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

[Saif]

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.​

 

[Saif]

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

thefinancialexpress.com.bd

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.​

 

[Saif]

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

thefinancialexpress.com.bd

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.​

 

[Saif]

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.

www.thedailystar.net

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.​

 

[Saif]

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."​

 

[Saif]

‘Karnaphuli tunnel is a white elephant for Bangladesh’

Prof Md Shamsul Hoque talks about the practicality of undertaking megaprojects like the Karnaphuli tunnel with The Daily Star.

www.thedailystar.net

‘Karnaphuli tunnel is a white elephant for Bangladesh’

Dr Md Shamsul Hoque, professor of civil engineering at the Bangladesh University of Engineering and Technology (BUET), talks about the practicality of undertaking megaprojects like the Karnaphuli tunnel in an exclusive interview with Monorom Polok of The Daily Star.

What prompted the Bangladesh Bridge Authority (BBA) to undertake the Karnaphuli tunnel project?

The Karnaphuli tunnel project was, frankly, a decision taken on a whim. The bridges authority moved forward without a proper feasibility study. We already had a bridge over the Karnaphuli River—the Shah Amanat Bridge—so the argument was that a second bridge would create congestion and disrupt the river flow due to the gathering of silt around bridge pillars. Thus, the decision to build a tunnel was made to avoid these issues, with much hype about it being South Asia's first underwater tunnel. But the decision wasn't well-thought-out or technically sound. The ambition of being the first at something outshined the need for the conversation about feasibility.

Why do you think there are challenges in bridge construction in Bangladesh?

Bangladesh has yet to master modern bridge construction. Most of our bridges are built with short spans and many pillars, which isn't ideal. This results in structures that interfere with river navigation, especially as vessel sizes and river traffic increase. In countries like Vietnam, bridges are constructed with spans exceeding a kilometre. Here, however, even major bridges like the Padma and Jamuna bridges have spans of only 150 to 200 metres. This limits clearance, hinders river traffic, and reflects the outdated design. It's almost impossible to call these structures "modern bridges" in the 21st century.

What are the specific advantages of bridges over tunnels in a river environment like the Karnaphuli?

Bridges are advantageous because they use natural elements, making them more sustainable and easier to maintain. For example, a bridge benefits from natural ventilation, sunlight, and rain drainage, reducing the need for energy-intensive maintenance. If a bridge gets wet, rainwater drains off naturally, while exhaust disperses into the open air. Tunnels, however, require constant maintenance for ventilation systems, lighting, drainage, and emergency firefighting equipment, among other things, which is also costly. Essentially, a tunnel is on life support from day one. The need for artificial lighting, ventilation, and drainage makes it far more resource-intensive than a bridge.

When tunnels were built in the past, there was less emphasis on sustainable development, but that has changed. Now, everyone is focused on green development with minimal carbon footprints. The Karnaphuli tunnel, however, runs contrary to this goal, which is why it's so costly and difficult to maintain. In fact, its operation is causing us a daily loss of Tk 27 lakh. It is akin to being a "white elephant" for the country.

Was there sufficient planning for the tunnel's long-term maintenance and revenue generation?

No. A tunnel requires continuous ventilation, lighting, and firefighting measures. Moreover, the revenue potential is limited due to certain vehicle restrictions. For example, vehicles carrying hazardous materials or those powered by CNG are not allowed to enter, which narrows its use. This decision makes the tunnel less accessible, which impacts revenue.

On top of this, toll rates for the tunnel are much higher than those for the Shah Amanat Bridge, which deters many vehicles, particularly commercial ones, from using it. Private cars, which don't generate substantial revenue, may still use it, but commercial vehicles will seek cheaper alternatives. This combination of high maintenance and limited revenue doesn't bode well for the tunnel's future.

Why are bridges considered more efficient for revenue collection, and how does the Karnaphuli tunnel fare in comparison?

Typically, tolls from commercial vehicles like buses and trucks drive revenue for infrastructure projects like this. These vehicles prefer routes that are both affordable and accessible. Here, the high toll and restrictions on certain vehicle types reduce the tunnel's attractiveness and revenue potential. Since it was costly to construct and is expensive to maintain, the toll rate is considerably high—up to five times more than other options. But with a cheaper, parallel alternative, many commercial vehicles will likely avoid the tunnel, which further reduces its revenue-earning.

Was there any oversight of the planning and feasibility studies for this project?

There appears to have been limited accountability in the project's planning stages. Those conducting the feasibility study approached it as a formality. A consulting company was hired, but the process was minimal. Consequently, the projected traffic figures fell far short of reality. Since the consultants are third-party contractors, they simply completed the report, collected their fee, and left. Neither the BBA nor the consultancy firm is being held accountable for this shortfall, despite the substantial use of public funds. Ideally, action should be taken against these lapses to ensure better practices in the future.

Was the idea of building a "twin city" around the tunnel realistically considered?

The notion that this tunnel would enable a "twin city" across the river is overly simplistic. We have seen no such development even with long-established bridges, such as the Jamuna Bridge. In other countries, twin cities are built around integrated road networks and thoughtfully planned infrastructure on both riverbanks. Creating a twin city requires much more than just building a tunnel or bridge; it demands accessible transport systems for all types of vehicles, including pedestrians, cyclists, and local modes of transport.

However, such plans need close collaboration between the BBA and the Chattogram Development Authority to create cohesive urban development. This coordination is absent, and without it, the idea of a twin city remains just a vision.

What further planning and coordination issues have you observed in the tunnel project, and what could be improved in future projects?

There were various critical oversights in planning this project. For one, the bridge authority doesn't have a dedicated planning or research department, so they have always relied on external consultants rather than building internal expertise. It also treats these infrastructure projects as isolated tasks rather than as part of a larger transportation network. For instance, even when a bridge or tunnel is completed, the approach roads are often still under construction, which makes them inefficient. Ideally, approach and exit roads should be part of the planning from the beginning, with consideration given to traffic flow, multiple access points, and connections with other transport systems. For future projects, Bangladesh needs to consider sustainable, long-term solutions that integrate bridges or tunnels with other infrastructure. This may mean consulting international experts in infrastructure planning or sustainable development. As a small, densely populated country, Bangladesh has limited resources and land, so every development must be three times more efficient and carefully planned. Sustainable development should be the guiding principle.​

 

[Saif]

Payra port unfurling wings as marine traffic rises

The country’s third seaport, Payra Port, has been witnessing a steady increase in marine traffic over the years as major local conglomerates are opting to bring in bulk cargo through this port located in the southern district of Patuakhali -- 272 kilometres from the capital.

www.thedailystar.net

Payra port unfurling wings as marine traffic rises

The country's third seaport, Payra Port, has been witnessing a steady increase in marine traffic over the years as major local conglomerates are opting to bring in bulk cargo through this port located in the southern district of Patuakhali -- 272 kilometres from the capital.

With the construction of the port's first terminal scheduled to be completed this month, the port authority is making big promises for local businesses in external trade.

However, to fully realise these benefits, industries and shippers call for the prompt completion of port infrastructure, approach roads and bridges to connect Payra Port to the national road network.

Currently, goods are being shipped to and from the port using lighter vessels via inland river routes.

Construction of Payra Port began in 2013 while the port began commercial operations in August 2016. In fiscal year 2016-17, only 10 ships arrived at the port. By 2023-24, marine traffic increased to 1,040 ships, according to port authority data.

Moreover, as of the last week of October, the port handled 3,160 ships, including 484 foreign vessels, according to the Payra Port Authority, fetching Tk 1,576 crore in government revenue.

Currently, local industrial conglomerate Meghna Group is importing clinker and limestone from Vietnam through the port.


The conglomerate unloads the import cargo from the outer anchorage onto lighter vessels for transportation to Meghna Ghat in Sonargaon of Narayanganj, according to Jamal Hossain Jamil, manager of United Shipping Lines of Meghna Group.

The port authority says imports through Payra Port include limestone, cement clinker, stones, plant machinery, project cargo, dredging equipment and liquefied petroleum gas (LPG).

Jamil told The Daily Star that if basic port facilities, such as road connectivity, integrated customs clearance and banking services, are ensured, other importers will also prefer the port.

Officials said the construction of several port related infrastructures, including the first terminal, a bridge over the Andharmanik river and 6-lane connecting roads, is nearing completion.

For now, the port authority has arranged a ferry service over the Andharmanik river to transport goods-laden vehicles from December this year.

So far, the progress of Andharmanik bridge construction is 46 percent, said Payra Port Chairman Rear Admiral Abdullah Al Mamun Chowdhury. He said the first terminal project is nearing completion.

The construction of the jetty, yard and a 6-lane approach road are 97 percent, 96 percent and 70 percent complete respectively. "Efforts are underway to finish these works promptly," he added.

Apart from port infrastructure, port users also seek customs and banking services on the Payra Port premises. Currently, they have to avail these services from Patuakhali town, around 50 kilometres away from the port.

In August 2016, the National Board of Revenue (NBR) declared Payra Customs a customs warehouse. Although licences were issued for 19 clearing and forwarding (C&F) agents and 11 shipping agents for import-export operations, customs operations are still being conducted in a rented house in Patuakhali town.

"This is frustrating," said Kazi Belal Uddin, chief executive officer of Radiant Shipping. "We want the port authority to ensure that all port services are available under one roof."

Another major challenge for port operations appears to be navigability.

While the port authority claims that ships with a draft of around 10 metres can reach the jetty, only ships with a draft of 6-7 metres can currently do so, according to Abu Saeed, a top official of Radiant Shipping.

For shipping agents like Saeed, poor navigability requires unloading cargo onto lighter vessels offshore, which increases operational costs.

"Importers will benefit if adequate port navigability is ensured," he said.

Regarding the issue, Payra Port Chairman Rear Admiral Abdullah Al Mamun Chowdhury said capital dredging of the port was completed last year. Currently, maintenance dredging is underway.

"We are committed to facilitating external trade through Payra," he said. "Local businesses will receive all necessary support to use this port."​

 

[Saif]

Bhairab port to be upgraded into int’l-standard one: Sakhawat

Shipping adviser Brigadier General (retired) M Sakhawat Hossain on Monday said that Bhairob river port would be upgraded into an international-standard port with the financial assistance of the World Bank.

www.newagebd.net

Bhairab port to be upgraded into int’l-standard one: Sakhawat
Bangladesh Sangbad Sangstha . Kishoreganj 11 November, 2024, 23:05

Shipping adviser Brigadier General (retired) M Sakhawat Hossain on Monday said that Bhairob river port would be upgraded into an international-standard port with the financial assistance of the World Bank.

‘As Bhairob river port is one of the oldest and most significant ports of the country, the government has taken initiatives to upgrade the port into an international-standard port,’ he said while inspecting the upgrade activities of the port on the day.

The upgrade work of the port would begin within a few days and it would be completed within 2025, he said, adding that upon completion of the upgrade work of the port, it would be possible to prevent erosion of the Meghna River apart from protecting the river.

Mentioning that huge employment opportunities would be created through the advancement of the port, he said that three jetties would be built for anchoring launches and speed boats and loading and unloading of goods from vessels, Sakhawat said. It would be needed to demolish adjoining shops for the progression of the river port, the adviser said, adding that an adequate amount of compensation would be provided to the shop owners having proper documents.

Chairman of Bangladesh Inland Water Transports Authority Commodore Arif Ahmed, BIWTA project director Aiyub Ali and upazila nirbahi officer of Bhairob Shabnom Sharmin, among others, were present during the visit.​

 

[Bilal9]

Nice video describing Bangladesh Air Traffic control process (Civil Aviation Authority of Bangladesh or CAAB). Includes English subtitles on screen.

 

[Bilal9]

‘Karnaphuli tunnel is a white elephant for Bangladesh’

Prof Md Shamsul Hoque talks about the practicality of undertaking megaprojects like the Karnaphuli tunnel with The Daily Star.

www.thedailystar.net

‘Karnaphuli tunnel is a white elephant for Bangladesh’

Dr Md Shamsul Hoque, professor of civil engineering at the Bangladesh University of Engineering and Technology (BUET), talks about the practicality of undertaking megaprojects like the Karnaphuli tunnel in an exclusive interview with Monorom Polok of The Daily Star.


View attachment 10431

What prompted the Bangladesh Bridge Authority (BBA) to undertake the Karnaphuli tunnel project?

The Karnaphuli tunnel project was, frankly, a decision taken on a whim. The bridges authority moved forward without a proper feasibility study. We already had a bridge over the Karnaphuli River—the Shah Amanat Bridge—so the argument was that a second bridge would create congestion and disrupt the river flow due to the gathering of silt around bridge pillars. Thus, the decision to build a tunnel was made to avoid these issues, with much hype about it being South Asia's first underwater tunnel. But the decision wasn't well-thought-out or technically sound. The ambition of being the first at something outshined the need for the conversation about feasibility.

Why do you think there are challenges in bridge construction in Bangladesh?

Bangladesh has yet to master modern bridge construction. Most of our bridges are built with short spans and many pillars, which isn't ideal. This results in structures that interfere with river navigation, especially as vessel sizes and river traffic increase. In countries like Vietnam, bridges are constructed with spans exceeding a kilometre. Here, however, even major bridges like the Padma and Jamuna bridges have spans of only 150 to 200 metres. This limits clearance, hinders river traffic, and reflects the outdated design. It's almost impossible to call these structures "modern bridges" in the 21st century.

What are the specific advantages of bridges over tunnels in a river environment like the Karnaphuli?

Bridges are advantageous because they use natural elements, making them more sustainable and easier to maintain. For example, a bridge benefits from natural ventilation, sunlight, and rain drainage, reducing the need for energy-intensive maintenance. If a bridge gets wet, rainwater drains off naturally, while exhaust disperses into the open air. Tunnels, however, require constant maintenance for ventilation systems, lighting, drainage, and emergency firefighting equipment, among other things, which is also costly. Essentially, a tunnel is on life support from day one. The need for artificial lighting, ventilation, and drainage makes it far more resource-intensive than a bridge.

When tunnels were built in the past, there was less emphasis on sustainable development, but that has changed. Now, everyone is focused on green development with minimal carbon footprints. The Karnaphuli tunnel, however, runs contrary to this goal, which is why it's so costly and difficult to maintain. In fact, its operation is causing us a daily loss of Tk 27 lakh. It is akin to being a "white elephant" for the country.

Was there sufficient planning for the tunnel's long-term maintenance and revenue generation?

No. A tunnel requires continuous ventilation, lighting, and firefighting measures. Moreover, the revenue potential is limited due to certain vehicle restrictions. For example, vehicles carrying hazardous materials or those powered by CNG are not allowed to enter, which narrows its use. This decision makes the tunnel less accessible, which impacts revenue.

On top of this, toll rates for the tunnel are much higher than those for the Shah Amanat Bridge, which deters many vehicles, particularly commercial ones, from using it. Private cars, which don't generate substantial revenue, may still use it, but commercial vehicles will seek cheaper alternatives. This combination of high maintenance and limited revenue doesn't bode well for the tunnel's future.

Why are bridges considered more efficient for revenue collection, and how does the Karnaphuli tunnel fare in comparison?

Typically, tolls from commercial vehicles like buses and trucks drive revenue for infrastructure projects like this. These vehicles prefer routes that are both affordable and accessible. Here, the high toll and restrictions on certain vehicle types reduce the tunnel's attractiveness and revenue potential. Since it was costly to construct and is expensive to maintain, the toll rate is considerably high—up to five times more than other options. But with a cheaper, parallel alternative, many commercial vehicles will likely avoid the tunnel, which further reduces its revenue-earning.

Was there any oversight of the planning and feasibility studies for this project?

There appears to have been limited accountability in the project's planning stages. Those conducting the feasibility study approached it as a formality. A consulting company was hired, but the process was minimal. Consequently, the projected traffic figures fell far short of reality. Since the consultants are third-party contractors, they simply completed the report, collected their fee, and left. Neither the BBA nor the consultancy firm is being held accountable for this shortfall, despite the substantial use of public funds. Ideally, action should be taken against these lapses to ensure better practices in the future.

Was the idea of building a "twin city" around the tunnel realistically considered?

The notion that this tunnel would enable a "twin city" across the river is overly simplistic. We have seen no such development even with long-established bridges, such as the Jamuna Bridge. In other countries, twin cities are built around integrated road networks and thoughtfully planned infrastructure on both riverbanks. Creating a twin city requires much more than just building a tunnel or bridge; it demands accessible transport systems for all types of vehicles, including pedestrians, cyclists, and local modes of transport.

However, such plans need close collaboration between the BBA and the Chattogram Development Authority to create cohesive urban development. This coordination is absent, and without it, the idea of a twin city remains just a vision.

What further planning and coordination issues have you observed in the tunnel project, and what could be improved in future projects?

There were various critical oversights in planning this project. For one, the bridge authority doesn't have a dedicated planning or research department, so they have always relied on external consultants rather than building internal expertise. It also treats these infrastructure projects as isolated tasks rather than as part of a larger transportation network. For instance, even when a bridge or tunnel is completed, the approach roads are often still under construction, which makes them inefficient. Ideally, approach and exit roads should be part of the planning from the beginning, with consideration given to traffic flow, multiple access points, and connections with other transport systems. For future projects, Bangladesh needs to consider sustainable, long-term solutions that integrate bridges or tunnels with other infrastructure. This may mean consulting international experts in infrastructure planning or sustainable development. As a small, densely populated country, Bangladesh has limited resources and land, so every development must be three times more efficient and carefully planned. Sustainable development should be the guiding principle.​

This guy is a professor of Civil Engg. at BUET, but per my BUET Faculty member friends, his views are mainly theoretical. I could be wrong however.

I keep seeing him on TV and he says a bunch of controversial things on Dhaka traffic and on construction topics. Spans of 1 KM for bridges? Wow.

That kind of span (used in various types of suspension bridges) is appropriate for Golden Gate bridge in San Francisco or crossing the strait of Bosphorus in Istanbul and costs many magnitudes more (possibly fifty times more) than the simple short span low cost bridges we have locally in Bangladesh. Just "pie-in-the-sky" thinking. And this guy is a professor of Civil Engg.? Double wow...

He probably also doesn't know that the main impetus to build the tunnel was to connect the CTG port jetties with the Korean and Chinese EPZs on the other side of the river (still not complete) and also to provide unhindered traffic flow down to CXB, bypassing the downtown commercial area of CTG.

The fact that toll is a bit on the high side is another matter and maybe needs to be reduced to popularize the route.

 

[Saif]

This guy is a professor of Civil Engg. at BUET, but per my BUET Faculty member friends, his views are mainly theoretical. I could be wrong however.

I keep seeing him on TV and he says a bunch of controversial things on Dhaka traffic and on construction topics. Spans of 1 KM for bridges? Wow.

That kind of span (used in various types of suspension bridges) is appropriate for Golden Gate bridge in San Francisco or crossing the strait of Bosphorus in Istanbul and costs many magnitudes more (possibly fifty times more) than the simple short span low cost bridges we have locally in Bangladesh. Just "pie-in-the-sky" thinking. And this guy is a professor of Civil Engg.? Double wow...

He probably also doesn't know that the main impetus to build the tunnel was to connect the CTG port jetties with the Korean and Chinese EPZs on the other side of the river (still not complete) and also to provide unhindered traffic flow down to CXB, bypassing the downtown commercial area of CTG.

The fact that toll is a bit on the high side is another matter and maybe needs to be reduced to popularize the route.

I was also thinking that Karnaphuli Tunnel was a white elephant but after reading your post my impression on the Tunnel has completely changed. Thank you

 

[Bilal9]

I was also thinking that Karnaphuli Tunnel was a white elephant but after reading your post my impression on the Tunnel has completely changed. Thank you

Korean EPZ (also Chinese EPZ next to it) are both in Anowara, which is past KAFCO - on the other side of the mouth for Karnaphuli River where it meets the Bay of Bengal. In the below map, KAFCO can be seen on the left side of the other bank and Korean EPZ on the right.

Korean EPZ is one of the larger Export zones in all of Asia (not just South Asia).

Mirsarai EPZ further up the coast, is Asia's largest at 33,000 acres (it will expand to 45,000 acres at some point and includes both Feni and Chittagong areas).

National Special Economic Zone (Bengali: জাতীয় বিশেষ অর্থনৈতিক অঞ্চল),formerly the Bangabandhu Sheikh Mujib Shilpa Nagar (BSMSN; Bengali: বঙ্গবন্ধু শেখ মুজিব শিল্পনগর), is an economic zone in Chittagong Division of Bangladesh, spanning 33,407 acres (135.19 km2). Situated along the Dhaka–Chittagong highway, the economic zone is positioned about 60 kilometres (37 mi) away from the port city of Chittagong. It is being developed under the oversight of the Bangladesh Economic Zones Authority (BEZA).By 2024, various companies have collectively invested US$1.23 billion, with five industrial units already operational.

 

[Saif]

Airport ground handling must be left to efficient providers

Biman comes with a poor track record for the job

www.thedailystar.net

Airport ground handling must be left to efficient providers
Biman comes with a poor track record for the job

VISUAL: STAR

We are surprised that Biman has been awarded the ground handling responsibility for the third terminal of Hazrat Shahjalal International Airport (HSIA), despite having a very poor track record. According to a report by this daily, Biman is set to take charge for two years initially, overseeing tasks such as boarding passengers, managing baggage, handling cargo, and providing various aircraft services. However, given its history of subpar service, we have serious doubts about its ability to handle this crucial task. Naturally, the decision has raised concerns among aviation experts and other stakeholders.

Over the past years, Biman has consistently failed to satisfy passengers, with many experiencing significant delays in luggage handling while instances of staff misconduct, particularly towards migrant workers, were also commonplace. Additionally, Biman's inefficient ground handling has often disrupted overseas trade, while the two currently operational terminals have struggled to cope with the pressure of increasing export and import volumes. So, the main purpose of building a new terminal was to solve all these issues by improving the airport's efficiency and ground handling services. Therefore, we think this decision by the government is contradictory to this whole effort.

Internationally, no airport reportedly relies on a single ground handling provider. So why has the government made such a decision? Has it consulted all relevant stakeholders before taking such action? If not, why? According to experts, Biman does not even have necessary, trained manpower to operate the terminal. Moreover, a survey by the HSIA authorities revealed that 93 airlines favoured having multiple ground handling service providers at the new terminal, which would foster competition and improve services. We also must mention that it is this kind of monopoly that has emboldened our state carrier to engage in widespread corruption and irregularities over the decades.

The decision to award Biman this job was ill-considered, so we urge the government to reconsider it. If we want the quality of ground handling services at the third terminal to be world-class, the job should be awarded through an open competition involving multiple service providers. Although Biman is supposed to take this charge for two years, we think this period could further damage the airport's reputation.​

 

[Saif]

Open tender to find temporary operator of New Mooring terminal

Chittagong Port Authority (CPA) is preparing to float an open tender to appoint a temporary operator for New Mooring Container Terminal (NCT) of the Chattogram port until a foreign one is entrusted with the role.

www.thedailystar.net

Open tender to find temporary operator of New Mooring terminal

The New Mooring Container Terminal handles over 60 percent of Chattogram port’s containers. Photo: Dwaipayan Barua

Chittagong Port Authority (CPA) is preparing to float an open tender to appoint a temporary operator for New Mooring Container Terminal (NCT) of the Chattogram port until a foreign one is entrusted with the role.

An open tender is an invitation to all eligible and qualified vendors without any additional restrictions or prerequisite criteria.

The CPA has sent a proposal to the shipping ministry to amend some clauses in a 2018 government directive, officially called a "Statutory Regulatory Order", which effectively limited bids, said CPA Chairman Rear Admiral SM Moniruzzaman yesterday.

An open tender will ensure that the bidding is participatory, competitive and not discriminatory, he said.

He was addressing a press conference at CPA auditorium yesterday, the first since he took office on August 10 right after the fall of the Awami League government.

A government-to-government agreement is currently in effect for the appointment of Dubai state-owned multinational logistics company DP World to run the NCT under public private partnership

The agreement with the current operator, Saif Powertec Ltd, will expire in the first week of January next year. It was appointed under a "direct procurement method", which stipulated that bids meet specific requirements.

A government-to-government agreement is currently in effect for the appointment of Dubai state-owned multinational logistics company DP World to run the NCT under public private partnership.

DP World operates ports around the world, from Hong Kong to Buenos Aires, and is headquartered at its flagship Jebel Ali Port in Dubai.

A consultation firm, officially termed "international transaction adviser", has also been appointed to fix the terms and conditions.

It will take around a year to get the documents from the "international transaction adviser", said the CPA chairman.

The NCT, with its five container jetties, handles over 60 percent of the Chattogram port's containers.

The Chattogram port, Bangladesh's premier seaport, handles roughly 90 percent of the South Asian country's annual $125 billion trade with the rest of the world.

Today, it is the 67th busiest container port in the world and in 2022, it handled 31.4 lakh TEUs of containers.

Apart from the NCT, the Chattogram port has a Chittagong Container Terminal, a Patenga Container Terminal and a General Cargo Berth.

Additional expansion projects—a Laldia multipurpose terminal and Bay Terminal—are currently being implemented.

In another development, a new shipping liner service has directly connected the Port of Karachi in Pakistan to the Chattogram port, saving time and costs, he said.

Previously, cargo was transported between the two countries via transhipment ports in Colombo and Singapore, he said.

The new service will connect several countries like the United Arab Emirates, Indonesia, Malaysia and India, said the CPA chairman.

For the first time, a container vessel named MV Yang Xiang Fa Zhan arrived at the Chattogram port from Karachi on November 11.

It contained 328 import-laden containers, including 264 from Karachi and the rest from Jebel Ali Port. The vessel left for Indonesia on the following day.

The vessel had a capacity to carry 2,300 containers and the shipping liner would continue operating on the route if imports increase, added the CPA chairman.​

 

[Bilal9]

Airport ground handling must be left to efficient providers

Biman comes with a poor track record for the job

www.thedailystar.net

Airport ground handling must be left to efficient providers
Biman comes with a poor track record for the job

View attachment 10768
VISUAL: STAR

We are surprised that Biman has been awarded the ground handling responsibility for the third terminal of Hazrat Shahjalal International Airport (HSIA), despite having a very poor track record. According to a report by this daily, Biman is set to take charge for two years initially, overseeing tasks such as boarding passengers, managing baggage, handling cargo, and providing various aircraft services. However, given its history of subpar service, we have serious doubts about its ability to handle this crucial task. Naturally, the decision has raised concerns among aviation experts and other stakeholders.

Over the past years, Biman has consistently failed to satisfy passengers, with many experiencing significant delays in luggage handling while instances of staff misconduct, particularly towards migrant workers, were also commonplace. Additionally, Biman's inefficient ground handling has often disrupted overseas trade, while the two currently operational terminals have struggled to cope with the pressure of increasing export and import volumes. So, the main purpose of building a new terminal was to solve all these issues by improving the airport's efficiency and ground handling services. Therefore, we think this decision by the government is contradictory to this whole effort.

Internationally, no airport reportedly relies on a single ground handling provider. So why has the government made such a decision? Has it consulted all relevant stakeholders before taking such action? If not, why? According to experts, Biman does not even have necessary, trained manpower to operate the terminal. Moreover, a survey by the HSIA authorities revealed that 93 airlines favoured having multiple ground handling service providers at the new terminal, which would foster competition and improve services. We also must mention that it is this kind of monopoly that has emboldened our state carrier to engage in widespread corruption and irregularities over the decades.

The decision to award Biman this job was ill-considered, so we urge the government to reconsider it. If we want the quality of ground handling services at the third terminal to be world-class, the job should be awarded through an open competition involving multiple service providers. Although Biman is supposed to take this charge for two years, we think this period could further damage the airport's reputation.​

`
The job for running the administration and activity for the 3rd terminal of the airport will be handled by a Japanese consortium, Sumitomo and Nippon Koei - for 15 years, CAAB has decided.

Biman will be given a two year assignment under the Japanese for ground handling and cargo - they will get trained by the Japanese companies. If Biman don't perform, then they will be out. Good chance for Biman, Let's see if they can measure up.