive Committee of the National Economic Council (ECNEC) for final approval, subject to the incorporation of certain recommendations," a senior planning official said.

Two more development projects -- one of Tk 1.61 billion for the digitisation of the Payra Port and another of Tk 4.90 billion to provide housing facilities for the port's officers and staff -- are also scheduled to be reviewed at two separate PEC meetings within this month, he added.

A total of Tk 53.12 billion needs to be spent on the Payra Port over the next three years beyond the scope of the existing projects.

The entire cost is to be borne by the government from its own funds if the three projects receive the seal of final approval.

Officials have said the Payra Port Authority previously spent Tk 72.89 billion between November 2020 and December last year under a development project and a revenue programme for capital dredging and channel maintenance to support operations at the yet-under-construction port on the southern shore of the Bay of Bengal.

Stakeholders and experts are questioning the justification for the new dredging project, as the port channel remains non-navigable despite the substantial expenditure on previous dredging efforts.

The PEC meeting also recommended including a detailed breakdown of the port's revenue and expenditure, along with projected earnings from the proposed dredging, before the project is submitted for the final all-clear, officials said.

Earlier in March this year, Planning Adviser of the interim government Prof Wahiduddin Mahmud at a press briefing had termed the Payra Port a "poison for the economy," citing its high maintenance costs and limited utility.

He said the port would need two dredgers every year to remain operational, mainly to support coal imports for a nearby power plant.

"Payra is far from being a seaport. At best, it is a wharf for small vessels," he said, adding that a large sum has already been spent and the project's viability is now in question.

He criticised the port as a wrong public investment at several meetings, including the post-budget briefing arranged by the finance ministry.

However, he suggested following a site visit that the port could be developed as an alternative to Chattogram and Mongla ports in case either is disrupted by natural disasters or geopolitical tensions, a Planning Commission official said.

The new dredging project, proposed by the Ministry of Shipping and to be implemented by the Payra Port Authority, aims to maintain a 10.5-metre draft over a 75-kilometre stretch of the Rabnabad channel and procure two trailing suction hopper dredgers.

Officials say the goal is to enable safe navigation of Panamax-class commercial vessels with a capacity of 40,000 deadweight tonnes (DWT).

The latest project also raises broader questions about public investment priorities at a time when Bangladesh faces growing fiscal pressure, sluggish revenue mobilisation, and dwindling development aid.

In the past, many development projects saw unusually high spending and numerous unnecessary initiatives were taken, says Professor Mustafizur Rahman, a distinguished fellow at the Centre for Policy Dialogue (CPD).

He notes that the economy is now facing the consequences of those mistakes.

Besides, he says, significant investments have been made, and the port is already in limited use. If it is not kept operational, all that money will be wasted.

He emphasises that the remaining port infrastructure must be built in a "highly cost-effective way, and steps should be taken to minimise financial losses by maximising the port's utilisation".

Spending nearly Tk 50 billion on dredging when health, education, and climate-adaptation sectors remain underfunded reflects misplaced priorities, said a budget analyst at a local think- tank.

"We are treating symptoms, not causes. Why is there no long-term siltation-management strategy or sustainable port-development plan yet?"

Even government documents showed that if maintenance dredging did not continue beyond April 2024, the channel would begin to silt up again, rendering previous capital investments futile.

The port's dredging history is long--and costly. Since its inception in 2013 as a flagship project to spur economic development in the backwater southern region, it has relied heavily on expensive capital and maintenance dredging.

The initial dredging contract - awarded controversially in a public-private partnership (PPP) model to Belgian firm Jan De Nul - was later converted into a government-funded project amid disputes and financing complications.

The capital-dredging component alone reportedly cost over Tk 68.75 billion.

The port authority implemented another project titled 'Emergency Maintenance Dredging of the Rabnabad Channel (Inner and Outer Channels)' between November 2020 and June 2022 at a cost of Tk 4.13 billion.

Despite a Tk 72.88-billion investment, the port still lacks in-house dredging capacity and dredgers must be purchased now to keep the channel navigable--a gap that critics argue should have been addressed in the original project.​

Ministry opts to hand over New Mooring Container Terminal to CPA

Currently, a private operator is running the New Mooring Container Terminal, the largest terminal at Chattogram port. Its contract will expire on July 6. Photo: RAJIB RAIHAN

The authorities have decided in principle to let the Chittagong Port Authority (CPA) take charge of the New Mooring Container Terminal (NCT) for six months amid opposition from major political parties to appointing a foreign operator.

Currently, a private operator is running the NCT, the largest terminal at Chattogram port. Its contract will expire on July 6.

With the deadline nearing, the Ministry of Shipping held a meeting last Wednesday where it decided in principle to hand over operations to the CPA, according to an official document.

Subsequently, the CPA has sought final approval from the Cabinet Committee on Economic Affairs through the shipping ministry.

In a letter, the CPA pointed to the contract's looming expiry, the lengthy process of selecting a new operator, and the need to keep external trade running smoothly. It urged swift approval in the national interest.

The NCT has been making headlines in recent months over who would run it.

The government said that bringing in a well-known foreign operator would increase the overall efficiency of the port.

But parties including the BNP, Jamaat-e-Islami, and left-leaning groups oppose the idea, arguing that giving control of a key terminal to a foreign firm would endanger national security and sovereignty.

Port workers have also been protesting, saying the move would make little economic sense as the terminal is "profitable and fully functional".

Built at a cost of Tk 2,000 crore, the 950-metre terminal was completed in 2007 by the CPA.

It has five jetties — four for ocean-going container ships and one for smaller vessels that connect to Pangaon port in Dhaka.

The Daily Star approached top CPA officials for comment, but to no avail.

CPA spokesperson and acting secretary Md Nasir Uddin did not answer repeated phone calls.​

Talks underway for navy to operate new mooring terminal with port authority's support

Special Correspondent Chattogram
Published: 28 Jun 2025, 22: 59


Photo shows containers at the New Mooring Container Terminal (NCT) in Chittagong Port. Sourv Das

The authorities concerned on Saturday discussed about operating the New Mooring Container Terminal (NCT) in Chittagong Port by the Bangladesh Navy temporarily with the assistance of the Chittagong Port Authority before handing over the facility to foreign operators.

The matter was discussed in a meeting at Chittagong Port in the presence of Shipping Adviser Brigadier General (retd) M Sakhawat Hossain.

A source close to the government told Prothom Alo that talks were held about the Navy operating NCT with port authority's support. A decision expected to be finalised within the next two to three days.

When asked, port secretary Md Omar Faruq told Prothom Alo that the port authority would formally inform the people concerned once a decision regarding NCT’s operation is finalised.

Local firms have been operating the terminal for 17 years. The current operator, Saif Powertec Limited, will see its contract expire on 6 July. The port authority had sought government approval to manage the terminal directly after the contract ends.

The shipping adviser visited the port this morning, accompanied by planning advisor Wahiduddin Mahmud. Later, they participated in a meeting with port officials at the port building, where the New Mooring Terminal issue was discussed. Lutfey Siddiqui, special envoy on international affairs to chief adviser, was also present at the meeting.

This decision is likely to come at a time when a road march is ongoing under the banner of the “Anti-Imperialist Patriotic People,” a platform formed by leftist parties and organisations. As part of a two-day programme, the march reached the Customs intersection near Gate No. 4 of the port, which was followed by a rally. The platform placed four demands, including no handover of the New Mooring Terminal and Chattogram Port management to foreign entities.

New Mooring Terminal, the largest container terminal in the country, has five jetties. Four ocean-going vessels and one inland waterway vessel can dock simultaneously. Various activities, including loading and unloading containers from ships, transferring, and storing containers, take place there.

A process started during the tenure of the Awami League government to hand over the New Mooring Container Terminal (NCT) to Dubai-based DP World. The current interim government has advanced this process, and a formal agreement is expected to be signed in November.

The International Finance Corporation (IFC), a member of World Bank Group, is mediating as the transaction advisor for the terminal on behalf of the Bangladesh government. So, the Bangladesh Navy is expected to operate the terminal until the agreement is finalised.​