BANGLADESH stands on the cusp of a transformative shift in its maritime infrastructure with the development of two major projects — the bay terminal in Chattogram and the Matarbari deep sea port in Cox’s Bazar. Both undertakings have been envisioned not merely as enhancements to port capacity but as foundational pillars that could redefine the country’s engagement with global and regional trade. As construction progresses, it becomes imperative to acknowledge that the success of these projects cannot rest solely on physical development. Without robust, adaptive policies and strong collaboration between public and private stakeholders, the ports risk falling short of their full potential. The real challenge lies not just in building the infrastructure, but in overhauling current systems to ensure these investments produce enduring, wide-reaching benefits.
At present, inefficiencies in port operations pose substantial risks to this vision. One of the most pressing concerns is the extended turnaround time for vessels at Chattogram port, where ships typically remain under quay gantry cranes for discharging and loading operations for about 48 hours. This delay not only limits overall throughput but also undermines the port’s competitiveness in a region where efficiency increasingly determines trade routes. Reducing this dwell time through streamlined procedures, more effective resource deployment and upgraded port facilities must be prioritised. These improvements are not matters of convenience; they are necessary for Bangladesh to become a serious player in the maritime trade circuit.
In addition, current practices around the unstuffing of import cargo need to be reconsidered. While certain selected goods are allowed to be moved to off-dock facilities for processing, the bulk of unstuffing still takes place within terminal premises. This approach congests valuable terminal space and slows down cargo handling. Discouraging such practices in favour of off-terminal unstuffing could dramatically improve operational fluidity, reduce internal traffic congestion and allow terminals to handle more containers more swiftly. Doing so would also better align Bangladesh’s port operations with global best practices.
Another area demanding urgent attention is the expansion of off-dock and container freight station infrastructure. Presently, 19 private off-dock depots cater to the country’s containerised trade. With the anticipated spike in cargo volume following the completion of the new ports, this number is unlikely to suffice. A proactive approach to expanding this infrastructure, coupled with incentives to encourage private investment in container freight station facilities, will be vital to avoid bottlenecks in the near future.
Bangladesh’s export profile also demands diversification. The country’s overdependence on ready-made garments has long been recognised as a structural weakness. New economic and export processing zones must be developed to attract high-value industries such as electronics, pharmaceuticals and agro-processing. These sectors not only promise higher returns but also bring a more stable and varied cargo mix that could underpin the long-term viability of both the bay terminal and the Matarbari port.
The potential to act as a regional trade hub is another aspect of the country’s strategic maritime future. Given its location, Bangladesh is well-positioned to offer transit facilities to landlocked neighbours such as Nepal and Bhutan. However, this opportunity can only be seized with a foreign policy that actively pursues regional trade integration, alongside the infrastructure to support such flows. Without strategic diplomatic and logistical planning, the country risks squandering its geographical advantage.
While the infrastructure promises are bold, operational hurdles remain significant. For the Bay Terminal, its proximity to urban development brings the dual challenge of accessibility and congestion. If not carefully managed, the same urban connectivity that offers advantages could also result in traffic bottlenecks, undermining the very efficiencies the terminal aims to introduce. Siltation in the Bay of Bengal region further complicates matters, requiring frequent and costly dredging to maintain the minimum required 12-metre draft. Without a clear, funded plan for regular maintenance, the terminal may fail to deliver on its promises.
Matarbari deep sea port, while promising in its deep draft and ability to handle larger vessels, will face initial hurdles in inland connectivity. The current highway and rail infrastructure linking the port to key commercial zones such as Dhaka and Chattogram is inadequate for high-capacity cargo movement. A significant upgrade in multimodal transport infrastructure is needed to ensure that the benefits of a deep-sea port reach beyond the coastal area and integrate seamlessly with the national logistics network. Moreover, given the present dominance of RMG in exports and the limited regional trade cargo, the port may initially face underutilisation unless efforts to diversify trade sources are intensified.
On the shipping industry side, the readiness to embrace larger vessel operations already exists. Global shipping lines regularly deploy vessels of varying sizes, from small feeders to ultra-large container ships carrying over 20,000 TEUs. The current limit at Chattogram of approximately 2,000 TEUs per vessel is well below international norms. With bay terminal targeting vessels of around 4,000 TEUs and Matarbari aiming for 8,000 TEUs capacity, Bangladesh has the opportunity to significantly expand its maritime handling capabilities. However, the ability of global shipping lines to utilise these ports will depend on several factors, foremost among them a consistent policy framework, streamlined licensing procedures and transparent taxation and remittance systems for foreign shipping agents.
Attracting and retaining the interest of global carriers also requires Bangladesh to invest in modernised terminal handling equipment, ensure safe and uninterrupted container movement, and offer long-term operational assurances. Without this ecosystem, the new ports may become underused monuments rather than thriving hubs of commerce.
The promise of this transformation is enormous. One can envision a future where vessel turnaround times are measured in hours rather than days; where the bay terminal relieves pressure on Chattogram port by acting as a high-capacity feeder hub; where Matarbari becomes a regional transshipment point for Southeast Asia; and where Bangladesh routinely handles Post-Panamax vessels, reducing logistics costs and increasing competitiveness. Transit cargo from neighbouring countries could flow through these ports, generating additional revenue streams and boosting regional standing.
Yet, visions must be matched by action. Policymakers, port authorities, customs officials and private sector stakeholders must come together to revise outdated practices, invest in logistics modernisation and build a resilient regulatory framework. Coordination must replace fragmentation, and long-term planning must supersede short-term fixes. Only then can the full promise of bay terminal and Matarbari deep sea port be realised — not just as national assets, but as transformative gateways linking Bangladesh to the global maritime economy.
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Saiful Kader is the deputy general manager (shipping) at Columbia Enterprise Ltd.