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- Jan 24, 2024
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Here is a video log for Bay Terminal construction status - it is in tender stage now.
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Bangladesh Defense Forum
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Container delivery, transport from Ctg port gaining momentum
Online assessment process began Tuesday evening
Container delivery, transport from Ctg port gaining momentum
Online assessment process began Tuesday evening
Import container and cargo delivery from Chattogram port yards and transfer of containers from port to the private inland container depots (ICDs) gained momentum since Tuesday evening following the relaunch of online assessment process with the partial resumption of broadband internet.
Some 1,286 TEUs (twenty-foot equivalent units) of import cargo could be delivered to the consignees from the port yards in the 24 hours to 8am today, according to the Chittagong Port Authority (CPA).
It was possible due to the recommencement of online assessment by the custom authority following the resumption of broadband internet service on Tuesday evening, CPA Secretary Md Omar Faruk said.
Moreover, 583 TEUs of import containers were transferred to the export processing zones and 1,007 TEUs to the private ICDs in the same period.
The number of total containers lying in different port yards came down to 41,459 TEUs as of 8am today, against 41,620 TEUs a day ago.
The CPA secretary hoped the container congestion inside the yards would improve in the next few days.
Chattogram Custom House Joint Commissioner Tarek Hasan confirmed that they could get access to the Asycuda World System of the server of the National Board of Revenue after partial resumption of broadband internet since Tuesday afternoon.
Clearing and forwarding agents usually submit import and export documents, like bill of entry and bill of export, to the NBR server from their respective offices.
Since internet service was yet to be resumed at individual users, the customs authority gave server connectivity to four computers at a room at the custom house's office to allow the C&F agents to submit these documents since Thursday afternoon.
Bangladesh Inland Container Depots Association Secretary Ruhul Amin Sikder informed that transport of export load containers from the private ICDs to the port is declining in last few days as arrival of export cargo by trucks at the ICDs from Dhaka and elsewhere remained poor due to the closure of factories.
Sikder, also an official of Isack Depot, a private ICD near the port, said they received only six covered vans of export cargo in the last 24 hours, down from 150 vehicles of any regular day.
Online assessment process began Tuesday evening
Import container and cargo delivery from Chattogram port yards and transfer of containers from port to the private inland container depots (ICDs) gained momentum since Tuesday evening following the relaunch of online assessment process with the partial resumption of broadband internet.
Some 1,286 TEUs (twenty-foot equivalent units) of import cargo could be delivered to the consignees from the port yards in the 24 hours to 8am today, according to the Chittagong Port Authority (CPA).
It was possible due to the recommencement of online assessment by the custom authority following the resumption of broadband internet service on Tuesday evening, CPA Secretary Md Omar Faruk said.
Moreover, 583 TEUs of import containers were transferred to the export processing zones and 1,007 TEUs to the private ICDs in the same period.
The number of total containers lying in different port yards came down to 41,459 TEUs as of 8am today, against 41,620 TEUs a day ago.
The CPA secretary hoped the container congestion inside the yards would improve in the next few days.
Chattogram Custom House Joint Commissioner Tarek Hasan confirmed that they could get access to the Asycuda World System of the server of the National Board of Revenue after partial resumption of broadband internet since Tuesday afternoon.
Clearing and forwarding agents usually submit import and export documents, like bill of entry and bill of export, to the NBR server from their respective offices.
Since internet service was yet to be resumed at individual users, the customs authority gave server connectivity to four computers at a room at the custom house's office to allow the C&F agents to submit these documents since Thursday afternoon.
Bangladesh Inland Container Depots Association Secretary Ruhul Amin Sikder informed that transport of export load containers from the private ICDs to the port is declining in last few days as arrival of export cargo by trucks at the ICDs from Dhaka and elsewhere remained poor due to the closure of factories.
Sikder, also an official of Isack Depot, a private ICD near the port, said they received only six covered vans of export cargo in the last 24 hours, down from 150 vehicles of any regular day.
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Payra Seaport: A white elephant in the making?
A sound feasibility study is the key to successful implementation and effective functioning of any project. But in Bangladesh, the importance of conducting a feasibility study before project implementation is often overlooked, leading to implementation delays and cost overruns. Worse still, in some
Payra Seaport: A white elephant in the making?
ATIQUL KABIR TUHIN
Published :
Jul 24, 2024 22:20
Updated :
Jul 24, 2024 22:20
A sound feasibility study is the key to successful implementation and effective functioning of any project. But in Bangladesh, the importance of conducting a feasibility study before project implementation is often overlooked, leading to implementation delays and cost overruns. Worse still, in some cases, the opinion of experts is even ignored. Construction of the Payra Seaport is a case in point. Before the construction of the seaport, various quarters had opined that construction of the port would not be viable as its site is prone to heavy siltation. Moreover, its location near the Sunderbans had given rise to concerns over potential biodiversity and habitat loss in the world's largest mangrove forest.
A 2019 study by a team of researchers from Germany, Belgium, and Bangladesh raised concerns about excessive sedimentation at Payra Port channel. The study found that the Bay of Bengal receives a staggering 1.1 billion cubic meters of sediment annually from the Himalayas through the rivers. Of this, a significant amount, roughly 400 million cubic meters, accumulates around the Payra River channel each year. Experts warned that such substantial siltation could pose operational difficulties for the port. The study estimates that removing this accumulated silt annually would cost approximately 80 to 100 billion taka. Additionally, researchers have expressed concerns that a moderate storm could render the port unusable due to rapid siltation. In sum, the study suggests that Payra Port's functionality might be significantly compromised by sedimentation.
Yet, the government went ahead with its plan to construct Payra Port, the country's third seaport, located on the western bank of the Rabnabad Channel at the confluence of Rivers Galachipa and Tetulia in Patuakhali. Initially, the government had planned to develop Payra as a deep-sea port with a 16-metre draft to enable the entry of large vessels that cannot do so at Mongla and Chattogram ports. But later, the government backtracked from the deep seaport project at Payra and opted for constructing a seaport there as the water draft in the area linking the Bay of Bengal appeared to be challenging.
The Payra Port is one of the 10 fast-track mega projects of the government. Although the port has been operational in a limited capacity since 2016, construction of a full-fledged port is still limping on. According to a recent report of the Financial Express, the Payra Port Authority initiated a Tk 11.28 billion project titled 'Development of Necessary Facilities at the Payra Port for its Smooth Operation Project' in 2015 for the smooth functioning of the port. It was supposed to be completed in June 2018. Unfortunately, the project has not been completed yet, while the project cost has jumped to Tk 43.75 billion - an increase by 287 per cent from the original allocation.
After missing the initial three-year deadline, the PPA in its first revision got the cost inflated to Tk 33.50 billion, and the deadline extended to June 2020. After failing to complete the project in 2020, the port authority sought the second revision shooting up the cost to Tk 43.75 billion with another two years of extension up to June 2022. The authorities, however, failed to meet the deadline and applied for one-year more time extension up to June 2023. Again, the port authority failed, compelling the government to extend the deadline to June 2024. Now, the project awaits another extension of the deadline and, possibly, an increase in funds as well.
Observers are of the view that repeated failure to complete the project in time has already made the purpose of the project outcome vulnerable, while the country has failed to get the expected port services for the past six years. The government has invested a huge amount of money for the port facilities. But the outcome remained elusive for the project delays.
Meanwhile, the fear of heavy siltation hampering the port's navigability also came true. The PPA has already spent TK 65.35 billion in carrying out capital-and-maintenance dredging of Rabnabad channel. The funds mostly came from Bangladesh's fast-depleting forex reserves. The Rabnabad channel, a 75-kilometre-long main navigation channel of the seaport, was dredged by spending 524 million Euros from the forex reserves and some Tk 11 billion in local currency. Now due to heavy siltation, the channel is in need of dredging again, and the PPA is pursuing a Tk 52 billion project with the Ministry of Finance for maintaining the navigability to the port through the channel.
Given the huge amount of money that the authorities have already spent and will be required in future to maintain the navigability of the port channel, many believe that Payra Port is another white elephant project of the government after the Rooppur Nuclear Power Plant. When the Payra Port project was conceived, it was envisaged that the port with its 16 metres berth depth would be the country's premier seaport by 2022. Both the Chittagong and Mongla ports have berth depth of around 10 metres. Moreover, the Chattogram Port is 260 kilometres off the capital and the Payra Port 190-km away, while with 170 kilometres distance Mongla Port is the nearest seaport from Dhaka. The capital is surrounded by a large number of industries that have so far depended entirely on the far away Chattogram Port, thereby incurring a higher cost and loss of time. Use of the Mongla and Payra ports was expected to be more convenient for businesses located in Dhaka, especially following the construction and inauguration of the Padma Bridge.
But the hope that Payra seaport would offer a much more convenient port facility to businesses in Dhaka and adjacent areas was dashed when the project implementation authorities finally came to terms with the reality that the site is not suitable for the construction of a deep-sea port. Now, a seaport is being constructed there when the nearby Mongla seaport cannot be utilised to its full capacity due to a lack of infrastructural development, and about 92 per cent of the country's exports and imports take place through Chattogram seaport. Moreover, it is anticipated that the cost of maintaining the navigability of the Payra port channel would far outweigh the revenue the port would generate. One can only hope that the government exercises greater caution and conducts thorough feasibility studies before implementing such mega-projects. Ideally, project selection should be based on sound economic and strategic considerations, not on political consideration.
ATIQUL KABIR TUHIN
Published :
Jul 24, 2024 22:20
Updated :
Jul 24, 2024 22:20
A sound feasibility study is the key to successful implementation and effective functioning of any project. But in Bangladesh, the importance of conducting a feasibility study before project implementation is often overlooked, leading to implementation delays and cost overruns. Worse still, in some cases, the opinion of experts is even ignored. Construction of the Payra Seaport is a case in point. Before the construction of the seaport, various quarters had opined that construction of the port would not be viable as its site is prone to heavy siltation. Moreover, its location near the Sunderbans had given rise to concerns over potential biodiversity and habitat loss in the world's largest mangrove forest.
A 2019 study by a team of researchers from Germany, Belgium, and Bangladesh raised concerns about excessive sedimentation at Payra Port channel. The study found that the Bay of Bengal receives a staggering 1.1 billion cubic meters of sediment annually from the Himalayas through the rivers. Of this, a significant amount, roughly 400 million cubic meters, accumulates around the Payra River channel each year. Experts warned that such substantial siltation could pose operational difficulties for the port. The study estimates that removing this accumulated silt annually would cost approximately 80 to 100 billion taka. Additionally, researchers have expressed concerns that a moderate storm could render the port unusable due to rapid siltation. In sum, the study suggests that Payra Port's functionality might be significantly compromised by sedimentation.
Yet, the government went ahead with its plan to construct Payra Port, the country's third seaport, located on the western bank of the Rabnabad Channel at the confluence of Rivers Galachipa and Tetulia in Patuakhali. Initially, the government had planned to develop Payra as a deep-sea port with a 16-metre draft to enable the entry of large vessels that cannot do so at Mongla and Chattogram ports. But later, the government backtracked from the deep seaport project at Payra and opted for constructing a seaport there as the water draft in the area linking the Bay of Bengal appeared to be challenging.
The Payra Port is one of the 10 fast-track mega projects of the government. Although the port has been operational in a limited capacity since 2016, construction of a full-fledged port is still limping on. According to a recent report of the Financial Express, the Payra Port Authority initiated a Tk 11.28 billion project titled 'Development of Necessary Facilities at the Payra Port for its Smooth Operation Project' in 2015 for the smooth functioning of the port. It was supposed to be completed in June 2018. Unfortunately, the project has not been completed yet, while the project cost has jumped to Tk 43.75 billion - an increase by 287 per cent from the original allocation.
After missing the initial three-year deadline, the PPA in its first revision got the cost inflated to Tk 33.50 billion, and the deadline extended to June 2020. After failing to complete the project in 2020, the port authority sought the second revision shooting up the cost to Tk 43.75 billion with another two years of extension up to June 2022. The authorities, however, failed to meet the deadline and applied for one-year more time extension up to June 2023. Again, the port authority failed, compelling the government to extend the deadline to June 2024. Now, the project awaits another extension of the deadline and, possibly, an increase in funds as well.
Observers are of the view that repeated failure to complete the project in time has already made the purpose of the project outcome vulnerable, while the country has failed to get the expected port services for the past six years. The government has invested a huge amount of money for the port facilities. But the outcome remained elusive for the project delays.
Meanwhile, the fear of heavy siltation hampering the port's navigability also came true. The PPA has already spent TK 65.35 billion in carrying out capital-and-maintenance dredging of Rabnabad channel. The funds mostly came from Bangladesh's fast-depleting forex reserves. The Rabnabad channel, a 75-kilometre-long main navigation channel of the seaport, was dredged by spending 524 million Euros from the forex reserves and some Tk 11 billion in local currency. Now due to heavy siltation, the channel is in need of dredging again, and the PPA is pursuing a Tk 52 billion project with the Ministry of Finance for maintaining the navigability to the port through the channel.
Given the huge amount of money that the authorities have already spent and will be required in future to maintain the navigability of the port channel, many believe that Payra Port is another white elephant project of the government after the Rooppur Nuclear Power Plant. When the Payra Port project was conceived, it was envisaged that the port with its 16 metres berth depth would be the country's premier seaport by 2022. Both the Chittagong and Mongla ports have berth depth of around 10 metres. Moreover, the Chattogram Port is 260 kilometres off the capital and the Payra Port 190-km away, while with 170 kilometres distance Mongla Port is the nearest seaport from Dhaka. The capital is surrounded by a large number of industries that have so far depended entirely on the far away Chattogram Port, thereby incurring a higher cost and loss of time. Use of the Mongla and Payra ports was expected to be more convenient for businesses located in Dhaka, especially following the construction and inauguration of the Padma Bridge.
But the hope that Payra seaport would offer a much more convenient port facility to businesses in Dhaka and adjacent areas was dashed when the project implementation authorities finally came to terms with the reality that the site is not suitable for the construction of a deep-sea port. Now, a seaport is being constructed there when the nearby Mongla seaport cannot be utilised to its full capacity due to a lack of infrastructural development, and about 92 per cent of the country's exports and imports take place through Chattogram seaport. Moreover, it is anticipated that the cost of maintaining the navigability of the Payra port channel would far outweigh the revenue the port would generate. One can only hope that the government exercises greater caution and conducts thorough feasibility studies before implementing such mega-projects. Ideally, project selection should be based on sound economic and strategic considerations, not on political consideration.
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- #29
- Jan 24, 2024
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Dhaka Airport 3rd terminal update - this vlogger always puts up Sheikh Hasina's picture on updates.
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- #30
Fund-sapping motivated megaprojects may be axed
Ongoing large and megaprojects will be reviewed and less-priority and "politically motivated" ones scrapped, says Planning and Education Adviser Prof Wahiduddin Mahmud of the interim government. "There are irregularities in taking up projects as some are undertaken by the influence of the co
Fund-sapping motivated megaprojects may be axed
Adviser indicates, as 'irregularities' galore
FE REPORT
Published :
Aug 20, 2024 00:36
Updated :
Aug 20, 2024 00:36
Ongoing large and megaprojects will be reviewed and less-priority and "politically motivated" ones scrapped, says Planning and Education Adviser Prof Wahiduddin Mahmud of the interim government.
"There are irregularities in taking up projects as some are undertaken by the influence of the contractors and some are by dishonest persons," he said while briefing journalists Monday at the Planning Commission in Dhaka.
"Each of projects needs to be reviewed and scrutinised, as mostly are in indiscipline state…. Firstly, there are problems in the negotiations with the lenders for the foreign-funded megaprojects," he said.
He emphasized release of the funds in the pipeline which are committed by some development partners as that would give a cushion to the foreign-exchange-reserves crisis.
"Some approved projects are yet to be started, some in the middle and some in the last stage…Some projects are politically motivated, which are pledged by the political leaders in their election constituencies," says the economist-turned-functionary of the interim government, installed following the fall of the Sheikh Hasina government.
Those projects which do not have priority and better outcomes have to be reviewed and have to be scrapped, he categorically said in resetting priorities.
Prof Mahmud suggests the PC officials scrap the projects which are approved but involve waste of money.
"There are lots of irregularities in project design, cost estimation and execution period. The irregularities could be for a lack of capacity and could be for the influence of the contractors."
Referring to what is billed highest unit-cost record in Bangladesh's road constructions, the Planning Adviser said since there were irregularities, especially in the infrastructure-related big projects, their cost and time have been overrun.
The last Awami League government took up some megaprojects of which few are completed and many still ongoing. The ongoing 10 megaprojects have received nearly Tk 510-billion allocations in the current fiscal year (FY) 2024-25 Annual Development Programme (ADP).
The Roopur nuclear power plant alone has got an allocation worth Tk 105.02 billion, MRT-6 Tk 19.75 billion, MRT-1 Tk19.42 billion, MRT-5 (northern) Tk 59.68 billion, Bangabandhu Rail Bridge construction project Tk 25.60 billion.
Besides, the ongoing Padma rail-link project has received Tk 35.44 billion, Dohazari-Ramu-Ghundum rail line Tk 14.53 billion.
Some other megaprojects, including the Matarbari port development, Pyra port development, Dhaka Elevated Expressway, Dhaka-Ashulia elevated expressway, Airport 3rd terminal, and Elenga-Hatikamrul-Rangpur 4-lane highway projects, are also going on.
In the meantime, Dhaka-Chittagong Highway, Joydevpur-Elenga highway, and Tunnel under Karnaphuli river megaproject have already been completed.
Professor Mahmud said sometimes the ministries take non-priority projects for constructing complexes and buildings which remain idle and unutilised now.
"There is direct link between the public expenditure and macro-economy as our main target at this moment is stabilising economy and curbing inflation. For this reason, we have to reduce development expenditure which will cut the budget deficit and bring down inflation."
In overall macroeconomic management, project implementation, expenditure, and development budget have a big role, the adviser notes.
"There are some questions about the figure on GDP, inflation and other statistics of the BBS. We will review those and try to establish a credible statistical body of the government."
Terming faulty the past government's higher public-expenditure policy for enhancing GDP of the country, Prof Mahmud said they had only run for enhancing the growth rather not for creating employments.
Higher GDP growth is not the only factor in the macro-economy--employment creation is very important, notes the economist in upending the past 'development' pursuit.
For enhancing the GDP growth, the last government earlier tried to invest more in infrastructure development, considering it "very prestigious".
"I have earlier said only the infrastructure development will be like a skeleton without flesh and blood if we fail to develop our manpower," he reminds
"If we make delay in implementing projects, then price and time will get extended. You know that time is a big factor in the economy."
Prof Mahmud adds: "Some people think that their projects should not be stopped after some expenditure. However, we should consider-- how more funds will be spent and how much return we will get."
The adviser instructed the IMED to make a report on reasons behind 3-4 times revision of the projects, changing design at the middle and any negligence there.
Adviser indicates, as 'irregularities' galore
FE REPORT
Published :
Aug 20, 2024 00:36
Updated :
Aug 20, 2024 00:36
Ongoing large and megaprojects will be reviewed and less-priority and "politically motivated" ones scrapped, says Planning and Education Adviser Prof Wahiduddin Mahmud of the interim government.
"There are irregularities in taking up projects as some are undertaken by the influence of the contractors and some are by dishonest persons," he said while briefing journalists Monday at the Planning Commission in Dhaka.
"Each of projects needs to be reviewed and scrutinised, as mostly are in indiscipline state…. Firstly, there are problems in the negotiations with the lenders for the foreign-funded megaprojects," he said.
He emphasized release of the funds in the pipeline which are committed by some development partners as that would give a cushion to the foreign-exchange-reserves crisis.
"Some approved projects are yet to be started, some in the middle and some in the last stage…Some projects are politically motivated, which are pledged by the political leaders in their election constituencies," says the economist-turned-functionary of the interim government, installed following the fall of the Sheikh Hasina government.
Those projects which do not have priority and better outcomes have to be reviewed and have to be scrapped, he categorically said in resetting priorities.
Prof Mahmud suggests the PC officials scrap the projects which are approved but involve waste of money.
"There are lots of irregularities in project design, cost estimation and execution period. The irregularities could be for a lack of capacity and could be for the influence of the contractors."
Referring to what is billed highest unit-cost record in Bangladesh's road constructions, the Planning Adviser said since there were irregularities, especially in the infrastructure-related big projects, their cost and time have been overrun.
The last Awami League government took up some megaprojects of which few are completed and many still ongoing. The ongoing 10 megaprojects have received nearly Tk 510-billion allocations in the current fiscal year (FY) 2024-25 Annual Development Programme (ADP).
The Roopur nuclear power plant alone has got an allocation worth Tk 105.02 billion, MRT-6 Tk 19.75 billion, MRT-1 Tk19.42 billion, MRT-5 (northern) Tk 59.68 billion, Bangabandhu Rail Bridge construction project Tk 25.60 billion.
Besides, the ongoing Padma rail-link project has received Tk 35.44 billion, Dohazari-Ramu-Ghundum rail line Tk 14.53 billion.
Some other megaprojects, including the Matarbari port development, Pyra port development, Dhaka Elevated Expressway, Dhaka-Ashulia elevated expressway, Airport 3rd terminal, and Elenga-Hatikamrul-Rangpur 4-lane highway projects, are also going on.
In the meantime, Dhaka-Chittagong Highway, Joydevpur-Elenga highway, and Tunnel under Karnaphuli river megaproject have already been completed.
Professor Mahmud said sometimes the ministries take non-priority projects for constructing complexes and buildings which remain idle and unutilised now.
"There is direct link between the public expenditure and macro-economy as our main target at this moment is stabilising economy and curbing inflation. For this reason, we have to reduce development expenditure which will cut the budget deficit and bring down inflation."
In overall macroeconomic management, project implementation, expenditure, and development budget have a big role, the adviser notes.
"There are some questions about the figure on GDP, inflation and other statistics of the BBS. We will review those and try to establish a credible statistical body of the government."
Terming faulty the past government's higher public-expenditure policy for enhancing GDP of the country, Prof Mahmud said they had only run for enhancing the growth rather not for creating employments.
Higher GDP growth is not the only factor in the macro-economy--employment creation is very important, notes the economist in upending the past 'development' pursuit.
For enhancing the GDP growth, the last government earlier tried to invest more in infrastructure development, considering it "very prestigious".
"I have earlier said only the infrastructure development will be like a skeleton without flesh and blood if we fail to develop our manpower," he reminds
"If we make delay in implementing projects, then price and time will get extended. You know that time is a big factor in the economy."
Prof Mahmud adds: "Some people think that their projects should not be stopped after some expenditure. However, we should consider-- how more funds will be spent and how much return we will get."
The adviser instructed the IMED to make a report on reasons behind 3-4 times revision of the projects, changing design at the middle and any negligence there.
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- Jan 24, 2024
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Fund-sapping motivated megaprojects may be axed
Ongoing large and megaprojects will be reviewed and less-priority and "politically motivated" ones scrapped, says Planning and Education Adviser Prof Wahiduddin Mahmud of the interim government. "There are irregularities in taking up projects as some are undertaken by the influence of the cothefinancialexpress.com.bd
Fund-sapping motivated megaprojects may be axed
Adviser indicates, as 'irregularities' galore
FE REPORT
Published :
Aug 20, 2024 00:36
Updated :
Aug 20, 2024 00:36
View attachment 7609
Ongoing large and megaprojects will be reviewed and less-priority and "politically motivated" ones scrapped, says Planning and Education Adviser Prof Wahiduddin Mahmud of the interim government.
"There are irregularities in taking up projects as some are undertaken by the influence of the contractors and some are by dishonest persons," he said while briefing journalists Monday at the Planning Commission in Dhaka.
"Each of projects needs to be reviewed and scrutinised, as mostly are in indiscipline state…. Firstly, there are problems in the negotiations with the lenders for the foreign-funded megaprojects," he said.
He emphasized release of the funds in the pipeline which are committed by some development partners as that would give a cushion to the foreign-exchange-reserves crisis.
"Some approved projects are yet to be started, some in the middle and some in the last stage…Some projects are politically motivated, which are pledged by the political leaders in their election constituencies," says the economist-turned-functionary of the interim government, installed following the fall of the Sheikh Hasina government.
Those projects which do not have priority and better outcomes have to be reviewed and have to be scrapped, he categorically said in resetting priorities.
Prof Mahmud suggests the PC officials scrap the projects which are approved but involve waste of money.
"There are lots of irregularities in project design, cost estimation and execution period. The irregularities could be for a lack of capacity and could be for the influence of the contractors."
Referring to what is billed highest unit-cost record in Bangladesh's road constructions, the Planning Adviser said since there were irregularities, especially in the infrastructure-related big projects, their cost and time have been overrun.
The last Awami League government took up some megaprojects of which few are completed and many still ongoing. The ongoing 10 megaprojects have received nearly Tk 510-billion allocations in the current fiscal year (FY) 2024-25 Annual Development Programme (ADP).
The Roopur nuclear power plant alone has got an allocation worth Tk 105.02 billion, MRT-6 Tk 19.75 billion, MRT-1 Tk19.42 billion, MRT-5 (northern) Tk 59.68 billion, Bangabandhu Rail Bridge construction project Tk 25.60 billion.
Besides, the ongoing Padma rail-link project has received Tk 35.44 billion, Dohazari-Ramu-Ghundum rail line Tk 14.53 billion.
Some other megaprojects, including the Matarbari port development, Pyra port development, Dhaka Elevated Expressway, Dhaka-Ashulia elevated expressway, Airport 3rd terminal, and Elenga-Hatikamrul-Rangpur 4-lane highway projects, are also going on.
In the meantime, Dhaka-Chittagong Highway, Joydevpur-Elenga highway, and Tunnel under Karnaphuli river megaproject have already been completed.
Professor Mahmud said sometimes the ministries take non-priority projects for constructing complexes and buildings which remain idle and unutilised now.
"There is direct link between the public expenditure and macro-economy as our main target at this moment is stabilising economy and curbing inflation. For this reason, we have to reduce development expenditure which will cut the budget deficit and bring down inflation."
In overall macroeconomic management, project implementation, expenditure, and development budget have a big role, the adviser notes.
"There are some questions about the figure on GDP, inflation and other statistics of the BBS. We will review those and try to establish a credible statistical body of the government."
Terming faulty the past government's higher public-expenditure policy for enhancing GDP of the country, Prof Mahmud said they had only run for enhancing the growth rather not for creating employments.
Higher GDP growth is not the only factor in the macro-economy--employment creation is very important, notes the economist in upending the past 'development' pursuit.
For enhancing the GDP growth, the last government earlier tried to invest more in infrastructure development, considering it "very prestigious".
"I have earlier said only the infrastructure development will be like a skeleton without flesh and blood if we fail to develop our manpower," he reminds
"If we make delay in implementing projects, then price and time will get extended. You know that time is a big factor in the economy."
Prof Mahmud adds: "Some people think that their projects should not be stopped after some expenditure. However, we should consider-- how more funds will be spent and how much return we will get."
The adviser instructed the IMED to make a report on reasons behind 3-4 times revision of the projects, changing design at the middle and any negligence there.
It is true some of the mega projects were undertaken due to the express need for corruption, but the people of Bangladesh will be the losers if some of them are not completed and put to use as planned. They need to be judged on a case-by-case basis, trimmed and scaled down if needed.
In my mind, whatever helps job-growth and logistics for communication and exports (such as container logistics for rail links and Metro rail), has to be prioritized ASAP. These include Road, Rail infra between major export zones and ports (selectively, making sure the politically motivated ones were not undertaken to help Hasina win votes, like rail link to Patuakhali).
Road infra and SEZ for job creation, such as Dhaka Bypass Expressway project and all the larger SEZs (Mirsarai) and foreign-country-dedicated SEZs (such as Japanese SEZ near Dhaka) need to be completed ASAP. FDI has to be attracted to projects in these SEZs as well.
Of critical importance is to immediately discontinue any project that is connected to transit and port use by the neighbor and discontinue sea-link cable-sourced bandwidth export and LNG-sourced gas export to India (Sagar and Runi lost their lives over this - Summit people have to be brought to book on this crime). We need all the bandwidth and LNG we can gather. Other countries will have to manage their own.
We should not have any interest in spending our money to provide free transport or transit services to any other country when they block our exports at every opportunity.
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A pleasant surprise at Dhaka airport for incoming passengers
Passengers say they have been getting their luggage quickly at airport previously known for long delays
A pleasant surprise at Dhaka airport for incoming passengers
Passengers say they have been getting their luggage quickly at airport previously known for long delays
Representational image. Photo: Collected
For passengers with past experience of the Dhaka airport, the prospect of flying into Bangladesh's capital has not been a pleasant one, chiefly because of the seemingly interminable delays in getting their checked-in baggage.
But things appear to have changed as passengers are now getting their luggage very soon after landing at the Hazrat Shahjalal International Airport.
"It's a dramatic change at the airport. Earlier, we had to wait for a long time to get luggage and also for completion of immigration formalities. But at present the scenario has changed. I have got my luggage immediately after reaching the luggage belt," said Md Kamal Hossain, who came from New York by a Qatar Airlines flight recently.
Different groups in Facebook lauded the recent positive change at the Dhaka Airport over the past two weeks or so.
Abul Kasem, who recently came from Singapore, said the behaviour of immigration and other officials had changed. He also said that he got his luggage within 20 minutes of landing.
Group Captain Kamrul Islam, executive director of HSIA, told The Daily Star, "We are trying our best to ensure passengers get their luggage smoothly."
He said under the leadership of the new chairman of Civil Aviation Authority of Bangladesh, Air Vice Marshal Md Monjur Kabir Bhuiyan who was appointed on August 18, all of their efforts are to ensure accountability.
He also said that with the constant coordination of Biman Bangladesh Airlines, which is providing ground handling facilities at the HSIA, the airport staffers are working throughout the day to improve the quality of baggage handling facilities.
"Alhamdulillah, passengers are getting 80 to 85 percent of their luggage within the stipulated time and for the rest of the luggage we are in a constant process to improve. It's a continuing process."
He said the first piece of luggage is now available at the belt within 18 minutes of the aircraft touching the boarding bridge and shutting down its engines and the last item is available within 60 minutes.
"We are trying our best so that passengers get the luggage and complete immigration formalities in the shortest possible time," he also said.
Passengers say they have been getting their luggage quickly at airport previously known for long delays
Representational image. Photo: Collected
For passengers with past experience of the Dhaka airport, the prospect of flying into Bangladesh's capital has not been a pleasant one, chiefly because of the seemingly interminable delays in getting their checked-in baggage.
But things appear to have changed as passengers are now getting their luggage very soon after landing at the Hazrat Shahjalal International Airport.
"It's a dramatic change at the airport. Earlier, we had to wait for a long time to get luggage and also for completion of immigration formalities. But at present the scenario has changed. I have got my luggage immediately after reaching the luggage belt," said Md Kamal Hossain, who came from New York by a Qatar Airlines flight recently.
Different groups in Facebook lauded the recent positive change at the Dhaka Airport over the past two weeks or so.
Abul Kasem, who recently came from Singapore, said the behaviour of immigration and other officials had changed. He also said that he got his luggage within 20 minutes of landing.
Group Captain Kamrul Islam, executive director of HSIA, told The Daily Star, "We are trying our best to ensure passengers get their luggage smoothly."
He said under the leadership of the new chairman of Civil Aviation Authority of Bangladesh, Air Vice Marshal Md Monjur Kabir Bhuiyan who was appointed on August 18, all of their efforts are to ensure accountability.
He also said that with the constant coordination of Biman Bangladesh Airlines, which is providing ground handling facilities at the HSIA, the airport staffers are working throughout the day to improve the quality of baggage handling facilities.
"Alhamdulillah, passengers are getting 80 to 85 percent of their luggage within the stipulated time and for the rest of the luggage we are in a constant process to improve. It's a continuing process."
He said the first piece of luggage is now available at the belt within 18 minutes of the aircraft touching the boarding bridge and shutting down its engines and the last item is available within 60 minutes.
"We are trying our best so that passengers get the luggage and complete immigration formalities in the shortest possible time," he also said.
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BD unlikely to reroute external trade through Indian ports
Bangladesh government won't encourage businesses to use Indian ports for rerouting export-import trade as no special facility comes therefrom and a local deep-sea port is forthcoming, sources say. Vessel traffic from the under-construction Matarbari deep-sea port is not far off now-its operation i
Cargo diversion from Matarbari deep-sea port
BD unlikely to reroute external trade through Indian ports
India's ports go cool on offering any special facility compared to regional shipping hubs
Syful Islam
Published :
Aug 31, 2024 00:09
Updated :
Aug 31, 2024 00:09
Bangladesh government won't encourage businesses to use Indian ports for rerouting export-import trade as no special facility comes therefrom and a local deep-sea port is forthcoming, sources say.
Vessel traffic from the under-construction Matarbari deep-sea port is not far off now-its operation is expected by 2026.
Officials concerned also have taken such a decision as the Indian ports may not be able to offer to Bangladesh any special facility compared to the regional transhipment ports in Colombo, Singapore and Port Klang.
They also point out that deployment of a adequate number of feeder vessels between Chittagong and Indian ports would be necessitated by the mother- vessel operators to launch shipping service on this route.
It is not clear whether the mother-or feeder-vessel operators will agree to deploy vessels on this route by considering business prospects, they have said.
SM Mostafa Kamal, a joint secretary at the ministry of shipping, led a 13-member Bangladeshi delegation early July to visit ports in Chennai, Krishnapatnam, Vishakhapatnam, Kolkata and Haldia.
The familiarisation trip aimed at observing the technical feasibility, commercial viability, and infrastructure facilities at the Indian ports and to discuss what additional facilities they can offer if Bangladeshi businesses use the ports for external trade.
The Bangladeshi delegation undertook the visit to Indian ports as a follow-up to a decision made at the Indo-Bangla shipping secretary-level meeting held in Dhaka.
Mr Kamal told the FE Wednesday that, while visiting the ports, the delegation members asked the port authorities to let them know in writing what additional facilities can be offered to Bangladeshi businesses for carrying out third-country export-import business using the ports.
"However, one and a half months have passed by since their visit, but the Indian port authorities didn't communicate further," he said.
"We will hold a meeting of the delegation members soon and submit a report to the ministry," he added.
Mr Kamal thinks cargo diversion to Indian ports would entail a big loss for the Matarbari deep-sea port which is expected to start operation in a few years time now.
Bangladesh's total annual external trade now stands at some US$120 billion maximum of which is being transported through Chittagong seaport.
However, increased congestions at the Chittagong port few years back forced Bangladeshi traders to look for alternative routes to carry export-import cargoes in a faster way.
As such, the issue was discussed at the India-Bangladesh shipping secretary-level meeting in 2023. At the meeting decision was made on assessing the technical feasibility and commercial viability of using the Indian ports, the officials said.
BD unlikely to reroute external trade through Indian ports
India's ports go cool on offering any special facility compared to regional shipping hubs
Syful Islam
Published :
Aug 31, 2024 00:09
Updated :
Aug 31, 2024 00:09
Bangladesh government won't encourage businesses to use Indian ports for rerouting export-import trade as no special facility comes therefrom and a local deep-sea port is forthcoming, sources say.
Vessel traffic from the under-construction Matarbari deep-sea port is not far off now-its operation is expected by 2026.
Officials concerned also have taken such a decision as the Indian ports may not be able to offer to Bangladesh any special facility compared to the regional transhipment ports in Colombo, Singapore and Port Klang.
They also point out that deployment of a adequate number of feeder vessels between Chittagong and Indian ports would be necessitated by the mother- vessel operators to launch shipping service on this route.
It is not clear whether the mother-or feeder-vessel operators will agree to deploy vessels on this route by considering business prospects, they have said.
SM Mostafa Kamal, a joint secretary at the ministry of shipping, led a 13-member Bangladeshi delegation early July to visit ports in Chennai, Krishnapatnam, Vishakhapatnam, Kolkata and Haldia.
The familiarisation trip aimed at observing the technical feasibility, commercial viability, and infrastructure facilities at the Indian ports and to discuss what additional facilities they can offer if Bangladeshi businesses use the ports for external trade.
The Bangladeshi delegation undertook the visit to Indian ports as a follow-up to a decision made at the Indo-Bangla shipping secretary-level meeting held in Dhaka.
Mr Kamal told the FE Wednesday that, while visiting the ports, the delegation members asked the port authorities to let them know in writing what additional facilities can be offered to Bangladeshi businesses for carrying out third-country export-import business using the ports.
"However, one and a half months have passed by since their visit, but the Indian port authorities didn't communicate further," he said.
"We will hold a meeting of the delegation members soon and submit a report to the ministry," he added.
Mr Kamal thinks cargo diversion to Indian ports would entail a big loss for the Matarbari deep-sea port which is expected to start operation in a few years time now.
Bangladesh's total annual external trade now stands at some US$120 billion maximum of which is being transported through Chittagong seaport.
However, increased congestions at the Chittagong port few years back forced Bangladeshi traders to look for alternative routes to carry export-import cargoes in a faster way.
As such, the issue was discussed at the India-Bangladesh shipping secretary-level meeting in 2023. At the meeting decision was made on assessing the technical feasibility and commercial viability of using the Indian ports, the officials said.
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Padma bridge: Project cost reduced by Tk 1,835cr
Road Transport and Bridges Adviser Muhammad Fouzul Kabir Khan said last night that the construction cost of the Padma Bridge has been reduced “due to the adoption of a contractionary policy.”
Padma bridge: Project cost reduced by Tk 1,835cr
Says adviser
File photo: Star
Road Transport and Bridges Adviser Muhammad Fouzul Kabir Khan said last night that the construction cost of the Padma Bridge has been reduced "due to the adoption of a contractionary policy."
"We are pleased to announce that the last estimated cost of the Padma Bridge project was Tk 32,605.52 crore. Now, with the adoption of the contractionary policy, the final cost stands at Tk 30,770.14 crore. This means Tk 1,835 crore has been saved," he said during a press conference at the service area 2 of the Padma Bridge's Jajira end.
He provided a breakdown of the savings, including Tk 530 crore from the main bridge, Tk 80 crore from river training, and Tk 178 crore from access roads and service areas. Additionally, Tk 500 crore was saved due to price contingencies, Tk 103 crore from land acquisition, Tk 200 crore from consultancy, and Tk 244 crore from other expenses, he added.
"After receiving instructions [from the chief adviser], I decided to cut costs across the ministries I oversee. This does not mean we will do less work; we will carry out the same projects at a lower cost so that we can implement more initiatives with the same budget," Fouzul said.
The Padma Multipurpose Bridge Project was completed on June 30 this year, approximately 17 years after its inception in August 2007.
The project underwent several revisions, with the cost rising to Tk 32,605 crore.
At one point, Shafiqul Islam, the then project director, had estimated that around Tk 1,600 crore might not be needed, predicting the final project cost to be around Tk 31,000 crore.
Says adviser
File photo: Star
Road Transport and Bridges Adviser Muhammad Fouzul Kabir Khan said last night that the construction cost of the Padma Bridge has been reduced "due to the adoption of a contractionary policy."
"We are pleased to announce that the last estimated cost of the Padma Bridge project was Tk 32,605.52 crore. Now, with the adoption of the contractionary policy, the final cost stands at Tk 30,770.14 crore. This means Tk 1,835 crore has been saved," he said during a press conference at the service area 2 of the Padma Bridge's Jajira end.
He provided a breakdown of the savings, including Tk 530 crore from the main bridge, Tk 80 crore from river training, and Tk 178 crore from access roads and service areas. Additionally, Tk 500 crore was saved due to price contingencies, Tk 103 crore from land acquisition, Tk 200 crore from consultancy, and Tk 244 crore from other expenses, he added.
"After receiving instructions [from the chief adviser], I decided to cut costs across the ministries I oversee. This does not mean we will do less work; we will carry out the same projects at a lower cost so that we can implement more initiatives with the same budget," Fouzul said.
The Padma Multipurpose Bridge Project was completed on June 30 this year, approximately 17 years after its inception in August 2007.
The project underwent several revisions, with the cost rising to Tk 32,605 crore.
At one point, Shafiqul Islam, the then project director, had estimated that around Tk 1,600 crore might not be needed, predicting the final project cost to be around Tk 31,000 crore.
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- Jan 24, 2024
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BD unlikely to reroute external trade through Indian ports
Bangladesh government won't encourage businesses to use Indian ports for rerouting export-import trade as no special facility comes therefrom and a local deep-sea port is forthcoming, sources say. Vessel traffic from the under-construction Matarbari deep-sea port is not far off now-its operation i
Cargo diversion from Matarbari deep-sea port
BD unlikely to reroute external trade through Indian ports
India's ports go cool on offering any special facility compared to regional shipping hubs
Syful Islam
Published :
Aug 31, 2024 00:09
Updated :
Aug 31, 2024 00:09
View attachment 7975
Bangladesh government won't encourage businesses to use Indian ports for rerouting export-import trade as no special facility comes therefrom and a local deep-sea port is forthcoming, sources say.
Vessel traffic from the under-construction Matarbari deep-sea port is not far off now-its operation is expected by 2026.
Officials concerned also have taken such a decision as the Indian ports may not be able to offer to Bangladesh any special facility compared to the regional transhipment ports in Colombo, Singapore and Port Klang.
They also point out that deployment of a adequate number of feeder vessels between Chittagong and Indian ports would be necessitated by the mother- vessel operators to launch shipping service on this route.
It is not clear whether the mother-or feeder-vessel operators will agree to deploy vessels on this route by considering business prospects, they have said.
SM Mostafa Kamal, a joint secretary at the ministry of shipping, led a 13-member Bangladeshi delegation early July to visit ports in Chennai, Krishnapatnam, Vishakhapatnam, Kolkata and Haldia.
The familiarisation trip aimed at observing the technical feasibility, commercial viability, and infrastructure facilities at the Indian ports and to discuss what additional facilities they can offer if Bangladeshi businesses use the ports for external trade.
The Bangladeshi delegation undertook the visit to Indian ports as a follow-up to a decision made at the Indo-Bangla shipping secretary-level meeting held in Dhaka.
Mr Kamal told the FE Wednesday that, while visiting the ports, the delegation members asked the port authorities to let them know in writing what additional facilities can be offered to Bangladeshi businesses for carrying out third-country export-import business using the ports.
"However, one and a half months have passed by since their visit, but the Indian port authorities didn't communicate further," he said.
"We will hold a meeting of the delegation members soon and submit a report to the ministry," he added.
Mr Kamal thinks cargo diversion to Indian ports would entail a big loss for the Matarbari deep-sea port which is expected to start operation in a few years time now.
Bangladesh's total annual external trade now stands at some US$120 billion maximum of which is being transported through Chittagong seaport.
However, increased congestions at the Chittagong port few years back forced Bangladeshi traders to look for alternative routes to carry export-import cargoes in a faster way.
As such, the issue was discussed at the India-Bangladesh shipping secretary-level meeting in 2023. At the meeting decision was made on assessing the technical feasibility and commercial viability of using the Indian ports, the officials said.
This is good, not because of the loss of business to Indian ports, but because it makes eminent business sense. Our country, our rules.
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- Jan 24, 2024
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Services at the country's largest airport, Hazrat Shahjalal International Airport (HSIA), have improved to a large extent, and now the passengers are coming out from the airport at the shortest time after completing their necessary procedure.
The airport authority is now committed to providing top-class services to the passengers following changes in the government machinery. As a result, the improvement has been actively facilitated by all the stakeholders. The government has also appointed a new chairman for the Civil Aviation Authority of Bangladesh, the regulatory body of the country's airports.
The latest improvement in services is not only making the inbound passengers happy, but it is also building a good image of the airport both at home and abroad.
Earlier, after arrival at the airport, passengers had to face many queries from the immigration officials, and wait in long queues for at least 30 minutes. After completing the immigration, they had to wait for the luggage, as the luggage management system was very poor.
Additionally, at the exit point, they had to face harassments by the officials of customs and law-enforcing agencies. So, it took a few hours to complete the total procedure.
However, the passengers are now witnessing a pleasant check-in after landing at the airport and getting their baggage very quickly without any harassment. Recent efforts by the authorities have greatly improved the situation, ensuring a more pleasant and stress-free journey for them.
"It was an amazing experience for me. I received my baggage within 20 minutes that never happened in the past," Mohammad Nazrul Islam (50), a passenger coming from Dubai, told this correspondent at the terminal on Monday.
Mr Islam, a resident of Natore Sadar upazila, said previously he experienced different problems at the airport each time he came home.
He hoped that the HSIA authorities would continue providing such quality services and try to make it "a really international one".
Same observation came from Masud Hossain (53), who came from Abu Dhabi by a Biman Bangladesh flight on Monday. He received his luggage within 25 minutes.
Earlier, he came to the country several times, but faced a lot of difficulties at the airport. He had to wait for at least two to three hours for completing all the formalities there.
HSIA Executive Director (ED) Group Captain Muhammed Kamrul Islam told the FE that the authorities are trying their best to give the highest quality services to the passengers.
"A large portion of our passengers are remittance earners. We are trying to give them a pleasant experience when they leave the country or return home. We have set up cost-free help-desks for them during their departure."
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- Jan 24, 2024
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Dhaka Shahjalal Int'l Airport 3rd Terminal progress notes
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New Kalurghat rail bridge project ready for ECNEC nod
The century-old Kalurghat Bridge over the Karnaphuli River is finally going to be replaced with a new one at a cost of Tk 115.60 billion, as the interim government is likely to approve the first railway project after reviewing its cost. Official sources said the rail-cum-road bridge project is set
New Kalurghat rail bridge project ready for ECNEC nod
Munima Sultana
Published :
Oct 05, 2024 09:01
Updated :
Oct 05, 2024 09:19
The century-old Kalurghat Bridge over the Karnaphuli River is finally going to be replaced with a new one at a cost of Tk 115.60 billion, as the interim government is likely to approve the first railway project after reviewing its cost.
Official sources said the rail-cum-road bridge project is set to be placed in the next weekly meeting of the Executive Committee of National Economic Council (ECNEC).
They said the project of the Bangladesh Railway (BR) was selected among eight others of different ministries to be placed before the ECNEC on October 7 as the Planning Commission has found the cost acceptable after reviewing it recently.
An official said the BR had sent the Kalurghat bridge project to the ECNEC on July 1 after revising the Development Project Proposal as per guidelines of the PEC meeting held on April 18. The first estimated cost was Tk 130 billion.
The length of the bridge will be 11.44 kilometres, including 700-metre main bridge which will be a dual gauge double line. The viaduct will be 6.2 km long.
The Economic Development Cooperation Fund (EDCF) of South Korea which will fund Tk 71.25 billion has conducted the feasibility study three times since then due to indecision over the bridge's design.
The original metre gauge rail bridge is used as road bridge after road traffic was allowed on it in 1962.
The new bridge site has been selected 70 metres upstream of the existing bridge with a navigation height of 12.2 metres.
Munima Sultana
Published :
Oct 05, 2024 09:01
Updated :
Oct 05, 2024 09:19
The century-old Kalurghat Bridge over the Karnaphuli River is finally going to be replaced with a new one at a cost of Tk 115.60 billion, as the interim government is likely to approve the first railway project after reviewing its cost.
Official sources said the rail-cum-road bridge project is set to be placed in the next weekly meeting of the Executive Committee of National Economic Council (ECNEC).
They said the project of the Bangladesh Railway (BR) was selected among eight others of different ministries to be placed before the ECNEC on October 7 as the Planning Commission has found the cost acceptable after reviewing it recently.
An official said the BR had sent the Kalurghat bridge project to the ECNEC on July 1 after revising the Development Project Proposal as per guidelines of the PEC meeting held on April 18. The first estimated cost was Tk 130 billion.
The length of the bridge will be 11.44 kilometres, including 700-metre main bridge which will be a dual gauge double line. The viaduct will be 6.2 km long.
The Economic Development Cooperation Fund (EDCF) of South Korea which will fund Tk 71.25 billion has conducted the feasibility study three times since then due to indecision over the bridge's design.
The original metre gauge rail bridge is used as road bridge after road traffic was allowed on it in 1962.
The new bridge site has been selected 70 metres upstream of the existing bridge with a navigation height of 12.2 metres.
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New Kalurghat rail bridge project ready for ECNEC nod
The century-old Kalurghat Bridge over the Karnaphuli River is finally going to be replaced with a new one at a cost of Tk 115.60 billion, as the interim government is likely to approve the first railway project after reviewing its cost. Official sources said the rail-cum-road bridge project is set
New Kalurghat rail bridge project ready for ECNEC nod
Munima Sultana
Published :
Oct 05, 2024 09:01
Updated :
Oct 05, 2024 09:19
View attachment 9199
The century-old Kalurghat Bridge over the Karnaphuli River is finally going to be replaced with a new one at a cost of Tk 115.60 billion, as the interim government is likely to approve the first railway project after reviewing its cost.
Official sources said the rail-cum-road bridge project is set to be placed in the next weekly meeting of the Executive Committee of National Economic Council (ECNEC).
They said the project of the Bangladesh Railway (BR) was selected among eight others of different ministries to be placed before the ECNEC on October 7 as the Planning Commission has found the cost acceptable after reviewing it recently.
An official said the BR had sent the Kalurghat bridge project to the ECNEC on July 1 after revising the Development Project Proposal as per guidelines of the PEC meeting held on April 18. The first estimated cost was Tk 130 billion.
The length of the bridge will be 11.44 kilometres, including 700-metre main bridge which will be a dual gauge double line. The viaduct will be 6.2 km long.
The Economic Development Cooperation Fund (EDCF) of South Korea which will fund Tk 71.25 billion has conducted the feasibility study three times since then due to indecision over the bridge's design.
The original metre gauge rail bridge is used as road bridge after road traffic was allowed on it in 1962.
The new bridge site has been selected 70 metres upstream of the existing bridge with a navigation height of 12.2 metres.
This was long overdue, the century-old bridge will be replaced with a modern one, while another one already exists. And of course there is the tunnel closer to the port, airport and old EPZ areas. In my estimation, they need at least three bridges over the Karnaphuli in various points up and downstream nearer the mouth of the Karnaphuli, but two will fill in for now.
Shah Amanat Bridge also known as Karnaphuli Bridge is the second constructed across the Karnaphuli River in Bangladesh, is the first major extradosed bridge in the country.
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Interim Govt. approves deep sea port project at Matarbari by Japanese firm. Currently a super critical coal powerplant has been built and exists there.
This is a nice VLOG describing Matarbari deep sea port plan.
This is a nice VLOG describing Matarbari deep sea port plan.
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Along with a deep sea port, Japanese companies will invest a Billion dollars for an FSRU LNG terminal at Matarbari
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Good Looking bridge
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Why the cost of Matarbari deep-sea port project is going up
Four years after its approval, the cost of the Matarbari deep-sea port project in Cox’s Bazar has escalated, while the deadline has been pushed back too.
Why the cost of Matarbari deep-sea port project is going up
Four years after its approval, the cost of the Matarbari deep-sea port project in Cox's Bazar has escalated, while the deadline has been pushed back too.
Although the real physical progress on the project is still zero, authorities say five major factors have contributed to the project registering a 37 percent cost increase.
These factors include depreciation of the taka, additional land acquisition expenses and design changes, according to official documents submitted to the Executive Committee of the National Economic Council (Ecnec) meeting on Monday.
After the Ecnec revision, the project's total cost now stands at Tk 24,381 crore -- Tk 6,604 crore more than the initial cost of Tk 17,777 crore.
When the project, namely "Matarbari Port Development," was taken in March 2020, it was supposed to be completed by 2026. It has now been pushed back to December 2029.
As of May this year, the authorities spent Tk 710 crore. However, the real progress is still zero as the main construction work of the project has not started yet, according to official documents.
The project was taken up to increase the cargo handling capacity of the country, reduce the pressure on Chattogram port and meet the future international trade needs.
The concept of a deep-sea port in Matarbari emerged in conjunction with the government's coal-based power plant project in the area. The power plant required a wider channel and a port to receive fuel imports.
Of the five factors contributing to the cost increase, the project authorities have cited the fluctuation of the foreign currency exchange rate as the primary driver.
Although the real physical progress on the project is still zero, authorities say five major factors have contributed to the project registering a 37 percent cost increase
When the project was taken up in 2020, the US dollar exchange rate was around Tk 84, but it has now reached Tk 119.
Besides, the authorities have mentioned the increased spending for revenue payments, such as customs duty and value-added tax (VAT), as well as higher costs for land acquisition.
Thirdly, the authorities have allocated an additional Tk 675 crore due to changes in the detailed design, officially categorised as a "change of work scope".
As per the project documents, the length of roads and highways for the port will be 16.53 kilometres, which was 27.51km in the initial plan. In the revised plan, the length of bridges has been extended to 10km from the previous 7km.
These, all together, have caused the cost escalation for the "change of work scope".
Fourthly, the rate schedule of the construction work has been changed as prices of construction materials have increased over the years.
Lastly, the project authorities estimate that consultation expenses will rise further due to the three-year extension.
"Not a single penny will be spent unnecessarily"
At a press briefing after the Ecnec meeting, Planning Adviser Prof Wahiduddin Mahmud said although the main project is the construction of the deep-sea port, a large chunk of money will be spent on the construction of the approach road and bridge.
In response to questions about the costs of roads and bridges, the adviser said that no "unnecessary" or "extra money" would be spent.
The adviser said the Ecnec approval is not the final step, as the Implementation Monitoring and Evaluation Division (IMED) and relevant ministries will continue to assess project development regularly.
"Our development partners have also agreed that they will cooperate with us so that no irregularities take place during implementation," he said.
"We can't say what the next government will do. We want to make some rules in this regard," he added.
A planning ministry official said they have to seek consent from the government to review the existing projects. In particular, they got directives to move on with the foreign-funded projects.
At the press briefing, Prof Mahmud said, "We badly need a deep-sea port in Bangladesh as other ports, including Chattogram and Payra, do not have enough capacity to handle the excessive pressure of the future trades."
In the absence of a deep-sea port, the country's business transportation turns costlier thanks to loading and unloading containers on mother vessels at Singapore or Colombo port.
"It's also a time-consuming issue," he said.
"There was a lot of tension about whether China or India would do this project. Nothing was really happening for geopolitical reasons."
Finally, the government has selected Japan as the development partner, which charges lower interest and offers a longer repayment period, Mahmud said.
Besides, Japan usually completes projects timely, which they demonstrated in previous metro rail and the third terminal of Dhaka airport projects, he said.
"We never heard of any Japanese company involved in project corruption," he said.
"For this reason, Japan has been picked up for the project," he said.
Four years after its approval, the cost of the Matarbari deep-sea port project in Cox's Bazar has escalated, while the deadline has been pushed back too.
Although the real physical progress on the project is still zero, authorities say five major factors have contributed to the project registering a 37 percent cost increase.
These factors include depreciation of the taka, additional land acquisition expenses and design changes, according to official documents submitted to the Executive Committee of the National Economic Council (Ecnec) meeting on Monday.
After the Ecnec revision, the project's total cost now stands at Tk 24,381 crore -- Tk 6,604 crore more than the initial cost of Tk 17,777 crore.
When the project, namely "Matarbari Port Development," was taken in March 2020, it was supposed to be completed by 2026. It has now been pushed back to December 2029.
As of May this year, the authorities spent Tk 710 crore. However, the real progress is still zero as the main construction work of the project has not started yet, according to official documents.
The project was taken up to increase the cargo handling capacity of the country, reduce the pressure on Chattogram port and meet the future international trade needs.
The concept of a deep-sea port in Matarbari emerged in conjunction with the government's coal-based power plant project in the area. The power plant required a wider channel and a port to receive fuel imports.
Of the five factors contributing to the cost increase, the project authorities have cited the fluctuation of the foreign currency exchange rate as the primary driver.
Although the real physical progress on the project is still zero, authorities say five major factors have contributed to the project registering a 37 percent cost increase
When the project was taken up in 2020, the US dollar exchange rate was around Tk 84, but it has now reached Tk 119.
Besides, the authorities have mentioned the increased spending for revenue payments, such as customs duty and value-added tax (VAT), as well as higher costs for land acquisition.
Thirdly, the authorities have allocated an additional Tk 675 crore due to changes in the detailed design, officially categorised as a "change of work scope".
As per the project documents, the length of roads and highways for the port will be 16.53 kilometres, which was 27.51km in the initial plan. In the revised plan, the length of bridges has been extended to 10km from the previous 7km.
These, all together, have caused the cost escalation for the "change of work scope".
Fourthly, the rate schedule of the construction work has been changed as prices of construction materials have increased over the years.
Lastly, the project authorities estimate that consultation expenses will rise further due to the three-year extension.
"Not a single penny will be spent unnecessarily"
At a press briefing after the Ecnec meeting, Planning Adviser Prof Wahiduddin Mahmud said although the main project is the construction of the deep-sea port, a large chunk of money will be spent on the construction of the approach road and bridge.
In response to questions about the costs of roads and bridges, the adviser said that no "unnecessary" or "extra money" would be spent.
The adviser said the Ecnec approval is not the final step, as the Implementation Monitoring and Evaluation Division (IMED) and relevant ministries will continue to assess project development regularly.
"Our development partners have also agreed that they will cooperate with us so that no irregularities take place during implementation," he said.
"We can't say what the next government will do. We want to make some rules in this regard," he added.
A planning ministry official said they have to seek consent from the government to review the existing projects. In particular, they got directives to move on with the foreign-funded projects.
At the press briefing, Prof Mahmud said, "We badly need a deep-sea port in Bangladesh as other ports, including Chattogram and Payra, do not have enough capacity to handle the excessive pressure of the future trades."
In the absence of a deep-sea port, the country's business transportation turns costlier thanks to loading and unloading containers on mother vessels at Singapore or Colombo port.
"It's also a time-consuming issue," he said.
"There was a lot of tension about whether China or India would do this project. Nothing was really happening for geopolitical reasons."
Finally, the government has selected Japan as the development partner, which charges lower interest and offers a longer repayment period, Mahmud said.
Besides, Japan usually completes projects timely, which they demonstrated in previous metro rail and the third terminal of Dhaka airport projects, he said.
"We never heard of any Japanese company involved in project corruption," he said.
"For this reason, Japan has been picked up for the project," he said.
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No FDI in Ctg port against country’s interest
The interim government will not approve any foreign direct investment (FDI) in the Chattogram port that will end up compromising the country’s interests, said Brig Gen (retd) Sakhawat Hussain, adviser to the shipping, textile and jute ministries, yesterday.
No FDI in Ctg port against country’s interest
Adviser says
The interim government will not approve any foreign direct investment (FDI) in the Chattogram port that will end up compromising the country's interests, said Brig Gen (retd) Sakhawat Hussain, adviser to the shipping, textile and jute ministries, yesterday.
The port's benefit to Bangladesh will be the foremost consideration in appointing a foreign operator, he said, adding that FDI was also important.
Hussain was addressing a press briefing at a Chattogram port jetty after visiting different project sites and infrastructure.
Chittagong Port Authority (CPA) Chairman Rear Admiral SM Moniruzzaman and senior port officials were also present.
Referring to Patenga Container Terminal (PCT) being leased out to Saudi firm Red Sea Gateway Terminal International, the advisor said the port authority was still earning revenue in spite of a foreign operator handling operations.
Mentioning that the PCT had outpaced expectations and was earning the port $18 per container, Hussain said, "Now, if these foreign investments are questioned for the benefit of someone, foreign investors will be reluctant to come."
Regarding the proposed Bay Terminal project, he said, "I don't see any problem in the Bay Terminal project. Foreign investment will arrive for this project. Different foreign entities, including the World Bank, are eager to invest in the project."
However, he said, the port authorities had been directed to place a detailed presentation on the Bay Terminal project to relevant ministries. The ministry will then sit with other stakeholders.
Regarding the previous government's plan to appoint a foreign operator for the port's largest terminal, New Mooring Container Terminal (NCT), the advisor said transparency would be ensured over the whole project irrespective of the final decision.
He added that a committee would be formed to iron out the issue.
Urging patience, he said the government would consider appointing a foreign operator for the NCT only if it was good for the port and its income and safeguarded the job security of the existing terminal workers.
Locals work at Patenga Container Terminal, informed Hussain.
Mentioning that there were many irregularities at the port and allegations of nepotism in issuing licenses in the past, the advisor said, "We have knowledge of everything."
He said there would be no more tenders under the direct procurement method (DPM) from now on.
"All work has to be done through an open tender process," he said.
"To that end, we will review the terms and conditions of the tender, so that it does not go to any particular firm, whether local or foreign," said Hussain.
"The direct procurement method will only be followed for government-to-government projects. They will also be properly reviewed," said the adviser.
He also underscored the need to introduce full automation, auctioning off year-old cargo and vehicles, and curbing irregularities to make port operations more efficient and speedier.
Replying to a query, CPA Chairman Moniruzzaman said misinformation was being spread about the CPA investing Tk 2,500 crore to construct the PCT.
"In fact, the investment was around Tk 1,300 crore. Over the next 22 years, we expect to get an income of Tk 5,500 crore. Furthermore, the foreign operator will invest Tk 22,500 crore to set up equipment," he said.
Adviser says
The interim government will not approve any foreign direct investment (FDI) in the Chattogram port that will end up compromising the country's interests, said Brig Gen (retd) Sakhawat Hussain, adviser to the shipping, textile and jute ministries, yesterday.
The port's benefit to Bangladesh will be the foremost consideration in appointing a foreign operator, he said, adding that FDI was also important.
Hussain was addressing a press briefing at a Chattogram port jetty after visiting different project sites and infrastructure.
Chittagong Port Authority (CPA) Chairman Rear Admiral SM Moniruzzaman and senior port officials were also present.
Referring to Patenga Container Terminal (PCT) being leased out to Saudi firm Red Sea Gateway Terminal International, the advisor said the port authority was still earning revenue in spite of a foreign operator handling operations.
Mentioning that the PCT had outpaced expectations and was earning the port $18 per container, Hussain said, "Now, if these foreign investments are questioned for the benefit of someone, foreign investors will be reluctant to come."
Regarding the proposed Bay Terminal project, he said, "I don't see any problem in the Bay Terminal project. Foreign investment will arrive for this project. Different foreign entities, including the World Bank, are eager to invest in the project."
However, he said, the port authorities had been directed to place a detailed presentation on the Bay Terminal project to relevant ministries. The ministry will then sit with other stakeholders.
Regarding the previous government's plan to appoint a foreign operator for the port's largest terminal, New Mooring Container Terminal (NCT), the advisor said transparency would be ensured over the whole project irrespective of the final decision.
He added that a committee would be formed to iron out the issue.
Urging patience, he said the government would consider appointing a foreign operator for the NCT only if it was good for the port and its income and safeguarded the job security of the existing terminal workers.
Locals work at Patenga Container Terminal, informed Hussain.
Mentioning that there were many irregularities at the port and allegations of nepotism in issuing licenses in the past, the advisor said, "We have knowledge of everything."
He said there would be no more tenders under the direct procurement method (DPM) from now on.
"All work has to be done through an open tender process," he said.
"To that end, we will review the terms and conditions of the tender, so that it does not go to any particular firm, whether local or foreign," said Hussain.
"The direct procurement method will only be followed for government-to-government projects. They will also be properly reviewed," said the adviser.
He also underscored the need to introduce full automation, auctioning off year-old cargo and vehicles, and curbing irregularities to make port operations more efficient and speedier.
Replying to a query, CPA Chairman Moniruzzaman said misinformation was being spread about the CPA investing Tk 2,500 crore to construct the PCT.
"In fact, the investment was around Tk 1,300 crore. Over the next 22 years, we expect to get an income of Tk 5,500 crore. Furthermore, the foreign operator will invest Tk 22,500 crore to set up equipment," he said.
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- #45
Cargo movement halts at Ctg port
The transportation of export-import laden containers to and from Chattogram Port has been halted since yesterday morning due to a 48-hour strike enforced by prime mover drivers and their helpers.
Cargo movement halts at Ctg port
Drivers and helpers of prime movers call 48hr strike
Drivers and helpers of prime movers demand issuance of appointment letters and identity cards. Photo: Rajib Raihan
The transportation of export-import laden containers to and from Chattogram Port has been halted since yesterday morning due to a 48-hour strike enforced by prime mover drivers and their helpers.
The strike, called by the Chattogram District Prime Mover Trailer, Concrete Mixer, Flatbed, Dump Truck Workers Union, began at 6:00am yesterday and will continue until 6:00am on Wednesday.
The workers are pressing for several demands, including the issuance of appointment letters and identity cards, which they claim have long been denied by prime mover owners.
The union's president, Md Selim Khan, said that despite repeated requests, the owners have failed to address these issues. Additional demands include the implementation of fixed work hours and a minimum wage, reports our local correspondent.
As a result of the strike, cargo transport between private inland container depots (ICDs) and Chattogram port has been suspended.
Ruhul Amin Sikder, secretary general of the Bangladesh Inland Container Depots Association, confirmed that prime mover drivers and helpers have ceased operations at all 20 ICDs since the strike began.
However, Abu Bakar Siddique, executive president of the Prime Mover Owners Association, dismissed the demand for appointment letters as "illogical", saying that the workers operate on a "no work, no pay" basis.
He added that the owners' association is meeting to address the situation and resume operations.
Over 10,000 prime movers are involved in cargo transport across the country, with around 4,000 responsible for moving containers to and from Chattogram port.
Drivers and helpers of prime movers call 48hr strike
Drivers and helpers of prime movers demand issuance of appointment letters and identity cards. Photo: Rajib Raihan
The transportation of export-import laden containers to and from Chattogram Port has been halted since yesterday morning due to a 48-hour strike enforced by prime mover drivers and their helpers.
The strike, called by the Chattogram District Prime Mover Trailer, Concrete Mixer, Flatbed, Dump Truck Workers Union, began at 6:00am yesterday and will continue until 6:00am on Wednesday.
The workers are pressing for several demands, including the issuance of appointment letters and identity cards, which they claim have long been denied by prime mover owners.
The union's president, Md Selim Khan, said that despite repeated requests, the owners have failed to address these issues. Additional demands include the implementation of fixed work hours and a minimum wage, reports our local correspondent.
As a result of the strike, cargo transport between private inland container depots (ICDs) and Chattogram port has been suspended.
Ruhul Amin Sikder, secretary general of the Bangladesh Inland Container Depots Association, confirmed that prime mover drivers and helpers have ceased operations at all 20 ICDs since the strike began.
However, Abu Bakar Siddique, executive president of the Prime Mover Owners Association, dismissed the demand for appointment letters as "illogical", saying that the workers operate on a "no work, no pay" basis.
He added that the owners' association is meeting to address the situation and resume operations.
Over 10,000 prime movers are involved in cargo transport across the country, with around 4,000 responsible for moving containers to and from Chattogram port.
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Govt to formulate national maritime port strategy
Shipping adviser Brigadier General (retired) M Sakhawat Hussain on Wednesday said that the government would formulate ‘National Maritime Port Strategy or NMPS’ for an effective and sustainable port management to attract more domestic and foreign investments...
www.newagebd.net
Govt to formulate national maritime port strategy
Bangladesh Sangbad Sangstha . Dhaka 30 October, 2024, 22:44
Shipping adviser Brigadier General (retired) M Sakhawat Hussain speaks at a meeting at the meeting room of the Ministry of Shipping in the capital Dhaka on Wednesday. Bangladesh Investment Development Authority executive chairman Chowdhury Ashik Mahmud Bin Harun and shipping secretary (in-charge) Delwara Begum, among others, were present. | Focusbangla photo
Shipping adviser Brigadier General (retired) M Sakhawat Hussain on Wednesday said that the government would formulate ‘National Maritime Port Strategy or NMPS’ for an effective and sustainable port management to attract more domestic and foreign investments.
‘The government will formulate ‘National Maritime Port Strategy’ for ensuring an effective and sustainable port management to attract more domestic and foreign investment in our maritime sector,’ he said.
Sakhawat Hussain, also adviser of the Ministry of Textiles and Jute, said this at a review meeting on the progress of the activities of Chittagong Port Authority, Mongla Port Authority, Payra Port Authority, Land Port Authority, BIWTC, BIWTA and Department of Shipping at the meeting room of the Ministry of Shipping, said a press release.
He said, ‘An integrated, strong and modern port structure will be developed through this strategy paper.’
The adviser also said that maritime single window would be introduced to bring all port centric services on one platform where businesses are expected to get hassle-free service in the shortest time.
He expressed his optimism for starting a new chapter in the country’s maritime sector by formulating this NMPS.
He issued directives to form a committee in this regard to prepare and submit a strategy paper at the earliest.
The shipping adviser emphasised the need of proper management of all the activities of the seaports and inland-river ports by linking the land ports in parallel with this strategy.
He said that the maritime sector had been playing a very important role in the economic development of Bangladesh, mentioning that the port-centric business and trade, as well as import-export were contributing widely to the country’s GDP.
He, however, said that unfortunately, even in the last fifty years, no integrated port management strategy paper had been formulated in Bangladesh.
Modern and smart port management is the demand of time in Bangladesh, like in the developed world, he added.
‘Famous ports of the world are now managing their operations through digitalization, and that is why there are more and more foreign investments,’ he said.
Bangladesh Investment Development Authority executive chairman Chowdhury Ashik Mahmud Bin Harun and shipping secretary (in-charge) Delwara Begum along with officials concerned were present.
Bangladesh Sangbad Sangstha . Dhaka 30 October, 2024, 22:44
Shipping adviser Brigadier General (retired) M Sakhawat Hussain speaks at a meeting at the meeting room of the Ministry of Shipping in the capital Dhaka on Wednesday. Bangladesh Investment Development Authority executive chairman Chowdhury Ashik Mahmud Bin Harun and shipping secretary (in-charge) Delwara Begum, among others, were present. | Focusbangla photo
Shipping adviser Brigadier General (retired) M Sakhawat Hussain on Wednesday said that the government would formulate ‘National Maritime Port Strategy or NMPS’ for an effective and sustainable port management to attract more domestic and foreign investments.
‘The government will formulate ‘National Maritime Port Strategy’ for ensuring an effective and sustainable port management to attract more domestic and foreign investment in our maritime sector,’ he said.
Sakhawat Hussain, also adviser of the Ministry of Textiles and Jute, said this at a review meeting on the progress of the activities of Chittagong Port Authority, Mongla Port Authority, Payra Port Authority, Land Port Authority, BIWTC, BIWTA and Department of Shipping at the meeting room of the Ministry of Shipping, said a press release.
He said, ‘An integrated, strong and modern port structure will be developed through this strategy paper.’
The adviser also said that maritime single window would be introduced to bring all port centric services on one platform where businesses are expected to get hassle-free service in the shortest time.
He expressed his optimism for starting a new chapter in the country’s maritime sector by formulating this NMPS.
He issued directives to form a committee in this regard to prepare and submit a strategy paper at the earliest.
The shipping adviser emphasised the need of proper management of all the activities of the seaports and inland-river ports by linking the land ports in parallel with this strategy.
He said that the maritime sector had been playing a very important role in the economic development of Bangladesh, mentioning that the port-centric business and trade, as well as import-export were contributing widely to the country’s GDP.
He, however, said that unfortunately, even in the last fifty years, no integrated port management strategy paper had been formulated in Bangladesh.
Modern and smart port management is the demand of time in Bangladesh, like in the developed world, he added.
‘Famous ports of the world are now managing their operations through digitalization, and that is why there are more and more foreign investments,’ he said.
Bangladesh Investment Development Authority executive chairman Chowdhury Ashik Mahmud Bin Harun and shipping secretary (in-charge) Delwara Begum along with officials concerned were present.
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Mongla Port set for major expansion
Mongla Port is undergoing significant development to transform it into a modern, world-class maritime hub. Brigadier General (Retd.) Dr. M. Sakhawat Hossain, Advisor to the Ministries of Shipping and Textiles, announced several key projects during a meeting with port officials in Khulna on Tuesday
Mongla Port set for major expansion
UNB
Published :
Nov 05, 2024 21:53
Updated :
Nov 05, 2024 21:53
Mongla Port is undergoing significant development to transform it into a modern, world-class maritime hub.
Brigadier General (Retd.) Dr. M. Sakhawat Hossain, Advisor to the Ministries of Shipping and Textiles, announced several key projects during a meeting with port officials in Khulna on Tuesday.
The initiatives include dredging the Pashur Channel, upgrading port facilities, and constructing two new jetties. These projects will increase the port’s capacity to handle 800,000 TEU containers, 4 million metric tons of cargo, and 30,000 vehicles annually.
Adviser also encouraged neighboring Nepal and Bhutan to utilize the Mongla Port, suggesting it would boost regional trade and economic growth. He emphasized that greater international promotion of the port’s services, including through Bangladesh’s foreign missions, is crucial.
These developments aim to enhance Mongla Port’s efficiency and global competitiveness, strengthening Bangladesh’s role in South Asian maritime trade.
UNB
Published :
Nov 05, 2024 21:53
Updated :
Nov 05, 2024 21:53
Mongla Port is undergoing significant development to transform it into a modern, world-class maritime hub.
Brigadier General (Retd.) Dr. M. Sakhawat Hossain, Advisor to the Ministries of Shipping and Textiles, announced several key projects during a meeting with port officials in Khulna on Tuesday.
The initiatives include dredging the Pashur Channel, upgrading port facilities, and constructing two new jetties. These projects will increase the port’s capacity to handle 800,000 TEU containers, 4 million metric tons of cargo, and 30,000 vehicles annually.
Adviser also encouraged neighboring Nepal and Bhutan to utilize the Mongla Port, suggesting it would boost regional trade and economic growth. He emphasized that greater international promotion of the port’s services, including through Bangladesh’s foreign missions, is crucial.
These developments aim to enhance Mongla Port’s efficiency and global competitiveness, strengthening Bangladesh’s role in South Asian maritime trade.
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Building multibillion-dollar Bay Terminal takes new nudge
Building the planned multibillion-dollar Bay Terminal in Chattagram takes new nudge in the changed political context as government authorities are set to evaluate progress and set new course of action. Officials have said the ministry of shipping will sit with all parties concerned next we
Building multibillion-dollar Bay Terminal takes new nudge
FE REPORT
Published :
Nov 06, 2024 00:16
Updated :
Nov 06, 2024 00:16
Building the planned multibillion-dollar Bay Terminal in Chattagram takes new nudge in the changed political context as government authorities are set to evaluate progress and set new course of action.
Officials have said the ministry of shipping will sit with all parties concerned next week for the stocktaking and deciding what it takes to kick-start the construction process with local and foreign financing.
The ministry officials, including the shipping adviser of the incumbent interim government, will sit with the Chittagong seaport officials, the probable local and foreign investors, officials from the Public-Private Partnership Authority (PPPA), the transaction adviser, and people concerned, they added.
Local and foreign investors are intent on investing some US$8.0 billion in the project for construction of the terminal near the Halishahar coast of the Bay of Bengal.
The PPPA appointed UK-based Ernst & Young LLP as transaction adviser in 2022 for the Bay Terminal. However, the company has yet to submit reports to the authority, sources said.
As such, the interim-government has decided to evaluate the progresses the project made so far and what steps can be taken to expedite the project implementation in the changed political and financial perspectives.
Suraiya Pervin Shelley, Additional Secretary at the Ministry of Shipping, told the FE the ministry would convene a meeting to discuss and take decision about the shipping-terminal project.
"We will set a strategy on how the project will go forward in the changed political situation," she said.
This June, the World Bank granted a loan package worth $650 million to finance the dredging of the main access channel and construction of breakwater for the Bay Terminal.
The Chittagong Port Authority (CPA) in May announced that foreign and local companies came forward to put in some $8.0 billion in the terminal which will help enhance Chittagong port's annual handling capacity by 5.0 million Twenty-foot Equivalent Units (TEUs).
Of the financiers, AD Ports Group wants to invest $1.0 billion in construction of multipurpose terminal, while PSA Singapore and DP World are interested to invest $1.5 billion each separately in the two container terminals.
Moreover, local conglomerate East Coast Group and its foreign partners want to invest $3.5 billion in the liquid bulk terminal. The Bay Terminal will have at least 12-meter water draft allowing 300-meter-long ships with 5,000-TEU-container-carrying capacity to take berth in the jetties any time in day and night. The terminal will be built on 2,500 acres of land, according to officials concerned.
FE REPORT
Published :
Nov 06, 2024 00:16
Updated :
Nov 06, 2024 00:16
Building the planned multibillion-dollar Bay Terminal in Chattagram takes new nudge in the changed political context as government authorities are set to evaluate progress and set new course of action.
Officials have said the ministry of shipping will sit with all parties concerned next week for the stocktaking and deciding what it takes to kick-start the construction process with local and foreign financing.
The ministry officials, including the shipping adviser of the incumbent interim government, will sit with the Chittagong seaport officials, the probable local and foreign investors, officials from the Public-Private Partnership Authority (PPPA), the transaction adviser, and people concerned, they added.
Local and foreign investors are intent on investing some US$8.0 billion in the project for construction of the terminal near the Halishahar coast of the Bay of Bengal.
The PPPA appointed UK-based Ernst & Young LLP as transaction adviser in 2022 for the Bay Terminal. However, the company has yet to submit reports to the authority, sources said.
As such, the interim-government has decided to evaluate the progresses the project made so far and what steps can be taken to expedite the project implementation in the changed political and financial perspectives.
Suraiya Pervin Shelley, Additional Secretary at the Ministry of Shipping, told the FE the ministry would convene a meeting to discuss and take decision about the shipping-terminal project.
"We will set a strategy on how the project will go forward in the changed political situation," she said.
This June, the World Bank granted a loan package worth $650 million to finance the dredging of the main access channel and construction of breakwater for the Bay Terminal.
The Chittagong Port Authority (CPA) in May announced that foreign and local companies came forward to put in some $8.0 billion in the terminal which will help enhance Chittagong port's annual handling capacity by 5.0 million Twenty-foot Equivalent Units (TEUs).
Of the financiers, AD Ports Group wants to invest $1.0 billion in construction of multipurpose terminal, while PSA Singapore and DP World are interested to invest $1.5 billion each separately in the two container terminals.
Moreover, local conglomerate East Coast Group and its foreign partners want to invest $3.5 billion in the liquid bulk terminal. The Bay Terminal will have at least 12-meter water draft allowing 300-meter-long ships with 5,000-TEU-container-carrying capacity to take berth in the jetties any time in day and night. The terminal will be built on 2,500 acres of land, according to officials concerned.
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Govt to review Bay Terminal project
The interim government will review the Bay Terminal project, the biggest expansion project in the Chattogram port’s history.
Govt to review Bay Terminal project
Shipping ministry calls high-powered meeting on Sunday
The interim government will review the Bay Terminal project, the biggest expansion project in the Chattogram port's history.
The megaproject, approved by the recently deposed Awami League government, has seen little progress since former prime minister Sheikh Hasina unveiled the masterplan on November 14 last year.
Other than some preliminary digging to prepare the land, there has been no physical progress so far.
Now, the new government wants to thoroughly evaluate the necessity of such a large project, for which global port operators have already expressed their willingness to invest over $8 billion, according to sources.
The interim government wants to evaluate the necessity of such a large project, for which global port operators expressed willingness to invest over $8 billion
The shipping ministry has called a high-powered meeting on November 10 in this regard, inviting senior officials of different government agencies and representatives of development partners for detailed discussions.
It also asked Chittagong Port Authority (CPA) to present a detailed presentation on the project and its progress so far.
Brig Gen (retd) Dr M Sakhawat Hussain, adviser to the shipping ministry, will chair the meeting.
Senior officials of the shipping ministry, Public Private Partnership Authority (PPPA) and officials as well as the chairman of the CPA will be present.
Representatives of interested investors, including the World Bank, will also attend the meeting.
Contacted, CPA Secretary Md Omar Faruk confirmed that the ministry called the meeting to discuss the project.
During a visit to the port last month, the shipping adviser inspected different project sites, including the site for the Bay Terminal. He was also briefed about the projects by port officials during a meeting.
Speaking to journalists during the visit, the adviser said he saw no problem with the project but added that he would need to discuss it further.
He also said he would ask the CPA officials to present a detailed presentation on the project at the ministry later.
A senior CPA official said the move was part of the interim government's ongoing evaluation of different megaprojects that were approved by the previous regime.
So, the ministry wants to evaluate the project in detail before taking the next step, the official added.
The previous government approved establishing the Bay Terminal, comprising four terminals, on around 2,500 acres of land at Patenga on the coast of the Bay of Bengal.
It is expected that once the project is implemented, vessels with a draft of up to 12 metres and a length of 280 metres will be able to berth there.
Currently, the Chittagong Port—which is the maritime gateway for over 90 percent of the country's international trade volume and 98 percent of its container traffic—can only receive small feeder vessels during limited hours of the day.
In 2022, the PPPA appointed UK-based Ernst & Young LLP as the transaction adviser for the project.
In June this year, the World Bank's board of executive directors approved a $650 million loan to finance the dredging of the access channel and construction of the breakwater of Bay Terminal.
In mid-May, the CPA signed a memorandum of understanding (MoU) with Abu Dhabi-based AD Ports Group regarding the latter's proposal to build a multipurpose terminal under the project.
The group earlier offered to invest $1 billion in this regard.
The previous government also had an understanding with PSA Singapore and DP World of the United Arab Emirates (UAE) to construct and operate two container terminals.
PSA Singapore and DP World pledged to invest $1.5 billion each for the terminals.
Local firm East Coast Holdings Limited also proposed to join hands with a few global firms to invest $3.5 billion to build an oil and gas terminal under the project.
Since the ouster of the Awami League government on August 5, work on the project has come to a virtual standstill.
Shipping ministry calls high-powered meeting on Sunday
The interim government will review the Bay Terminal project, the biggest expansion project in the Chattogram port's history.
The megaproject, approved by the recently deposed Awami League government, has seen little progress since former prime minister Sheikh Hasina unveiled the masterplan on November 14 last year.
Other than some preliminary digging to prepare the land, there has been no physical progress so far.
Now, the new government wants to thoroughly evaluate the necessity of such a large project, for which global port operators have already expressed their willingness to invest over $8 billion, according to sources.
The interim government wants to evaluate the necessity of such a large project, for which global port operators expressed willingness to invest over $8 billion
The shipping ministry has called a high-powered meeting on November 10 in this regard, inviting senior officials of different government agencies and representatives of development partners for detailed discussions.
It also asked Chittagong Port Authority (CPA) to present a detailed presentation on the project and its progress so far.
Brig Gen (retd) Dr M Sakhawat Hussain, adviser to the shipping ministry, will chair the meeting.
Senior officials of the shipping ministry, Public Private Partnership Authority (PPPA) and officials as well as the chairman of the CPA will be present.
Representatives of interested investors, including the World Bank, will also attend the meeting.
Contacted, CPA Secretary Md Omar Faruk confirmed that the ministry called the meeting to discuss the project.
During a visit to the port last month, the shipping adviser inspected different project sites, including the site for the Bay Terminal. He was also briefed about the projects by port officials during a meeting.
Speaking to journalists during the visit, the adviser said he saw no problem with the project but added that he would need to discuss it further.
He also said he would ask the CPA officials to present a detailed presentation on the project at the ministry later.
A senior CPA official said the move was part of the interim government's ongoing evaluation of different megaprojects that were approved by the previous regime.
So, the ministry wants to evaluate the project in detail before taking the next step, the official added.
The previous government approved establishing the Bay Terminal, comprising four terminals, on around 2,500 acres of land at Patenga on the coast of the Bay of Bengal.
It is expected that once the project is implemented, vessels with a draft of up to 12 metres and a length of 280 metres will be able to berth there.
Currently, the Chittagong Port—which is the maritime gateway for over 90 percent of the country's international trade volume and 98 percent of its container traffic—can only receive small feeder vessels during limited hours of the day.
In 2022, the PPPA appointed UK-based Ernst & Young LLP as the transaction adviser for the project.
In June this year, the World Bank's board of executive directors approved a $650 million loan to finance the dredging of the access channel and construction of the breakwater of Bay Terminal.
In mid-May, the CPA signed a memorandum of understanding (MoU) with Abu Dhabi-based AD Ports Group regarding the latter's proposal to build a multipurpose terminal under the project.
The group earlier offered to invest $1 billion in this regard.
The previous government also had an understanding with PSA Singapore and DP World of the United Arab Emirates (UAE) to construct and operate two container terminals.
PSA Singapore and DP World pledged to invest $1.5 billion each for the terminals.
Local firm East Coast Holdings Limited also proposed to join hands with a few global firms to invest $3.5 billion to build an oil and gas terminal under the project.
Since the ouster of the Awami League government on August 5, work on the project has come to a virtual standstill.
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- #50
Chattogram sea port: All business dominated by AL men
MH Chowdhury Limited and Basir Ahmed and Company Limited are owned by AJM Nasir Uddin, the former Mayor of Chattogram and General Secretary of the City Awami League, along with his family
en.prothomalo.com
Chattogram sea port: All business dominated by AL men
Masud Milad
Chattogram
Updated: 03 Nov 2024, 13: 16
For 17 consecutive years, the container handling business at Chattogram port has been dominated by seven companies. Some of these companies are owned by Awami League leaders or their family members, while others are owned by businessmen close to Awami League officials.
Occasionally, these organisations secure contracts by manipulating tenders. At other times, they are awarded work through direct tender Due to the lack of competition, container handling costs at the port have risen, and traders pass on additional expenses to the general public by increasing the prices of goods.
Saif Powertech Limited is one of the seven companies. Sources related to the port indicate that its managing director, Tarafder Ruhul Amin, has close ties to former Awami League Minister of Shipping Shajahan Khan, Noor-e-Alam Chowdhury (known as Liton Chowdhury), the former Chairman of the Parliamentary Standing Committee on the Shipping Ministry, and former local MP MA Latif.
MH Chowdhury Limited and Basir Ahmed and Company Limited are owned by AJM Nasir Uddin, the former Mayor of Chattogram and General Secretary of the City Awami League, along with his family.
Another company, Everest Port Services Limited, was co-owned by AJM Nasir Uddin and Alauddin Nasim, former protocol officer for Prime Minister Sheikh Hasina and a former Member of Parliament for the Awami League from the Feni-1 Constituency. It is currently owned by Nasim's brother, Jalal Uddin Ahmed Chowdhury, and his wife, Farzana Wahid Khan.
A & J Traders is owned by Ekramul Karim Chowdhury, a former Member of Parliament for the Awami League from Noakhali Sadar Constituency. The managing director of FQ Khan and Brothers is Abu Sharif, who has no known political affiliations.
Fazle Ikram Chowdhury, managing director of Fazle and Sons Limited, belongs to the influential Chowdhury family of Chattogram, which has connections to both the Awami League and BNP.
Containers at Chattogram Port are loaded and unloaded through 12 jetties across three terminals. Saif Power Tech operates four jetties at the New Mooring Container Terminal (NCT), the largest and most equipped terminal, and two jetties at the Chittagong Container Terminal (CCT).
The remaining six jetties at the General Cargo Berth (GCB) are controlled by the other six organizations. This arrangement has remained unchanged for 17 years.
Contractors receive payment from the Chattogram Port Authority for loading and unloading containers, with the amounts established through a tender process. If there were genuine competition, the costs of container management could be significantly reduced.
Port personnel indicate that the container handling business requires relatively low investment, with guaranteed high profits. However, those close to the government have secured contracts for inflated sums, with the monetary value exceeding Tk 20 billion. Political influence has effectively barred others from entering the business.
The Awami League government fell on 5 August during a student uprising. On 8 October, M. Sakhawat Hossain, the shipping adviser of the interim government, visited Chattogram Port and announced that all future tenders will be open to competition.
He stated that conditions would be revised to prevent the same company from repeatedly securing contracts. Sakhawat Hossain acknowledged that there have been numerous irregularities at the port, mentioning that many licenses are granted illegally and assuring that the situation is under their scrutiny.
AL leaders behind Saif Powertech
Saif Powertech handled 65 per cent of the port’s containers through the six jetties. In 2006, the company was appointed as the local representative for the operation and maintenance of gantry cranes at the port, benefiting significantly during the Awami League’s tenure.
A prime example of the support Saif Powertech received from the Ministry of Shipping, Parliamentary Committees, and port officials is the tender for operating the New Mooring Container Terminal. This terminal was intended to be the first port-centric foreign investment in Bangladesh. However, in 2007 and 2008, the caretaker government almost finalise the project.
After the Awami League returned to power in 2009, the tender process was cancelled due to interventions by Noor-e-Alam Chowdhury, then chairman of the parliamentary standing committee on the shipping ministry, and Shipping Minister Shajahan Khan.
It took another six years for the terminal to become operational. In 2015, the port authority issued a tender to divide the four jetties of the terminal into two packages, but the conditions were structured so that only Saif Powertech was deemed eligible.
Sources at the port have reported that Saif Powertech partnered with AJM Nasir’s company, MH Chowdhury Limited (30 per cent), and Ekramul Karim Chowdhury’s company, A&J Traders (30 per cent), for a tender.
The contract value for the two projects at the New Mooring Container Terminal was approximately Tk 990 million. Saif Powertech was awarded the job without approval from the Cabinet Committee, leading to objections from the Cabinet Division. However, it is said that the then shipping minister, Shajahan Khan, “managed” the situation.
Following the fall of the Awami League government, Noor-e-Alam Chowdhury went into hiding, and Shajahan Khan was arrested and imprisoned.It was not possible to obtain their comments.
Tenders have never been called for the operation of the New Mooring Container Terminal. Instead, Saif Powertech has been awarded the job on a six-month basis through a direct procurement method.
In July, the company was given work for the 11th time through this approach, which will expire on 7 January. The total contract value for managing the New Mooring Container Terminal has reached Tk 9.02 billion. It is important to note that in the direct procurement method, a preferred company is selected without any tender process.
Similarly, over the past 17 years, Saif Powertech has consistently been awarded the Chittagong Container Terminal through negotiations, tenders, and direct procurement methodf. In 2019, they secured the contract to operate the terminal for six years at a cost of approximately Tk 3.04 billion, which will expire in November next year.
Tarafder Ruhul Amin, managing director of Saif Powertech, told Prothom Alo that they have received many contracts through tender as an eligible company and expressed a preference not to take on jobs awarded via direct procurement. He stated, “In 2022, we informed the port in a letter requesting that tenders be called in an open manner.”
In response to allegations of securing contracts due to his connections with Awami League ministers, parliamentarians, and other influential individuals, Tarafder Ruhul Amin said, “If this allegation is true, why did the process of transferring the New Mooring Terminal to a foreign operator begin with the intervention of Salman F Rahman during the Awami League government?”
According to port sources, Salman F Rahman, former Prime Minister Sheikh Hasina’s private industry and investment advisor, was an influential figure in controlling contracts for government projects. Tarafder Ruhul Amin was not on that side. He maintained a close relationship with Noor-e-Alam Chowdhury (known as Liton Chowdhury), a cousin of the former prime minister though.
To gain closer ties with influential members of the Awami League, Tarafder Ruhul Amin began sponsoring Chittagong Abahani. In 2014, he became the chairman of the club’s football committee, and a year later, he sponsored the Sheikh Kamal International Club Cup football tournament. Subsequently, he established a team called Saif Sporting Club.
Sources indicate that Shamsul Haque Chowdhury, Secretary General of Chittagong Abahani and a member of the parliamentary standing committee related to the Ministry of Shipping, facilitated the opportunity for Tarafder Ruhul Amin to connect with the Sheikh family through football sponsorship.
Additionally, Saif Powertech has been operating the Kamalapur Container Depot in Dhaka and the Pangaon Naval Terminal of Chittagong Port in Keraniganj for 11 years, extending its influence beyond Chattogram Port.
Nasir's two companies
More than two decades ago, former mayor AJM Nasir entered the port business as a partner in an organisation named MH Chowdhury Limited. During the previous caretaker government, the company secured the contract to operate a jetty at the port through a negotiation. It has since operated that jetty for 17 consecutive years via tender processes.
In 2014, following the Awami League's controversial election victory that led to their second consecutive term, another company involved in container jetty management came under the control of AJM Nasir Uddin. This company is M/s Basir Ahmed and Company Limited.
Relatives of Bashir Ahmed allege that AJM Nasir has added his wife, Shirin Akhtar, to the ownership of this company. Bashir Ahmed's elder brother's son, Nuruzzaman, told Prothom Alo, "Taking the ownership wasn’t enough and they have harassed us by filing a case in our name. We used to live in fear and had to run away from home."
After the fall of the Awami League government, Mohammad Salah Uddin began managing the business on behalf of AJM Nasir, who had gone into hiding. He is now the Managing Director of M/s Bashir Ahmed Limited. He told Prothom Alo that there is no question of taking ownership by force. "A case has been filed regarding the deed, but the matter has since been settled," he stated.
Nasim also in port business
During the Awami League's tenure, the family business of Liberal Democratic Party (LDP) Secretary General Shahadat Hossain Selim underwent a sudden change in ownership. In 2016, the company was restructured as Everest Port Services Limited.
For the first time, AJM Nasir Uddin, former protocol officer to Prime Minister Sheikh Hasina, along with Alauddin Nasim, an Awami League Member of Parliament for the Feni-1 Constituency, and his brother, Jalal Uddin Ahmed Chowdhury, became partners of the company.
Sources indicate that Shahadat Hossain transferred ownership to these two influential individuals under pressure from Alauddin Nasim. Following public criticism, Nasir and Nasim relinquished their shares, although shares in the name of Nasim's brother, Jalal Uddin Chowdhury, increased, and Jalal's wife, Farzana Wahid Khan, joined the ownership.
Shahadat Hossain declined to comment in detail on the matter but told Prothom Alo that he sold his shares due to a financial crisis, stating, "I paid off my debts and am in the process of reclaiming ownership of the shares."
During the caretaker government in 2007, one operator and two co-operators were appointed for each of the six container jetties at the general cargo berths. However, after the Awami League came to power, the co-operators were not given the opportunity to operate the jetties when tenders were called.
Since then, six companies have been working on the six jetties. In each tender, the bids are structured in such a way that the differences between the bids from different organizations are minimal, even when compared to estimated rates.
Fazle Ekram Chowdhury, president of the Berth Operators, Ship Handling Operators, and Terminal Operators Owners Association, which manages the jetties, told Prothom Alo that companies were awarded contracts based on their qualifications, not political connections.
However, concerned parties claim that these tenders are merely for show, allowing the same companies to receive contracts repeatedly. The tender conditions appear designed to favor certain institutions.
Akhter Kabir Chowdhury, secretary of Chattogram Shushashoner Jonno Nagorik, informed Prothom Alo that a syndicate has formed around container management contracts at the port, with certain groups receiving work for years. He noted that following the fall of the Awami League during the student uprising, there is now an opportunity to introduce transparency. To combat corruption at the port, he emphasised the need for transparency and accountability in the multimillion-dollar contracts.
Akhter Kabir stated, "Now that another class of beneficiaries has emerged, we must ensure they do not reclaim control over the business as before."
Masud Milad
Chattogram
Updated: 03 Nov 2024, 13: 16
For 17 consecutive years, the container handling business at Chattogram port has been dominated by seven companies. Some of these companies are owned by Awami League leaders or their family members, while others are owned by businessmen close to Awami League officials.
Occasionally, these organisations secure contracts by manipulating tenders. At other times, they are awarded work through direct tender Due to the lack of competition, container handling costs at the port have risen, and traders pass on additional expenses to the general public by increasing the prices of goods.
Saif Powertech Limited is one of the seven companies. Sources related to the port indicate that its managing director, Tarafder Ruhul Amin, has close ties to former Awami League Minister of Shipping Shajahan Khan, Noor-e-Alam Chowdhury (known as Liton Chowdhury), the former Chairman of the Parliamentary Standing Committee on the Shipping Ministry, and former local MP MA Latif.
MH Chowdhury Limited and Basir Ahmed and Company Limited are owned by AJM Nasir Uddin, the former Mayor of Chattogram and General Secretary of the City Awami League, along with his family.
Another company, Everest Port Services Limited, was co-owned by AJM Nasir Uddin and Alauddin Nasim, former protocol officer for Prime Minister Sheikh Hasina and a former Member of Parliament for the Awami League from the Feni-1 Constituency. It is currently owned by Nasim's brother, Jalal Uddin Ahmed Chowdhury, and his wife, Farzana Wahid Khan.
A & J Traders is owned by Ekramul Karim Chowdhury, a former Member of Parliament for the Awami League from Noakhali Sadar Constituency. The managing director of FQ Khan and Brothers is Abu Sharif, who has no known political affiliations.
Fazle Ikram Chowdhury, managing director of Fazle and Sons Limited, belongs to the influential Chowdhury family of Chattogram, which has connections to both the Awami League and BNP.
Containers at Chattogram Port are loaded and unloaded through 12 jetties across three terminals. Saif Power Tech operates four jetties at the New Mooring Container Terminal (NCT), the largest and most equipped terminal, and two jetties at the Chittagong Container Terminal (CCT).
The remaining six jetties at the General Cargo Berth (GCB) are controlled by the other six organizations. This arrangement has remained unchanged for 17 years.
Contractors receive payment from the Chattogram Port Authority for loading and unloading containers, with the amounts established through a tender process. If there were genuine competition, the costs of container management could be significantly reduced.
Port personnel indicate that the container handling business requires relatively low investment, with guaranteed high profits. However, those close to the government have secured contracts for inflated sums, with the monetary value exceeding Tk 20 billion. Political influence has effectively barred others from entering the business.
The Awami League government fell on 5 August during a student uprising. On 8 October, M. Sakhawat Hossain, the shipping adviser of the interim government, visited Chattogram Port and announced that all future tenders will be open to competition.
He stated that conditions would be revised to prevent the same company from repeatedly securing contracts. Sakhawat Hossain acknowledged that there have been numerous irregularities at the port, mentioning that many licenses are granted illegally and assuring that the situation is under their scrutiny.
AL leaders behind Saif Powertech
Saif Powertech handled 65 per cent of the port’s containers through the six jetties. In 2006, the company was appointed as the local representative for the operation and maintenance of gantry cranes at the port, benefiting significantly during the Awami League’s tenure.
A prime example of the support Saif Powertech received from the Ministry of Shipping, Parliamentary Committees, and port officials is the tender for operating the New Mooring Container Terminal. This terminal was intended to be the first port-centric foreign investment in Bangladesh. However, in 2007 and 2008, the caretaker government almost finalise the project.
After the Awami League returned to power in 2009, the tender process was cancelled due to interventions by Noor-e-Alam Chowdhury, then chairman of the parliamentary standing committee on the shipping ministry, and Shipping Minister Shajahan Khan.
It took another six years for the terminal to become operational. In 2015, the port authority issued a tender to divide the four jetties of the terminal into two packages, but the conditions were structured so that only Saif Powertech was deemed eligible.
Sources at the port have reported that Saif Powertech partnered with AJM Nasir’s company, MH Chowdhury Limited (30 per cent), and Ekramul Karim Chowdhury’s company, A&J Traders (30 per cent), for a tender.
The contract value for the two projects at the New Mooring Container Terminal was approximately Tk 990 million. Saif Powertech was awarded the job without approval from the Cabinet Committee, leading to objections from the Cabinet Division. However, it is said that the then shipping minister, Shajahan Khan, “managed” the situation.
Following the fall of the Awami League government, Noor-e-Alam Chowdhury went into hiding, and Shajahan Khan was arrested and imprisoned.It was not possible to obtain their comments.
Tenders have never been called for the operation of the New Mooring Container Terminal. Instead, Saif Powertech has been awarded the job on a six-month basis through a direct procurement method.
In July, the company was given work for the 11th time through this approach, which will expire on 7 January. The total contract value for managing the New Mooring Container Terminal has reached Tk 9.02 billion. It is important to note that in the direct procurement method, a preferred company is selected without any tender process.
Similarly, over the past 17 years, Saif Powertech has consistently been awarded the Chittagong Container Terminal through negotiations, tenders, and direct procurement methodf. In 2019, they secured the contract to operate the terminal for six years at a cost of approximately Tk 3.04 billion, which will expire in November next year.
Tarafder Ruhul Amin, managing director of Saif Powertech, told Prothom Alo that they have received many contracts through tender as an eligible company and expressed a preference not to take on jobs awarded via direct procurement. He stated, “In 2022, we informed the port in a letter requesting that tenders be called in an open manner.”
In response to allegations of securing contracts due to his connections with Awami League ministers, parliamentarians, and other influential individuals, Tarafder Ruhul Amin said, “If this allegation is true, why did the process of transferring the New Mooring Terminal to a foreign operator begin with the intervention of Salman F Rahman during the Awami League government?”
According to port sources, Salman F Rahman, former Prime Minister Sheikh Hasina’s private industry and investment advisor, was an influential figure in controlling contracts for government projects. Tarafder Ruhul Amin was not on that side. He maintained a close relationship with Noor-e-Alam Chowdhury (known as Liton Chowdhury), a cousin of the former prime minister though.
To gain closer ties with influential members of the Awami League, Tarafder Ruhul Amin began sponsoring Chittagong Abahani. In 2014, he became the chairman of the club’s football committee, and a year later, he sponsored the Sheikh Kamal International Club Cup football tournament. Subsequently, he established a team called Saif Sporting Club.
Sources indicate that Shamsul Haque Chowdhury, Secretary General of Chittagong Abahani and a member of the parliamentary standing committee related to the Ministry of Shipping, facilitated the opportunity for Tarafder Ruhul Amin to connect with the Sheikh family through football sponsorship.
Additionally, Saif Powertech has been operating the Kamalapur Container Depot in Dhaka and the Pangaon Naval Terminal of Chittagong Port in Keraniganj for 11 years, extending its influence beyond Chattogram Port.
Nasir's two companies
More than two decades ago, former mayor AJM Nasir entered the port business as a partner in an organisation named MH Chowdhury Limited. During the previous caretaker government, the company secured the contract to operate a jetty at the port through a negotiation. It has since operated that jetty for 17 consecutive years via tender processes.
In 2014, following the Awami League's controversial election victory that led to their second consecutive term, another company involved in container jetty management came under the control of AJM Nasir Uddin. This company is M/s Basir Ahmed and Company Limited.
Relatives of Bashir Ahmed allege that AJM Nasir has added his wife, Shirin Akhtar, to the ownership of this company. Bashir Ahmed's elder brother's son, Nuruzzaman, told Prothom Alo, "Taking the ownership wasn’t enough and they have harassed us by filing a case in our name. We used to live in fear and had to run away from home."
After the fall of the Awami League government, Mohammad Salah Uddin began managing the business on behalf of AJM Nasir, who had gone into hiding. He is now the Managing Director of M/s Bashir Ahmed Limited. He told Prothom Alo that there is no question of taking ownership by force. "A case has been filed regarding the deed, but the matter has since been settled," he stated.
Nasim also in port business
During the Awami League's tenure, the family business of Liberal Democratic Party (LDP) Secretary General Shahadat Hossain Selim underwent a sudden change in ownership. In 2016, the company was restructured as Everest Port Services Limited.
For the first time, AJM Nasir Uddin, former protocol officer to Prime Minister Sheikh Hasina, along with Alauddin Nasim, an Awami League Member of Parliament for the Feni-1 Constituency, and his brother, Jalal Uddin Ahmed Chowdhury, became partners of the company.
Sources indicate that Shahadat Hossain transferred ownership to these two influential individuals under pressure from Alauddin Nasim. Following public criticism, Nasir and Nasim relinquished their shares, although shares in the name of Nasim's brother, Jalal Uddin Chowdhury, increased, and Jalal's wife, Farzana Wahid Khan, joined the ownership.
Shahadat Hossain declined to comment in detail on the matter but told Prothom Alo that he sold his shares due to a financial crisis, stating, "I paid off my debts and am in the process of reclaiming ownership of the shares."
During the caretaker government in 2007, one operator and two co-operators were appointed for each of the six container jetties at the general cargo berths. However, after the Awami League came to power, the co-operators were not given the opportunity to operate the jetties when tenders were called.
Since then, six companies have been working on the six jetties. In each tender, the bids are structured in such a way that the differences between the bids from different organizations are minimal, even when compared to estimated rates.
Fazle Ekram Chowdhury, president of the Berth Operators, Ship Handling Operators, and Terminal Operators Owners Association, which manages the jetties, told Prothom Alo that companies were awarded contracts based on their qualifications, not political connections.
However, concerned parties claim that these tenders are merely for show, allowing the same companies to receive contracts repeatedly. The tender conditions appear designed to favor certain institutions.
Akhter Kabir Chowdhury, secretary of Chattogram Shushashoner Jonno Nagorik, informed Prothom Alo that a syndicate has formed around container management contracts at the port, with certain groups receiving work for years. He noted that following the fall of the Awami League during the student uprising, there is now an opportunity to introduce transparency. To combat corruption at the port, he emphasised the need for transparency and accountability in the multimillion-dollar contracts.
Akhter Kabir stated, "Now that another class of beneficiaries has emerged, we must ensure they do not reclaim control over the business as before."
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