DOCSLIB.ORG

2.1.1 Bangladesh Port of Chittagong

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2.1.1 Bangladesh Port of Chittagong 2.1.1 Bangladesh Port of Chittagong Port Overview Port Performance Discharge Rates and Terminal Handling Charges Container Facilities Description and Contacts of Key Companies Key port information can also be found at: Maritime Database information on Bangladesh Port Overview Port Location and Contacts Country Bangladesh Province or District Chittagong Town or City (Closest location) with Distance (km) Name: Chittagong km: n/a Port's Complete Name Port of Chittagong Latitude 22.21667 Longitude 91.8 Managing Company or Port Authority (If more than one operator, break down by area Chittagong Port Authority (CPA) of operation) Management Contact Person Md. Omar Faruk +880-31-2510869 [email protected] Closest Airport and Frequent Airlines to / from International Destinations Airport Name: Shah Amanat International Airport Airlines: BIMAN, NovoAir, Regent Airways, US-Bangla Airways Port Picture Page 1 Page 2 The Port of Chattogram is the principal port of Bangladesh. The port was established at its present location in 1887. By 1910, four jetties were constructed to handle 0.5 million MT of cargo annually. Since then the port has grown gradually to the present shape. Page 3 It is situated on the right bank of the river Karnafuli at a distance of about 9 nautical miles from the shoreline of the Bay of Bengal. Chattogram Port is considered the heart of the economy of Bangladesh. The geographic location of this port creates the opportunity for easy and cost-effective foreign trade to be carried out through with all South Asian countries as well as other Asian countries. Enough and low-cost labour is also readily available here. For these reasons, Chattogram Port holds much potential as a highly promising regional seaport. Consequently, cargo handling through Chattogram Port has not only rapidly increased but cargo type has also diversified. The Port is a regular member of Japan based International Ports and Harbours (IAPH).As a gateway of Bangladesh, Chattogram Port not only handles 92% of the country’s international trade but also generates about 35% annual revenue of the country on account of import tax, duties and VAT which confirms the significance of the port in the Government’s finance. About 80% export-import industries and 5-Export Processing Zone (out of 10 EPZ) are situated within Dhaka and Chattogram division and Dhaka- Chattogram corridor (transportation by rail, road & river) due to the Chattogram Port. This also helps to generate about 30% of the GDP. 100% imported Petroleum Oil and Lubricant (POL) of the country is transported through this port. Not only that, through this port 100% finished product are exported and 80% raw materials & accessories are imported. For Ready Made Garments (RMG) sector, which fetches about 76% of the country’s export earnings as hard currency. Port website: http://cpa.gov.bd/ Key port information may also be found at: http://www.maritime-database.com It is situated on the right bank of the river Karnafuli at a distance of about 9 nautical miles from the shoreline of the Bay of Bengal. River Karnafuli rising in the Lushai Hill falls in the Bay of Bengal after taking a winding course of 120 nautical miles through the districts of Chattogram Hill Tracts and Chattogram. Upper limits of the river water are formed by two straight lines, one drawn across the Karnafuli River in the North by joining 2 pillars located at Lat: 22024’ 33N-Long: 91054’30E and Lat: 22024’56N- Long: 91054’11E and the other by joining the 2 pillars located at Lat: 22025’07N- Long: 91053’18E and Lat: 22025’07N- Long: 91053’10E. These limits include so much of the sea and of the River Karnafuli and the River Halda and the area that lie within 137.162 Metre, of high water mark at ordinary spring tide and the docks, wharves, quays, stages, jetties, piers, warehouse, sheds, railway line and yards within the limits of the bounded area and such other area outside it as included in the Schedule iii of the Chattogram Port Act. The seaward approach to the Port of Chattogram may considered to be northwards of the 10-fathom contour in latitude 22024 North and longitude 9103 East: The distance to the pilot ground from the south patches shoal being 46 nautical miles on the direct course. Port Performance Chattogram Port is the core hub of export and import of the country. The port has been performing better and better each year despite lots of limitations. It is now competing with the world rated ports in terms of all matrix. This port is now ranked at 64 in the Lloyd’s list of 100 container ports in the world, which was 70th, 71st, 76th and 87th in last 4 years. Vessels of draught ranges from 8.50 m. to 9.20 m Maximum permissible LOA of a vessel is 190 meters Seasonal Constraints O Time Frame c c u rs R Y The weather in Bangladesh is largely governed by the monsoon. The prevailing wind directions are from South to South East during the months a es of April through September. After taking easterly direction for a while the wind turns to the northerly and north-easterly directions, the later i prevail from November to January. During the months of February and March, winds turn via westerly direction back to the Southerly to South n Easterly. In excess of 20 Knots/ Beaufort wind scale 5 prevails for 6 percent to time while those in excess of 30 Knots/Beaufort wind scale 7 y persists for about 0.1 percent of the time during cyclones i.e. During the transition between monsoon and dry seasons in May, October, and S November. The area of Payra port experienced four severe Cyclonic water surges during the last 44 years. In 1960 & 1963 speeds recorded e were 125 Knots Max. In 1970 and 1991 speeds were recorded 138 Knots max. and 180 Knots max. respectively. a s on Financial Year No. of Vessels 2012-2013 2,136 2013-2014 2,294 2014-2015 2,566 2015-2016 2,875 2016-2017 3,092 2017-2018 3,664 2018-2019 1,882 (till Dec 2018) Financial Year Import (Tons) Export (Tons) Inland (Tons) ICD (Tons) Grand Total (Tons) Growth (%) 2012-2013 38,312,028 5,059,640 6,087,947 457,559 49,917,174 3.95 2013-2014 41,960,170 5,338,377 5,833,786 445,218 53,577,551 7.33 Page 4 2014-2015 48,941,406 5,839,986 6,469,673 474,800 61,725,865 15.21 2015-2016 58,324,786 5,971,634 6,366,607 493,360 71,156,387 15.28 2016-2017 66,464,285 6,709,759 6,330,639 477,836 79,982,519 12.40 2017-2018 78,050,447 6,997,465 7,429,082 446,234 92,923,228 16.18 2018-2019 82,939,731 6,846,406 7,761,749 515,245 98,240,655 5.72 Container Handling Statistics of CPA Financial Year Import Export Total TEUs MT TEUs MT TEUs MT 2013-14 812,918 11,125,348 812,591 5,012,427 1,625,509 16,137,775 2014-15 940,827 13,132,923 926,115 5,535,446 1,867,062 18,668,369 2015-16 1,109,355 15,498,565 1,080,084 5,642,419 2,189,439 21,140,984 2016-17 1,211,874 17,084,610 1,207,607 6,395,923 2,419,481 23,480,533 2017-18 1,363,375 19,089,447 1,342,534 6,880,740 2,705,909 25,970,187 2018-19 719,433 96,74,719 725,911 33,82,752 14,45,344 13,057,471 (Jul-Dec 18) Discharge Rates and Terminal Handling Charges Vessels chargeable Rate of port dues Sea-going vessels USD 0.241 per GRT Sea-going vessel engaged in lightering within port limits USD 0.150 per GRT Sea-going vessels not engaged in lightering have not left the port after 30 days from the date of entry USD 0.050 Sea-going vessel entering for taking fuel, stores and water, etc USD 0.08 Not exceeding 10 GRT: 25 BDT per vessel Vessels working within port limits, excluding sea-going lighters Between 10 – 100 GRT: 200 BDT Between 100 - 200 GRT: 500 BDT Exceeding 200 GRT: 3 BDT per GRT Barge/flat: 1.5 BDT per GRT Country boat/Shampan: 0.25 per GRT. Other Charges Berth occupancy charges Per GRT per day USD 0.03 Mooring occupancy charge At Own anchor Per GRT per day USD 0.02 At mooring Per GRT per day USD 0.015 200 to 1,000 GRT Per Tug per Movement USD 82.50 Sea-going ships Over 1,000 to 5,000 GRT Do USD 277.50 Over 5,000 GRT Do USD 594 At Roosevelt jetty Per 1000 liters 30BDT At Mongla (local) Per 1000 liters 60 BDT At Mongla (to Ships) Per 1000 liters USD 10 Water supply charge At Hiron pont (local) Per 1000 liters 700BDT At Hiron pint (to ship) Per 1000 liters USD 20 Page 5 Use of Jetty crane Per crane per period of 8 hours USD 45 Jetty Crane Charge Use of British crane Do USD 33.75 Non-Use of Jetty Crane If cancelled within less than 6 hours of booked period Do USD 40 If cancelled previous to 6 hours of booked period Do USD 20 Holliday charge (working on jetty) Per ship per holiday USD 60 Night charge (working on jetty) Per ship per night USD 30 Security guard engaged on the sea-going vessel Per person, per 4 hours BDT 150 Shifting / Detention Fees Services Basis of Charge Rate Fees for shifting vessels from one berth or mooring or swinging her to another Per movement USD 29.80 Fees for such shifting taking place in whole or part between 6:00 pm to 6:00 am Per movement USD 59.60 Detention fees for failure of a vessel in arriving or sailing from the port in time Per day USD 100 Pilot detention fee Per day USD 20 Berthing or unberthing at the time of arrival or sailing of the vessels Each occasion USD 88.50 Same at the time of shifting Each occasion USD 44.25 Port & Harbour Dues Services Basis of Charge Rate River dues Domestic cargo Per 1000 kg 33BDT Import cargo Do BDT 15.30 Bagged cargo (wheat and rice) Per 1000kg BDT.
Load more

Recommended publications
  • IPP: Bangladesh: Second Chittagong Hill Tracts Rural Development Project
    Second Chittagong Hill Tracts Rural Development Project (RRP BAN 42248) Indigenous Peoples Plan March 2011 BAN: Second Chittagong Hill Tracts Rural Development Project Prepared by ANZDEC Ltd for the Ministry of Chittagong Hill Tracts Affairs and Asian Development Bank. CURRENCY EQUIVALENTS (as of 16 March 2011) Currency unit – taka (Tk) Tk1.00 = $0.0140 $1.00 = Tk71.56 ABBREVIATIONS ADB – Asian Development Bank ADR – alternative dispute resolution AP – affected person CHT – Chittagong Hill Tracts CHTDF – Chittagong Hill Tracts Development Facility CHTRC – Chittagong Hill Tracts Regional Council CHTRDP – Chittagong Hill Tracts Rural Development Project CI – community infrastructure DC – deputy commissioner DPMO – district project management office GOB – Government of Bangladesh GPS – global positioning system GRC – grievance redress committee HDC – hill district council INGO – implementing NGO IP – indigenous people IPP – indigenous peoples plan LARF – land acquisition and resettlement framework LCS – labor contracting society LGED – Local Government Engineering Department MAD – micro agribusiness development MIS – management information system MOCHTA – Ministry of Chittagong Hill Tracts Affairs NOTE (i) In this report, "$" refers to US dollars. This indigenous peoples plan is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area. 1 CONTENTS Page A. Executive Summary 3 B.
    [Show full text]
  • Downloaded From
    Arakan and Bengal : the rise and decline of the Mrauk U kingdom (Burma) from the fifteenth to the seventeeth century AD Galen, S.E.A. van Citation Galen, S. E. A. van. (2008, March 13). Arakan and Bengal : the rise and decline of the Mrauk U kingdom (Burma) from the fifteenth to the seventeeth century AD. Retrieved from https://hdl.handle.net/1887/12637 Version: Not Applicable (or Unknown) Licence agreement concerning inclusion of doctoral thesis in the License: Institutional Repository of the University of Leiden Downloaded from: https://hdl.handle.net/1887/12637 Note: To cite this publication please use the final published version (if applicable). CHAPTER TWO THE ORIGINS OF THE MRAUK U KINGDOM (1430 – 1593) The sixteenth century saw the rise to power in south-eastern Bengal of the Arakanese kingdom. At the same time the Mughals entered Bengal from the northwest and came into contact with the Arakanese. The arrival of the Mughals and the Arakanese in Bengal would spark a conflict between both parties for control over the economic heart of Bengal situated around Dhaka and Sripur. The war over Bengal would last for approximately ninety years. Starting in the early fifteenth century this Chapter describes the origins of the Mrauk U kingdom and the beginnings of the Ninety Years’ War. 2.1 The early years of the Mrauk U kingdom From the third decade of the fifteenth century the Arakanese kings of Mrauk U extended their hold over the Arakanese littoral. The coastal areas and the major islands Ramree and Cheduba were slowly brought under their control.1 During the sixteenth century successive Arakanese kings were able to gain control over the most important entrepôt of Bengal, Chittagong.
    [Show full text]
  • Exploring the Logistics Sector in Bangladesh Opportunities, Threats and Practical Information
    Exploring the Logistics Sector in Bangladesh Opportunities, Threats and Practical Information NETHERLANDS BANGLADESH Nyenrode Business Universiteit BUSINESS PLATFORM January 2014 List of Figures List of Tables List of Boxes Executive summary 1 Introduction ..................................................................................................................................... 1 2 Research design ............................................................................................................................... 2 2.1 Defining the logistics sector .................................................................................................... 2 2.2 Research question ................................................................................................................... 4 2.3 Research objectives ................................................................................................................. 5 2.4 Research approach .................................................................................................................. 5 3 Bangladesh general overview.......................................................................................................... 7 3.1 Introduction ............................................................................................................................. 7 3.1.1 Geography ....................................................................................................................... 7 3.1.2 Population ......................................................................................................................
    [Show full text]
  • Bangladesh Is Located on a Geographic Location That Is Very
    P1.86 A CLIMATOLOGICAL STUDY ON THE LANDFALLING TROPICAL CYCLONES OF BANGLADESH Tanveerul Islam and Richard E. Peterson* Wind Science and Engineering Research Center Texas Tech University, Lubbock, Texas 1. INTRODUCTION data and tracks for North Indian Ocean which includes of course the whole Bay of Bengal, the data is not easily Bangladesh lying between 20○34/ N and 26○38/ obtained. It is not clear whether Bangladesh N latitude, and with a 724 km long coast line is highly Meteorological Department has the records of land vulnerable to tropical cyclones and associated storm falling tropical cyclones in the Bangladesh coast, as surge. Bangladesh has experienced two of the most they did not respond to emails and no literature has deadly cyclones of the last century, one was in 1970 been found mentioning them as a source. So, the Joint and the other was some 20 years later in 1991. The Typhoon Warning Center (JTWC) at Guam is the only former was the deadliest in the cyclone history with other source that keeps record for that area and gives it death count reached over 300,000. Bangladesh is the free of charge for the users. Using their data and some most densely populated country of the world with a from National Hurricane Center, Fleet Numerical density of 2,200 people per square mile, and most of the Meteorology and Oceanography Detachment (FNMOC) people are very poor. So, it is understandable that a prepared an online version software-Global Tropical large number of people inhabit the coastal areas and Cyclone Climatic Atlas (GTCCA Version 1.0), where all these people are always affected by windstorms and tropical cyclone data and tracks are listed for all the storm surge with lesser resilience due to poverty basins from as early as 1842.
    [Show full text]
  • DC: Bangladesh: Khulna Water Supply Project
    Khulna Water Supply Project (RRP BAN 42171) DEVELOPMENT COORDINATION A. Major Development Partners: Strategic Foci and Key Activities 1. Major development partners include the Asian Development Bank (ADB), Danish International Development Assistance (Danida), the Japan International Cooperation Agency (JICA), and the World Bank. The following table shows the major development partners and their projects in the water and sanitation sector. Major Development Partners Amount Development Partner Project Name Duration ($ million) Single sector intervention in water supply and sanitation ADB Secondary Towns Water Supply and Sanitation Project 2006–2013 41.00 ADB Dhaka Water Supply Sector Development Program 2007–2014 200.00 World Bank Dhaka Water Supply and Sanitation Project 2008–2013 167.50 World Bank Chittagong Water Supply Improvement and Sanitation 2010–2015 170.00 Project JICA Karnaphuli Water Supply Project 2006–2012 143.81 Danida Water Supply and Sanitation Sector Program Support 2006–2010 60.82 Intervention as part of integrated urban development ADB Urban Governance and Infrastructure Improvement (Sector) 2003–2010 60.00 Project I & II ADB/KfW/GIZ Second Urban Governance and Infrastructure Improvement 2008–2014 167.50 (Sector) Project World Bank Municipal Services Project 1999–2011 138.60 World Bank Municipal Services Project Additional Financing 2008–2011 25.00 ADB = Asian Development Bank, Danida = Danish International Development Assistance, GIZ = Deutsche Gesellschaft für Internationale Zusammenarbeit, JICA = Japan International Cooperation Agency, KfW = Kreditanstalt für Wiederaufbau. Sources: Asian Development Bank. 2. ADB is a major development partner in the sector covering large metropolitan and secondary towns. ADB is supporting Dhaka Water Supply and Sewerage Authority to improve its water supply infrastructure and corporate management system through the Dhaka Water Supply Sector Development Program.
    [Show full text]
  • The Chittagonians in Colonial Arakan: Seasonal and Settlement Migrations Jacques Leider
    The Chittagonians in Colonial Arakan: Seasonal and Settlement Migrations Jacques Leider To cite this version: Jacques Leider. The Chittagonians in Colonial Arakan: Seasonal and Settlement Migrations. Morten Bergsmo; Wolfgang Kaleck; Kyaw Yin Hlaing. Colonial Wrongs and Access to International Law, 40, Torkel Opsahl Academic EPublisher, pp.177-227, 2020, Publication Series, 978-82-8348-134-1. hal- 02997366 HAL Id: hal-02997366 https://hal.archives-ouvertes.fr/hal-02997366 Submitted on 10 Nov 2020 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Public Domain Colonial Wrongs and Access to International Law Morten Bergsmo, Wolfgang Kaleck and Kyaw Yin Hlaing (editors) E-Offprint: Jacques P. Leider, “The Chittagonians in Colonial Arakan: Seasonal and Settlement Migrations”, in Morten Bergsmo, Wolfgang Kaleck and Kyaw Yin Hlaing (editors), Colonial Wrongs and Access to International Law, Torkel Opsahl Academic EPub- lisher, Brussels, 2020 (ISBNs: 978-82-8348-133-4 (print) and 978-82-8348-134-1 (e- book)). This publication was first published on 9 November 2020. TOAEP publications may be openly accessed and downloaded through the web site https://www.toaep.org which uses Persistent URLs (PURLs) for all publications it makes available.
    [Show full text]
  • 127 Branches
    মেটলাইফ পলললির প্রিপ্রিয়াি ও অꇍযাꇍয মপমেন্ট বযা廬ক এপ্রিয়ার িকল শাখায় ꇍগদে প্রদান কমর তাৎক্ষপ্রিকভাদব বমু ে লনন ররপ্রভপ্রꇍউ স্ট্যাম্প ও সীলসহ রিটলাইদের প্ররপ্রসট এই িলু বধা পাওয়ার জনয গ্রাহকমক মকান অলিলরক্ত লফ অথবা স্ট্যাম্প চাজ জ প্রদান করমি হমব না Sl. No. Division District Name of Branches Address of Branch 1 Barisal Barisal Barishal Branch Fakir Complex 112 Birshrashtra Captain Mohiuddin Jahangir Sarak 2 Barisal Bhola Bhola Branch Nabaroon Center(1st Floor), Sadar Road, Bhola 3 Chittagong Chittagong Agrabad Branch 69, Agrabad C/ A, Chittagong 4 Chittagong Chittagong Anderkilla Branch 184, J.M Sen Avenue Anderkilla 5 Chittagong Chittagong Bahadderhat Branch Mamtaz Tower 4540, Bahadderhat 6 Chittagong Chittagong Bank Asia Bhaban Branch 39 Agrabad C/A Manoda Mansion (2nd Floor), Holding No.319, Ward No.3, College 7 Chittagong Comilla Barura Branch Road, Barura Bazar, Upazilla: Barura, District: Comilla. 8 Chittagong Chittagong Bhatiary Branch Bhatiary, Shitakunda 9 Chittagong Brahmanbaria Brahmanbaria Branch "Muktijoddha Complex Bhaban" 1061, Sadar Hospital Road 10 Chittagong Chittagong C.D.A. Avenue Branch 665 CDA Avenue, East Nasirabad 1676/G/1 River City Market (1st Floor), Shah Amant Bridge 11 Chittagong Chaktai Chaktai Branch connecting road 12 Chittagong Chandpur Chandpur Branch Appollo Pal Bazar Shopping, Mizanur Rahman Road 13 Chittagong Lakshmipur Chandragonj Branch 39 Sharif Plaza, Maddho Bazar, Chandragonj, Lakshimpur 14 Chittagong Noakhali Chatkhil Branch Holding No. 3147 Khilpara Road Chatkhil Bazar Chatkhil 15 Chittagong Comilla Comilla Branch Chowdhury Plaza 2, House- 465/401, Race Course 16 Chittagong Comilla Companigonj Branch Hazi Shamsul Hoque Market, Companygonj, Muradnagar J.N.
    [Show full text]
  • An Outline of the Arakanese Rule in Southeast Bengal During 16Th and 17Th Century AD
    An Outline of the Arakanese Rule in Southeast Bengal During 16th and 17th Century AD * U Bodhinyana Arakan had been an independent kingdom for over four millennium and its relations with Bengal was very intimate, specially Chittagong, the southeastern part of Bangladesh, which derived its name in consequence of the victory over local chieftain by King Chula Taing Chandra of Arakan in 953 AD1. The subordination of Chittagong to Arakan is corresponded to the absence of supremacy of other royal claimants over the region. The statement of the Arakanese chroniclers may, however, be taken as a proof of the Arakanese lordship over southeast Bengal. Arakan, “in fact, a continuation of the Chittagong plain,”2 was neither purely a Burmese (Myanmar) nor an Indian territory till the 18th century AD the land that has been called Arakan by the foreigners is known to its own people Rakhaing-pray and call themselves Rakhaing-tha. The word rakkha means guardian, pray means land and tha meaning son. Hence, Rakhaing-pray and Rakhaing-tha means ‘land of the guardian’ and ‘son of the guardian’. The Bengali on the other hand refer them as Magh, the word adopted in the 17th century, to mean it with degrading appellation. Neither the Arakanese nor any other Mongoloid brethren ever speak or write of themselves as “Magh” as it has been alien to them. The European travelers and chroniclers refer them as ‘Recon, Rakan, Arracan, Aracao, Orrakan, Arrakan, Arakan’. In colloquial Chittagong dialect, the country is called ‘Rohang and Roshang’. All these various forms are closely related to the original one ‘Rakhaing’ (or Rakhine)3.
    [Show full text]
  • IMPACT of PORT EFFICIENCY and PRODUCTIVITY on the ECONOMY of BANGLADESH – a CASE STUDY of CHITTAGONG PORT by HALIMA BEGUM Bangladesh
    WORLD MARITIME UNIVERSITY Malmö, Sweden IMPACT OF PORT EFFICIENCY AND PRODUCTIVITY ON THE ECONOMY OF BANGLADESH – A CASE STUDY OF CHITTAGONG PORT By HALIMA BEGUM Bangladesh A dissertation submitted to the World Maritime University in partial fulfillment of the requirement for the award of the degree of MASTER OF SCIENCE in MARITIME AFFAIRS (Port Management) 2003 © Copyright Halima Begum, 200 ii ABSTRACT Title of dissertation: Impact of port efficiency and productivity on the economy of Bangladesh – A case study of Chittagong Port. Degree: MSc. This dissertation is a study of evaluating the performance of the Chittagong Port to find out the impact on the economy of Bangladesh. With this end in view, the over all socio-economic situation of Bangladesh has been analyzed in general and the economic impact of the port in particular. Chittagong Port is the ‘Gateway of Bangladesh’ as more than 80% of export and import cargoes are transported through this port. It is a self-financing service oriented organization. The management and the operation systems are still like first generation port. The average revenue earning of the port is about 1.4% of average Annual Income of the country. It provides 23,000 employment opportunities directly and generating per year about 57million dollars as added value excluding the indirect and induced impact. Based on the various performance indicators, it is found that the performance of CPA is very low. The growth rate is 4% for cargo and 11% of container as it handles only the captive cargo. The average turn-around time of a ship is 6 days and average dwell time of imported container is 25 days.
    [Show full text]
  • Pid) Concept Stage
    PROJECT INFORMATION DOCUMENT (PID) CONCEPT STAGE Report No.: AB1495 Project Name Proposed Export Infrastructure Development Project Public Disclosure Authorized Region SOUTH ASIA Sector Railways (75%);Ports, waterways and shipping (25%) Project ID P089634 Borrower(s) GOVERNMENT OF BANGLADESH Implementing Agency Chittagong Port Authority and Bangladesh Railways Environment Category [ ] A [X] B [ ] C [ ] FI [ ] TBD (to be determined) Date PID Prepared May 2, 2005 Estimated Date of September/October 2006 Appraisal Authorization Estimated Date of Board January/February 2007 Approval Public Disclosure Authorized 1. Key development issues and rationale for Bank involvement 1.1 Background and context. The Dhaka – Chittagong (DC) economic corridor is vital for the Bangladeshi economy since it contains about 30 percent of its population, generates almost 50 percent of its Gross Domestic Product (GDP) and about 85 percent of its international trade. The DC transport corridor connects Dhaka, the largest population, manufacturing, consumption and distribution center, with Chittagong, the second largest city and home to the Port of Chittagong, which handles about 85 percent of Bangladesh’s international maritime trade. 1.2 Despite the economic importance of the DC corridor, most of the freight and passenger traffic plying in the corridor moves on a congested two lane highway or on a capacity and equipment constrained railway line. As a result of the infrastructure, capacity and service Public Disclosure Authorized constraints on the DC corridor to transport and handle containers, only about 20 percent of the over 600 thousand twenty-foot equivalent unit (TEU) containers handled by Port of Chittagong in 2004 moved inland (primarily to Dhaka) by containers.
    [Show full text]
  • Development Coordination
    SASEC Bangladesh India Electrical Grid Interconnection Project – Additional Financing (RRP BAN 44192) DEVELOPMENT COORDINATION A. Major Development Partners: Strategic Foci and Key Activities 1. Multilateral development partners in the energy sector in Bangladesh are the Asian Development Bank (ADB), Islamic Development Bank, and the World Bank. In addition, bilateral aid comes from France, Germany, Japan, Kuwait, Norway, the Russian Federation, the United Kingdom, and the United States. Subsectors receiving support include power generation, transmission and distribution upgrading, energy sector reforms and sector planning, energy efficiency, rural electrification, generation plant upgrades, and capacity building. Financing by other development partners is listed in the table. Major Development Partners Development Project Name Duration Amount Partner (million) ADB, KfW Development of New 132/33 kV and 33/11 kV Substation under 2006–2012 $53.00 DESA Project ADB, IDB Construction of Ashuganj 450 MW Combined-Cycle Power Plant 2011–2015 $365.40 (North) ADB, JBIC Construction and Expansion of Grid Substation with Distribution 2005–2012 $94.00 Line (Phase 1) CIS, Russian Rehabilitation and Modernization of Ghorashal Thermal Power 1997–2012 $30.80 Federation Station Unit 1 and 2 DFID Increasing Palli Bidyut Samiti’s customers by 1 million under its 2006–2013 $42.41 distribution system KfW Rehabilitation and Modernization of Ashuganj Power Station Unit 2000–2011 $125.00 3, 4, and 5 (revised) EDCF Bibiana-Kaliakoir 400 kV and Fenchuganj–Bibiana
    [Show full text]
  • Berthing Problem of Ships in Chittagong Port and Proposal for Its Solution
    TECHNICAL BRIEF 66 Berthing Problem of Ships in Chittagong Port and Proposal for its Solution proposals are made to solve the congestion problem of this BERTHING PROBLEM OF SHIPS IN important seaport. CHITTAGONG PORT AND JETTY QUEUING MODEL PROPOSAL FOR ITS SOLUTION The system of operation at the port can be thought as a typical queuing process. Ships come to the port as A. K. M. Solayman Hoque customers to get services and the facilities of the port Additional Chief Engineer, Chittagong Dry Dock Limited, render services to ships as servers. Here, services refer to Patenga, Chittagong, Bnagladesh handling of cargoes and use of facilities of jetties for berthing of ships. A large portion of the solution of waiting S. K. Biswas line problems that may arise in practice in Chittagong port Department of Mechanical Engineering, Chittagong involves making decisions in one or a combination of the University of Engineering & Technology, Bangladesh following: (a) Number of jetties, needed to serve the arriving ships INTRODUCTION (b) Delay of loading/unloading of cargo/container Since 1888, Chittagong port, the main port of (c) Future expansion of the facilities Bangladesh with the shore base facilities, has been playing Considering the future expected marine congestion a vital role in the economic development of the country. It problem at Chittagong port, an attempt is made in the has 15 general purpose jetties beside having a few present paper to provide an appropriate guideline to the additional jetties to handle oil, clinker, food grain, etc. The management of the port authority for the future expansion jetties were built about nine nautical miles inside from the of berthing facilities.
    [Show full text]