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

[Saif]

Road over Jamuna Bridge to be widened by 11ft

The Bridges Division has planned to convert the additional space into roadways which will further ease the journey towards the northern part of the country

en.prothomalo.com

Road over Jamuna Bridge to be widened by 11ft
Anowar Hossain Dhaka
Published: 12 Aug 2025, 19: 57

The railway track on the Jamuna Bridge Prothom Alo

A new rail bridge has been launched over river Jamuna. Trains no longer use the Jamuna Bridge. Therefore the authorities have decided to remove the railway track on the Jamuna Bridge. It will create an additional 11 feet space on the bridge.

The Bridges Division has planned to convert the additional space into roadways which will further ease the journey towards the northern part of the country.

Sources in the Bridges Division, the regulatory body of the Jamuna Bridge, said that they will have to do some additional work to extend the road up to the space used for the railway track. It requires funds. The interim government has agreed to the plan. Experts have been appointed to determine a suitable process for road extension, assess the cost and for design. However, this time only local experts have been appointed. The six engineering and technology universities are also involved in the process.

Speaking to Prothom Alo, Bridges Division chief engineer Kazi Mohammad Ferdaus said the work on road extension would start after getting expert opinion and their design. He hoped to start the work by the next six months.

A new railway bridge over the Jamuna River (the Jamuna Railway Bridge) was opened last February. Following this, train operations on the railway track of the Jamuna Bridge were stopped.

The 4.8-kilometre-long railway bridge, built parallel to the Jamuna Bridge, is the longest railway bridge in Bangladesh. It has two dual-gauge, double-track lines. The construction cost was about Tk 167.81 billion. The bridge was built with funding from the Government of Bangladesh and the Japan International Cooperation Agency (JICA).

The new railway bridge can be seen from the Jamuna Bridge Prothom Alo

The road bridge over the Jamuna River was opened in 1998. According to the Bridges Division, the bridge was not originally designed to accommodate trains. Later, the then prime minister Sheikh Hasina instructed that a railway track be added to the bridge. The design was modified, and a railway track was installed on one side of the Jamuna Bridge, narrowing the roadway slightly.

In 2006, cracks appeared on the bridge. After that, the speed of trains on the bridge was reduced, and heavy freight trains were barred from using it. To facilitate the movement of passenger and freight trains to the north, a project to build a new railway bridge over the Jamuna River was undertaken in 2016.

Jamuna Bridge to get back original shape
The Jamuna Bridge has four lanes. According to the Bridges Division, the width of its carriageway does not meet international standards. Compared to the Padma Bridge and other new bridges in the country, the Jamuna Bridge has a much narrower carriageway. As a result, long traffic tailbacks form on both ends of the bridge not only at weekends or the start of the week, but also during Eid and other major festivals.

Work on road extension would start after getting expert opinion and their design. He hoped to start the work by the next six months---Kazi Mohammad Ferdaus, chief engineer, Bridges Division.

Currently, an average of 22,000 vehicles cross the Jamuna Bridge daily. During last Eid-ul-Azha, a record of more than 64,000 vehicles crossed the bridge in a single day.

Experts say that under ideal standards, a four-lane bridge or road should have a divider in the middle, with each carriageway at least 24 feet wide. However, the current carriageway width of the Jamuna Bridge is just over 41 feet, meaning each direction is a little over 20 feet wide. Once the railway track is removed from the bridge, an additional 11.5 feet of space will be available. By shifting the central divider slightly, it will be possible to create nearly six extra feet of carriageway on each side.

On the other hand, the four-lane highway on either side of the Jamuna Bridge is 24 feet wide in each direction, allowing two vehicles to pass side by side with room to spare. In contrast, it is difficult for two vehicles to travel side by side on the Jamuna Bridge. According to the bridge division, there is also no walkway on the bridge for maintenance work or for staff movement. As a result, vehicles coming from the wider highway on both sides often get stuck at the bridge’s entry point because the bridge is narrower than the highway. In addition, vehicle speed slows slightly at the toll plaza.

The Jamuna Railway Bridge File photo

Officials at the bridge division said the Padma Bridge does not have this problem. Each carriageway on the bridge is more than 31 feet wide, with ample space on the sides for easy maintenance work. At present, all major bridges in the country—both existing and under construction—have a median in the middle, with a minimum width of 26 feet for each carriageway. Some bridges have even wider carriageways.

Railway track being removed

In the last week of June, work began to remove the railway track from the Sirajganj end of the Jamuna Bridge. The nuts and bolts were removed first, and now the railway track is being dismantled. Railway sources said the removal work could be completed within the next three months.

Last month, Sheikh Moinuddin, the chief advisor’s special assistant for the Ministry of Road Transport and Bridges and Railways, inspected the expansion work of the Jamuna Bridge’s carriageway and the removal of the railway line. He gave instructions for the swift removal of the railway track.

Once the road on the Jamuna Bridge is widened, vehicles will be able to move in line with the wide highways on either side. This will make travel across the Jamuna Bridge easier and reduce traffic congestion at both ends of the bridge---Sheikh Moinuddin, Special assistant to the chief adviser.

Ahmad Hossain Masum, chief engineer of western region of railways, told Prothom Alo that during the inspection by the chief advisor’s special assistant, officials from the bridge division and the ministry of railways were present. They discussed the work plan for the expansion of the Jamuna Bridge’s road. They expect to complete the railway line removal within the next three months. Meanwhile, other preparations by the bridge division will also be finalised.

It was known at the time of the Jamuna Rail Bridge project that once the new bridge was built, trains would no longer run on the road bridge. Therefore, the design and necessary preparations for the expansion of the Jamuna Road Bridge could have been made in advance, but that was not done.

The Bridge’s Division said that about two years ago it had sought the government’s opinion on expanding the road on the Jamuna Bridge’s railway track. However, the then Awami League government showed no interest in the matter.

Since the then Prime Minister Sheikh Hasina had added the railway track to the Jamuna Bridge, she was against its removal. Because of this, the bridge division did not proceed further. But after the interim government took office, when the bridge division again submitted a proposal, it was approved by Muhammad Fouzul Kabir Khan, adviser to the Ministry of Road Transport, Bridges and Railways. Soon after, at the beginning of this year, the process of appointing consultants for design preparation began.

Sheikh Moinuddin, special assistant to the chief adviser, told Prothom Alo that once the road on the Jamuna Bridge is widened, vehicles will be able to move in line with the wide highways on either side. This will make travel across the Jamuna Bridge easier and reduce traffic congestion at both ends of the bridge.​

 

[Saif]

Businesses, govt officials push for foreign operators to boost port efficiency

Business leaders and government officials have urged support for the move to appoint foreign operators at Bangladesh’s ports to enhance efficiency and align with international standards, instead of opposing it. They made the call at a roundtable on “Challenges and Opportunities in the

thefinancialexpress.com.bd

Businesses, govt officials push for foreign operators to boost port efficiency

FE Online Report
Published :
Aug 17, 2025 19:44
Updated :
Aug 17, 2025 19:56

Business leaders and government officials have urged support for the move to appoint foreign operators at Bangladesh’s ports to enhance efficiency and align with international standards, instead of opposing it.

They made the call at a roundtable on “Challenges and Opportunities in the Logistics Sector”, held at Lakeshore Heights hotel in Gulshan on Sunday. Dr Ahmed Ullah, director general at the Chief Adviser’s Office, attended as the special guest. Professor Md Mamun Habib of Independent University, Bangladesh, delivered the keynote address. The discussion was chaired by Shamsul Huq Zahid, editor of The Financial Express, while Shiabur Rahman Shihab, head of online at The Financial Express, moderated it.

The event was organised by The Financial Express with the support of Bangladesh Garment Manufacturers and Exporters Association (BGMEA), Bangladesh Knitwear Manufacturers and Exporters Association (BKMEA), Conveyor Group, Bangladesh Shipping Agents Association (BSAA), Anchorage Container Depot Limited, and Bangladesh Container Shipping Association (BCSA).

Mohammad Hatem, president of BKMEA, said foreign operators could help enhance management efficiency while enabling local manpower to learn modern technologies and international-standard practices.

Referring to the sudden 40 per cent hike in charges at Chattogram Port, he said, “A port is a service-oriented organisation. Such a steep rise in charges without any discussion or logical explanation is unjustified.”Hatem also questioned why a government institution should seek excessive profits.

He stressed the need to operationalise the Bay Terminal quickly and fully utilise the capacities of Mongla and Payra ports to help achieve the $100 billion export target. Beyond ports, he highlighted the urgency of addressing gas and electricity shortages, ensuring uninterrupted energy supply, and improving law and order to boost exports.

Echoing his concerns, BGMEA Senior Vice President Inamul Haq Khan said container handling at Chattogram Port currently takes five to six days, compared to the global standard of one to two days. “Often, we are forced to send goods by air to meet buyers’ commitments, which costs four times more than seaway shipments,” he noted.

Former Bangladesh Freight Forwarders Association (BAFFA) President Kabir Ahmed also backed the inclusion of foreign operators, saying a vested group continues to oppose such reforms. He further stressed the need for reforms at Biman Bangladesh Airlines and Hazrat Shahjalal International Airport, pointing out that all four Explosive Detection System (EDS) machines remain inactive.

Kabir Ahmed identified the National Board of Revenue (NBR) as the biggest hurdle for logistics, urging policy reforms to improve port efficiency and hold those responsible for delays accountable.

Bangladesh Garments Accessories & Packaging Manufacturers & Exporters Association (BGAPMEA) President MD Shahriar said every truck in metropolitan areas is forced to pay Tk 50–200 in bribes, while port delays keep trucks waiting an extra three to four days, pushing up exporters’ costs. He alleged that officials at Chattogram Port Authority behave as if they are running Singapore Port, while the reality is far less efficient.

BRVIDA President Abdul Haq observed that infrastructure costs in Bangladesh are higher than global standards, whereas countries like Vietnam have reduced costs through reforms. He lamented that multiple ministries are responsible for transport but none effectively manages multi-modal transformation.

BSAA Chairman Syed Mohammad Arif criticised the recent port charge hike imposed without consultation with stakeholders, which has triggered a chain reaction of rate increases across services.

BCSA General Secretary Shamsuddin Chowdhury said berth operator appointments should be decided by container agents. He warned that Chattogram Port has already reached its maximum capacity and that alternative solutions are essential to achieving the $100 billion export target by 2030.

Meanwhile, the government said infrastructure expansion is under way.

Addressing the event as chief guest, Senior Secretary of the Ministry of Shipping Mohammad Yousuf announced that construction of a multi-modal logistics hub at Bay Terminal in Chattogram would begin soon. The planned facility will integrate rail, road, and sea transport, along with a new railway container terminal in Halishahar.

He said the Bay Terminal Breakwater Project, financed by the World Bank, is advancing. “A subsidiary loan agreement will be signed today, following an earlier deal between ERD and the World Bank in Washington,” he noted.

Tender evaluation for the Bay Terminal is expected within one to two months. Three terminals will be developed there, one each by CPA, PSA Singapore, and DP World. By 2036, the Bay Terminal is projected to handle 5.36 million TEUs, compared to Chattogram Port’s current 2.86 million TEU capacity, which is already overstretched, handling 3.3 million TEUs annually.

“Although stakeholders are pushing to expedite the Bay Terminal, it is being implemented under a PPP model on a G-to-G basis, which requires the appointment of a transaction adviser,” Yousuf explained. Ernst & Young, the previous adviser, has exited, and the ministry is now in talks with ADB to reduce costs.

A report from the new adviser is expected by October, and by December at least one Bay Terminal will be handed over to a contractor, he said. Yousuf also expressed hope that the New Mooring Container Terminal (NCT) would be handed over to a global operator under a transparent agreement by October.

On the National Logistics Policy, he said it would be amended soon, with two high-powered committees—chaired by the Chief Adviser and the Principal Secretary—already formed. An action plan under the policy is expected within a month, incorporating recommendations from the FE roundtable, the World Bank, and relevant ministries.

While physical infrastructure is vital, Bangladesh continues to create barriers to foreign direct investment (FDI), he noted. In 2023, the country received only $3 billion in FDI, mostly from the expansion of existing investors rather than new entrants. “We are lagging behind India and Vietnam in attracting FDI. Without reducing logistics costs, we will not be able to enhance export competitiveness,” one official added.

The shipping secretary also disclosed plans to develop a Port Community System to integrate Mongla, Payra, and Chattogram ports, based on a World Bank design. He requested businesses to move empty containers to off-docks or return them to ships to ease congestion.

He said the railway adviser has agreed to hand over at least one container train on the Dhaka–Chattogram route to the private sector. A master plan for Matarbari Phase-II is also underway, including LNG and LPG terminals and a new dockyard to be constructed by CPA.

On port tariffs already approved by the Ministry of Finance, Yousuf said rates will only be finalised after consultations with stakeholders. CPA stressed the need to raise revenue to finance infrastructure development but assured that tariff hikes will not be implemented immediately.

Some equipment installed at NCT, which began operations in 2007, has become faulty and needs replacement. NBR, CPA, and the Shipping Ministry are working in coordination on port reforms.

Yousuf also conveyed the Chief Adviser’s instruction to waive 7.5 per cent VAT on ship imports, as the tax is discouraging investors. However, he added, the issue must be settled in consultation with the IMF.

Masrur Reaz, Chairman of Policy Exchange Bangladesh, said the country is “five decades behind” in logistics development, as the sector lacked a proper policy, regulatory framework, and market development until the recent logistics strategy was initiated.

He argued that higher export and production costs due to US tariffs and LDC graduation could be offset by greater logistics efficiency. Bangladesh could also benefit from shifts in global value chains and higher US tariffs on other countries, but only if it upgrades its logistics system.

Reaz criticised delays in enacting the National Logistics Policy, saying Bangladesh is already a decade behind. Stressing the need for reform, he argued that Chattogram Port must be opened to private operators. “There is no alternative to engaging a global operator at Chattogram Port to raise efficiency,” he said.

Bangladesh Ocean Going Ship Owners’ Association (BOGSOA) President Azam J Chowdhury accused the government of excluding the private sector from decision-making processes.

Delivering the keynote paper, Prof Mamun Habib of Independent University, Bangladesh, noted that Bangladesh continues to lag its South Asian peers in global logistics rankings.

According to the World Bank’s 2023 Logistics Performance Index, the country ranked 88th, compared to India at 38 and Sri Lanka at 73.

“We are consistently weakest in infrastructure and business fundamentals, which makes it difficult to compete globally,” Prof Habib said.

Key challenges, he added, include poor integration of transport networks, inadequate warehousing and distribution facilities, and delays in implementing the national logistics strategy. A lack of skilled manpower and limited adoption of modern technology further weaken the sector.

Despite these constraints, Prof Habib pointed to opportunities in the recently approved but still unimplemented national logistics strategy, growing private sector interest in ICD investment, and the potential of automation, AI, blockchain, and other digital technologies in supply chain management.

“Bangladesh must embrace automation, ethical practices, and human resource development to build a smart, resilient, and environmentally sustainable logistics ecosystem,” he stressed, calling for greater coordination among port authorities, customs, civil aviation, and regulatory agencies.​

 

[Saif]

BKMEA chief bats for foreign operators at ports to enhance efficiency

Bangladesh Knitwear Manufacturers and Exporters Association (BKMEA) President Mohammad Hatem has urged the government to engage foreign operators to run the country’s ports, saying it would boost efficiency and help local workers learn modern technologies. Speaking at a roundtable on “

thefinancialexpress.com.bd

BKMEA chief bats for foreign operators at ports to enhance efficiency

FE Online Desk
Published :
Aug 18, 2025 00:06
Updated :
Aug 18, 2025 00:06

Bangladesh Knitwear Manufacturers and Exporters Association (BKMEA) President Mohammad Hatem has urged the government to engage foreign operators to run the country’s ports, saying it would boost efficiency and help local workers learn modern technologies.

Speaking at a roundtable on “Challenges, Opportunities, and Way Forward in Shipping & Logistics Landscape” organised by The Financial Express (FE) in Dhaka, , Hatem criticised a recent 40 per cent increase in charges at Chattogram Port, calling it “unjustified”.

“A port is a service-oriented organisation. Such a steep rise in charges without any discussion or logical explanation is unjustified,” he said, questioning why a government agency should seek excessive profits.

The BKMEA president stressed the need to operationalise the Bay Terminal without delay and make full use of Mongla and Payra ports to help achieve the $100 billion export target.

He also pointed to chronic gas and electricity shortages, along with poor law and order, as major obstacles for exporters.

Hatem called for uninterrupted energy supply and stronger security measures to keep the sector competitive.

Professor Md Mamun Habib of Independent University, Bangladesh delivered the keynote address.

Shipping ministry senior secretary Mohammad Yousuf attended as the chief guest.

The event was chaired by FE Editor Shamsul Huq Zahid, while Shiabur Rahman, head of online at the newspaper, moderated it.​

 

[Saif]

Multimodal hub integrating rail, road, Ctg seaport in sight

A multimodal logistics hub integrating railway, road, and Chittagong seaport facilities will be developed near the Bay Terminal to boost Bangladesh's trade-facilitating efficiency, as efforts are geared towards US$100-billion annual export earnings. To this end, the World Bank-financed Bay Termina

thefinancialexpress.com.bd

THRUST ON LOGISTICS UPGRADE TOWARDS $100B EXPORT
Multimodal hub integrating rail, road, Ctg seaport in sight
Also planned 'port community system' interlocking three seaports on WB model, FE seminar told

FE REPORT
Published :
Aug 18, 2025 00:18
Updated :
Aug 18, 2025 00:18

A multimodal logistics hub integrating railway, road, and Chittagong seaport facilities will be developed near the Bay Terminal to boost Bangladesh's trade-facilitating efficiency, as efforts are geared towards US$100-billion annual export earnings.

To this end, the World Bank-financed Bay Terminal Breakwater Project is moving ahead, with a subsidiary loan agreement to be signed today, following an earlier deal made between ERD and the Bank in Washington, said Senior Secretary, Shipping, Mohammed Yousuf at a roundtable organised by The Financial Express on Sunday in Dhaka.

The Financial Express organised the event with the support of Bangladesh Garment Manufacturers and Exporters Association (BGMEA), Bangladesh Knitwear Manufacturers and Exporters Association (BKMEA), Conveyor Group, Bangladesh Shipping Agents Association (BSAA), Anchorage Container Depot Limited and Bangladesh Container Shipping Association (BCSA).

Three Bay Terminals will be developed by CPA, PSA Singapore, and DP World. Tender evaluation is expected within a month or two. By 2036, the Bay Terminal is projected to handle 5.36 million TEUs, compared to Chittagong Port's current 2.86-million-TEU capacity, which is already overstretched handling 3.3 million TEUs annually.

The project is being implemented under a PPP G-to-G model, requiring a transaction adviser. Foreign firm Ernst & Young has exited, and the ministry is in talks with the ADB to cut costs.

A TA report is expected by October, with at least one Bay Terminal likely to be handed over to a contractor by December, Yousuf said.

He also expressed the hope that the New-mooring Container Terminal (NCT) would be handed over to a global operator by October under a transparent agreement.

On the National Logistics Policy, Yousuf said it would be amended soon and that two high-powered committees -- led by the Chief Adviser and the Principal Secretary -- were already formed.

An action plan under the policy is expected within a month, incorporating inputs from the FE roundtable, the World Bank, and relevant ministries.

Mr Yousuf also announced plans for setting up a Port Community System integrating Chittagong, Mongla and Payra seaports, based on a World Bank design.

He urges businesses to move empty containers to off-docks or return them to ships to ease congestion at the Chittagong seaport.

The railway authority has agreed to hand over at least one Dhaka-Chittagong container train to the private sector. A Matarbari Phase-II master plan is also underway, including an LNG and LPG terminal and a new CPA dockyard.

The Finance Ministry-approved port tariffs will only be finalised after consultation with stakeholders. The CPA has emphasized raising revenue for infrastructure but assured that tariff hikes will not be forthcoming.

Some NCT equipment, installed in 2007, now requires replacement, while the NBR, the CPA, and the Shipping Ministry are coordinating on wider port reforms.

The official also conveyed the Chief Adviser's instructions for waiving the 7.5-percent VAT on ship imports to encourage investment, though the matter remains subject to IMF concurrence.

Despite progress in physical infrastructure, Yousuf notes, Bangladesh continues to lag behind India and Vietnam in attracting foreign direct investment (FDI), receiving just US$3 billion in 2023, mostly from existing investors.

"Without reducing logistics costs, we will not be able to enhance export- competitiveness," he alerts.

Director-General at the Chief Adviser's Office Dr Ahmed Ullah told the meet that the chief adviser's office has decided to revisit the logistics policy. There are many issues yet unaddressed could be added to the policy.

"Reform is going on -- the government is trying its best, but it is slow," the DG said.

Terming the sector not-enough-recognised, Editor of The Financial Express Shamsul Huq Zahid said the financial daily would organise another seminar on a larger scale to give the trade-facilitating backbones a much-needed shot in the arm.

"With increased efficiency in the logistics sector, there is possibility of increase in export and decrease in the cost for end-consumer," he said.

He also said The Financial Express would prepare a set of recommendations for the policymakers on the basis of the inputs that came out from the roundtable.

Bangladesh Oceangoing Shipowners' Association (BOGSOA) President Azam J Chowdhury appeared critical of the government for not engaging the private sector in the decision-making process.

He said, "Developed logistics sector would be able bring increasing amounts of foreign currencies."

Addressing the event, Mohammad Hatem, president of Bangladesh Knitwear Manufacturers and Exporters Association (BKMEA), said foreign operators could help raise management efficiency and allow local manpower to acquire modern technology and international-standard practices.

"A port is a service-oriented organisation. Such a steep rise in charges without any discussion or logical explanation is unjustified," he said, referring to a sudden 40-percent hike in charges at Chattogram Port.

Hatem shot a question as to why a government institution should aim to make excessive profits.

He stressed the need for operationalising the Bay Terminal quickly, while fully utilising the capacities of Mongla and Payra ports to help achieve the $100-billion export target.

Also, he said, addressing the gas and electricity crises, ensuring uninterrupted energy supply, and improving the law-and-order situation are vital for boosting exports.

Other business leaders echoed similar concerns about inefficiencies at Chattogram Port -- Bangladesh's commercial lifeline, up till now -- and the need for international standards.

AmCham President Syed Ershad Ahmed notes that logistics industry in Bangladesh is still shaping. "The country's infrastructures do not involve logisticians in the building process, which in turn, doesn't help the infrastructure to utilize."

Senior Vice President of BGMEA Inamul Haq Khan notes that container handling at the port takes 5 to 6 days, compared to the global standard of 1 to 2 days. "Often, we are forced to send goods by air to meet buyers' commitments, which costs four times more than seaway shipments."

Former BFFA president Kabir Ahmed also urged the government to allow foreign operators, saying a "vested group" continues to oppose such moves. He stressed the need for reforms at Biman and Hazrat Shahjalal International Airport, where all four EDS (Explosives Detection Systems) machines remain inactive.

He identified the National Board of Revenue (NBR) as the biggest challenge for logistics, urging policy measures to improve port efficiency and punish those causing delays.

MD Shahriar, president of BGAPMEA, said every truck in metropolitan areas is forced to pay Tk 50-200 in bribes, while port delays force trucks to stay an extra 3 to 4 days, raising exporters' costs.

He also alleged that the behaviour of Chattogram Port Authority officials "suggests they think they are running Singapore Port, while the reality is far worse".

Abdul Haque, president of Bangladesh Reconditioned Vehicles Importers and Dealers Association (BARVIDA), points out that Bangladesh's infrastructure costs are higher than global standards, while countries like Vietnam have lowered costs through reforms. He laments "multiple transport ministries exist, but none effectively manages multimodal transformation".

Syed Mohammad Arif, chairman of Bangladesh Shipping Agents Association, criticised the recent port- charge hike imposed without stakeholder consultation, which has triggered a chain reaction of rate hikes across services.

Shamsuddin Chowdhury, general secretary of Bangladesh Container Shipping Association, told the meet that berth-operator appointments should be decided by container agents. He warns that Chattogram Port has already reached its maximum capacity and that alternative solutions are necessary to achieve the $100-billion export target by 2030.

The government has, meanwhile, said it is moving forward with infrastructure expansion.

Masrur Reaz, Chairman of Policy Exchange Bangladesh, finds the country "five decades behind" in developing logistics as a sector, as it was never recognised with proper policy, regulatory framework, or market development until the recent logistics policy framework was initiated.

He notes that higher export and production costs stemming from US tariffs and LDC graduation could be offset by greater logistics efficiency. "Bangladesh could also benefit from shifts in global value chains and higher US tariffs on other countries, but only if its logistics system is upgraded."

Reaz criticised delays in enacting the National Logistics Policy, saying that Bangladesh is already a decade behind since its formulation.

Stressing the need for reform, he argues that Chittagong Port must be freed from exclusive government operation and opened to private operators to realise its full potential. "There is no alternative to engaging a global operator at Chittagong port to raise efficiency," he told the seminar.

Delivering the keynote on 'Challenges, Opportunities and Way Forward in Logistics Landscape', Prof Md. Mamun Habib of the School of Business & Entrepreneurship at Independent University, Bangladesh, pointed out that Bangladesh continues to lag behind its South Asian peers in global logistics rankings. In the World Bank's Logistics Performance Index (LPI), the country ranked 88th in 2023, compared to India at 38 and Sri Lanka at 73.

"We are consistently weakest in infrastructure and business fundamentals, which makes it difficult to compete globally," the academic observed.

Key challenges, he said, include poor integration of transport networks, inadequate warehousing and distribution facilities, and delays in implementing the long-awaited national logistics strategy.

Despite the constraints, Prof. Habib sees opportunities, including the recently-approved but yet-to-be-implemented national logistics strategy, growing private-sector interest in ICD investment, and the scope for automation, artificial intelligence, blockchain, and other digital technologies in supply chain management.

"Bangladesh must embrace automation, ethical practices, and human-resource development to build a smart, resilient, and environmentally sustainable logistics ecosystem," he stressed, calling for greater coordination among port authorities, customs, civil aviation, and regulatory agencies.​

 

[Saif]

Multimodal logistics integration at seaports

Bangladesh's poor global logistics ranking in the World Bank's Logistics Performance Index (LPI) speaks volume for the country's inability to utilise its trade potential and competitiveness. In today's stiffly growing competition in accessing markets abroad, integrated logistics serve as the basis

thefinancialexpress.com.bd

Multimodal logistics integration at seaports

FE
Published :
Aug 19, 2025 00:16
Updated :
Aug 19, 2025 00:16

Bangladesh's poor global logistics ranking in the World Bank's Logistics Performance Index (LPI) speaks volume for the country's inability to utilise its trade potential and competitiveness. In today's stiffly growing competition in accessing markets abroad, integrated logistics serve as the basis for international trade, providing competitive edge and even global branding of products. It is exactly for this reason, the seaports in several countries have been transformed into multimodal transit points optimising their capacities. If container handling at the Chittagong Port takes five to six days instead of the global standard of one to two days, it is indeed pitiable. How business fails to connect with the global value chain becomes clear from this inefficiency. This is, however, just one aspect of the process, the port or ports concerned also fail to attract foreign vessels to call at such facilities.

The roundtable organised by the Financial Express brought together both government functionaries and astute businesspeople in order to collate their opinions and suggestions for riding the rough time ahead in international trade. To the meeting's credit, it has found pragmatic suggestions including greater participation in the process of logistical capacity building. One unanimous verdict that emerged from the deliberations is that there is no alternative to developing and integrating logistics in the form of a multimodal chain. It means that rail, road and the Chittagong Port will get connected through integration of an efficient transport network of both rail and road, sufficient warehouses including inland container depot preferably under public-private partnership and an upgraded distribution system. The bottom line is that the capacity development of not only the Chittagong Port would be enough but other ports ought to be put to optimal use with complementary innovative way of facilitating business. Another large-scale roundtable to be held on the same subject, as informed by the editor of the FE, may give further insight into the way forward.

Currently, though, the interim government is talking about the much-hyped reform to the Chittagong Port, the main task to be undertaken is to develop three bay terminals by the Chittagong Port Authority, PSA Singapore and DP World. Hopefully, the track records of the two foreign port operators and supply chain companies will be of tremendous help in expanding the port and the bay terminals' capacities, allowing those to have a competitive edge in real time export. Alongside the World Bank-financed Bay Terminal Breakwater Project, a 'port community system' interlocking the three seaports on the WB model is on the cards.

Undeniably, to stay in competition there is no alternative to taking advantage of the cheapest export mode -- sea routes that is, particularly after the hawkish global business environment set off following the reciprocal tariffs imposed by Donald Trump on both his friends and foes. A small country like Bangladesh with a limited basket of export goods must develop and diverse its export basket in order to get over the adversities facing business. It has to seize the least opportunities in the shifting global channels emerging from the higher levies slapped on some countries. However, one note of caution: the agreement on handling operation by foreign port operators and supply chain companies should be limited to a reasonable period during which time, the local operators, automation and other related logistics support will match the world's best.​

 

[Bilal9]

Asian Highway passing through South Western Bangladesh

 

[Bilal9]

 

[Bilal9]

Three separate old/new terminals in Chittagong Port - Laldia, New Mooring and Bay Terminal have been handed over to foreign operators, namely DP World Dubai, PSA S'pore and APM Netherlands.

However - there should have been provisions made to employ locals first in management (instead of foreigners) which should have been one of the conditions (not sure if it was one).

 

[Saif]

CPA signs 30-year concession deal with APM Terminals for Laldia Container Terminal

The Chittagong Port Authority (CPA) on Monday signed a concession agreement with the Denmark-based APM Terminals for development and operations for 30 years of the Laldia Container Terminal (LCT) under a Public-Private Partnership (PPP) framework. Shipping Adviser Brigadier General (Retd)

thefinancialexpress.com.bd

CPA signs 30-year concession deal with APM Terminals for Laldia Container Terminal

Published :
Nov 17, 2025 13:28

The Chittagong Port Authority (CPA) on Monday signed a concession agreement with the Denmark-based APM Terminals for development and operations for 30 years of the Laldia Container Terminal (LCT) under a Public-Private Partnership (PPP) framework.

Shipping Adviser Brigadier General (Retd) Dr M. Sakhawat Hussain attended the signing ceremony as the chief guest, held at the Intercontinental Hotel in the city.

State Secretary of the Trade and Investment of the Ministry of Foreign Affairs of Denmark, Lina Gandlose Hansen, and Ambassador of the Embassy of Denmark, Christian Brix Møller, were present as special guests.

Chief Executive Officers of the PPP Authority, Chowdhury Ashik Mahmud Bin Harun, presided over the signing ceremony.

In his speech, Sakhawat Hussain said the investment is expected to significantly boost employment, particularly for the youth.

“Once the project is complete, many young generations, particularly the educated youth of Bangladesh, will get jobs,” he added.

He highlighted the presence of a skilled workforce domestically, noting that the hardworking people of Bangladesh often work outside the country in Europe and America.​

 

[Saif]

Laldia Terminal construction to begin next year, operational by 2030

Exiting Chittagong Airport and moving along the main road, a large walled area appears on the right. Passing through the iron gate, one sees that the entire space is empty. This riverside area is fully covered with grass. There is a small room for security personnel. This was the scene observed...

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Laldia Terminal construction to begin next year, operational by 2030
Masud Milad Chattogram
Updated: 19 Nov 2025, 22: 21

A view of Laldia Char in Patenga on the right bank of the Karnaphuli River. The Chittagong Port Authority has signed an agreement with Denmark’s APM Terminals to build a container terminal here. The char is covered with grass up to the boundary wall. Photo taken yesterday, Tuesday afternoon in the Bijoynagar area of Laldia Char, Patenga. Jewel Shill.

Exiting Chittagong Airport and moving along the main road, a large walled area appears on the right. Passing through the iron gate, one sees that the entire space is empty. This riverside area is fully covered with grass. There is a small room for security personnel. This was the scene observed on-site yesterday afternoon, Tuesday. The Laldia Container Terminal will be constructed on this vacant land along the banks of the Karnaphuli River.

To construct and operate the terminal on Laldia Char, the Chittagong Port Authority signed an agreement last Monday at a hotel in Dhaka with APM Terminals, a company under Denmark’s Maersk Group. The concession agreement with the Danish company is for 33 years for construction and operation of the terminal. If conditions are met, the company will have the option to operate it for an additional 15 years. QNS Container Services is involved as a local partner in the project.

When asked when the land will be handed over to APM Terminals, Chittagong Port Secretary Md Omar Faruk told Prothom Alo yesterday, Wednesday, “The agreement has just been signed. The next steps will now be taken according to the agreement.”

Sources associated with the agreement say that major construction work may begin in the second half of next year, after the land is handed over. Before that, several procedural steps need to be completed, including preparation and approval of the detailed project design. Typically, it takes three to four years to fully construct and operationalise a terminal.

APM Terminals is the second foreign company to join port operations in Bangladesh. Earlier, in June last year, Saudi Arabia-based port operator Red Sea Gateway Terminal International (RSGTI) became involved in the operation of Chittagong’s Patenga Terminal. Meanwhile, the process to appoint an operator for the New Mooring Container Terminal is ongoing.

This project, under a public–private partnership (PPP), is being handed over to DP World of the United Arab Emirates (UAE). To evaluate the project’s tender, the port authority formed a seven-member committee and sent it to the Ministry of Shipping on 16 November for approval.

Amirul Haque, Managing Director of Sea Com Group, told Prothom Alo that appointing two international operators will elevate Chittagong Port to international standards. Increasing the port’s capacity will stimulate foreign trade. However, if tariffs are increased gradually and reasonably rather than all at once, there will be no negative impact on business.

If the depth at the mouth of the Karnaphuli River is increased, APM Terminals, operated by Maersk Line, will be able to berth relatively larger ships by taking advantage of the tides. With the ability to berth large ships, Maersk Line could offer direct shipping services to Europe and America. Since most of the global apparel buyers are Maersk Line customers, this will create an opportunity for Bangladesh’s export sector to become more competitive internationally.
Former member of the Port Authority Md Zafar Alam

Laldia to become operational in 2030

Currently, Chittagong Port has four operational terminals. Three of these were opened after Bangladesh gained independence, while one was operational during the Pakistan era. Once Laldia is operational, it will become the fifth container terminal at Chittagong Port.

After signing the agreement on Monday, APM Terminals issued a notice on their website stating that the terminal will be operational in 2030. At that time, the annual container handling capacity is expected to increase by 800,000 TEUs (twenty-foot equivalent units). Official statements mention that the terminal will open in 2029.

According to Germany-based consulting firm Hamburg Port Consulting, the four existing container terminals at Chittagong Port currently have an annual handling capacity of 3.5 million TEUs. When Laldia Container Terminal opens in 2030, this capacity will increase by 0.8 million to a total of 4.3 million TEUs.

The APM Terminals notice states that the construction of Laldia Terminal will involve an investment of over 550 million USD. During construction, around 1,000 people will be employed, and once operational, the terminal will provide employment for 500 people.

At container terminals, containers are loaded onto and unloaded from ships and then stored in open yards. These operations require heavy and specialised machinery. Significant investment is needed for everything from jetty construction to equipment procurement.

Laldia to allow accommodation of large ships

Laldia Char is located on the right bank of the Karnaphuli River, just before Guptabank near the river’s mouth. Beyond Laldia Char, the river bends upstream, known as Guptabank. After Guptabank are the RSGTI Chittagong Terminal and, further upstream, the port’s three main terminals. Ships must navigate the river bends to reach these terminals, making nighttime berthing risky and preventing large ships from docking. Constructing a terminal on Laldiaa Char will eliminate these obstacles.

On-site observations show that ships will be able to sail directly from the sea to the jetty to be constructed on Laldia Char without navigating any bends. This will remove the risks associated with nighttime berthing. Additionally, the terminal will be able to accommodate larger ships than other terminals.

APM Terminals has stated that currently, the main terminals at Chittagong Port can berth ships with a container capacity of 2,800 TEUs. Once Laldia Terminal becomes operational, it will be able to accommodate ships with a capacity of 6,000 TEUs.

Appointing two international operators will elevate Chittagong Port to international standards. Increasing the port’s capacity will stimulate foreign trade. However, if tariffs are increased gradually and reasonably rather than all at once, there will be no negative impact on business.
Amirul Haque, Managing Director of Sea Com Group Sees the light after 11 years.

The Laldia Terminal construction project began in 2013. That year, the Economic Affairs Committee of the Cabinet approved a competitive process to appoint an operator for the project. After completing all procedures, in 2017, five foreign companies were shortlisted from six applicants to participate in the main tender. However, the process was canceled midway during the Awami League government’s tenure.

After the competitive operator selection process was canceled, the government decided to implement the project on a government-to-government (G2G) basis. In June 2021, a G2G agreement was signed between Bangladesh and the Government of Denmark. On 16 May 2023, Denmark’s APM Terminals expressed interest and submitted a proposal to construct the Laldia Terminal. In January 2024, the project was selected during a joint meeting between the two countries. After the interim government came into office, the project gained momentum, and on Monday, it finally came to fruition with the signing of the agreement.

Greater advantages at Laldia Char

In Bangladesh, 99 per cent of container transport takes place through Chittagong Port. Containers are handled using the port’s four terminals. All exports are transported in containers, and a significant portion of imports, from raw materials for industries to commercial goods, also arrives in containers. Due to the shortage of container terminals, Chittagong Port experiences congestion for most of the year. Port officials believe that constructing a new terminal will help address this shortfall.

When asked, former member of the Port Authority Md Zafar Alam told Prothom Alo that Laldia will offer more advantages compared to the other terminals. If the depth at the mouth of the Karnaphuli River is increased, APM Terminals, operated by Maersk Line, will be able to berth relatively larger ships by taking advantage of the tides. With the ability to berth large ships, Maersk Line could offer direct shipping services to Europe and America. Since most of the global apparel buyers are Maersk Line customers, this will create an opportunity for Bangladesh’s export sector to become more competitive internationally.​