Strategic Master Plan for Chittagong Port (Financed by the Japan Fund for Poverty Reduction)

Technical Assistance Consultant’s Report

Project Number: 45078 September 2015

People’s Republic of Bangladesh: Strategic Master Plan for Chittagong Port (Financed by the Japan Fund for Poverty Reduction)

Prepared by:

HPC Hamburg Port Consulting GmbH KS Consultants Limited, Dhaka, Bangladesh

Sellhorn Ingenieurgesellschaft mbH, Hamburg, Germany

For: Ministry of Shipping

Chittagong Port Authority

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.

Asian Development Bank Chittagong Port Authority

STRATEGIC MASTER PLAN FOR CHITTAGONG PORT

Final Report, Part 1

Asian Development Bank Chittagong Port Authority

STRATEGIC MASTER PLAN FOR CHITTAGONG PORT

Final Report, Part 1

HPC Hamburg Port Consulting GmbH

Container Terminal Altenwerder Am Ballinkai 1 21129 Hamburg Germany Phone: +49-40-74008-205 Fax: +49-40-74008-133 E-Mail: [email protected] Internet: http://www.hpc-hamburg.de

In Technical Cooperation with

KS Consultants Limited Sellhorn Ingenieurgesellschaft mbH

House # B/173 (2nd Floor) Teilfeld 5 Road # 23, DOHS Mohakhali 20459 Hamburg Dhaka - 1206 Germany Bangladesh Phone: +49-40-361201-0 Phone: +88-02-8872512 Fax: +49-40-361201-28 Fax: +88-02-8812304 E-Mail: [email protected] E-Mail: [email protected] Internet: http://www.sellhorn-hamburg.de

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TABLE OF CONTENTS Page

EXECUTIVE SUMMARY 1

1. INTRODUCTION 9

2. MACROECONOMIC DEVELOPMENT 11 2.1 Regional Economic Trends 11 2.2 Demographic Prospects in Bangladesh 13 2.3 Industrial Developments and Trade Patterns of Bangladesh 15 2.4 Economic Growth and Outlook for Bangladesh 22 2.5 Bangladesh Energy Requirements and Outlook 28

3. PORT THROUGHPUT DEVELOPMENT 43 3.1 Port of Chittagong 43 3.2 Port of Mongla 48 3.3 Other Potential Competing Ports 49

4. HINTERLAND OF CHITTAGONG PORT 53 4.1 Regional Structure 53 4.2 Existing Infrastructure 61 4.2.1 Road Connections to/from Chittagong Port 61 4.2.2 Rail Connections to/from Chittagong Port 65 4.2.3 Inland Waterway Connections to/from Chittagong Port 69 4.2.4 Identified Problems 71 4.2.5 Planned Improvements 71 4.3 Existing ICDs 72 4.3.1 General Overview 72 4.3.2 ICD Locations 73 4.4 The Role of the Export Processing Zone 75 4.5 Chittagong Port Infrastructure Connections 79

5. TRAFFIC FORECAST 83 5.1 Methodology and Approach 83 5.2 Projection of Handling Volume Potentials 85 5.2.1 Containers 85

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5.2.2 Break Bulk/RoRo Cargo 88 5.2.3 Dry Bulk 92 5.2.4 Liquid Bulk 106 5.2.5 Other Bulk 112 5.3 Traffic Forecast Summary 114

5.4 Interpretation of Chittagong Port’s Handled Bulk Cargo Volumes 116

6. VESSEL FORECAST 118 6.1 Container Ships 118 6.2 Dry Bulk Carriers 122 6.3 Tankers 124 6.4 Break Bulk/General Cargo and RoRo Vessels 126 6.5 Vessel Forecast Summary 127

7. INVENTORY OF CHITTAGONG PORT’S FACILITIES 129 7.1 Inventory of Physical Facilities 129 7.1.1 General Overview 129 7.1.2 Current Facilities 129 7.1.3 Berths - Key Data 132 7.1.4 Terminal Infrastructure 141 7.1.5 Navigational Aids 159 7.2 Identification of Different Development Alternatives 164 7.2.1 Current Plans 164

8. BERTH- AND TERMINAL OPERATIONAL DATA FOR CHITTAGONG PORT FACILITIES 173 8.1 Physical Operations Review and Check 173 8.2 General Overview 173 8.3 Berth and Terminal Data Sheets 175 8.4 Port Data Base 175 8.5 Status of the Hydraulic Tender Process 175 8.5.1 Objectives 175 8.5.2 Tender Process 176 8.5.3 Time Plan 177

9. DOCUMENT REGISTER AND LIST OF MEETINGS 179

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 v

ANNEX

Annex 1: Traffic Forecast Results Annex 2: Data Sheets Terminal Infrastructure Annex 3: Terminal Data Sheets Annex 4: CPA Overview Map Annex 5: List of Abbreviations

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TABLE OF FIGURES Page

Figure 1: Bangladesh Exports by Country (%-share in total) 20 Figure 2: Bangladesh Imports by Country (%-share in total) 22 Figure 3: Bangladesh Ranking in Doing Business 24 Figure 4: Comparison of Energy Demand Per Capita 2010 (in kgoe) 28 Figure 5: Bangladesh Gas and Coal Production Areas 31 Figure 6: Economy and Energy Correlation in Bangladesh 37 Figure 7: Port of Chittagong Containerised Imports by Type of Cargo 2008- 2012 46 Figure 8: Port of Chittagong Container Handling by Terminal 47 Figure 9: Port Locations 50 Figure 10: SASEC Road Corridor 4/SAARC Highway Corridor 8 and SASEC Road Corridor 9/SAARC Highway Corridor 4 54 Figure 11: SAARC Road Route 6 55 Figure 12: Bangladesh Railways Network 57 Figure 13: Regional Waterways 59 Figure 14: Chittagong Access Roads 62 Figure 15: Waterways Route between Chittagong Port and Pangaon (Narayanganj) Container Terminal 70 Figure 16: Location of ICDs/Off-Dock Terminals in Chittagong - Overview 82 Figure 17: Chittagong Container Handling Potentials to 2043 87

Figure 18: Chittagong Container Handling by Type and Direction to 2043 – Base Case 88 Figure 19: Chittagong Vehicle RoRo Handling Potentials to 2043 91 Figure 20: Chittagong Food Grain Handling Potentials to 2043 95 Figure 21: Chittagong Sugar Handling Potentials to 2043 97 Figure 22: Chittagong Salt Handling Potentials to 2043 98 Figure 23: Chittagong Fertiliser Handling Potentials to 2043 101 Figure 24: Chittagong Cement Clinker Handling Potentials to 2043 103 Figure 25: Chittagong Coal Handling Potentials to 2043 105

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Figure 26: Chittagong Dry Bulk Handling Potentials to 2043 by Type of Cargo – Base Case 106 Figure 27: Chittagong Crude Oil Handling Potentials to 2043 107 Figure 28: Chittagong Petroleum Products Handling Potentials to 2043 108 Figure 29: Chittagong Naphtha Handling Potentials to 2043 109 Figure 30: Chittagong Edible Oil Handling Potentials to 2043 111 Figure 31: Chittagong Liquid Bulk Handling Potentials to 2043 by Type of Cargo – Base Case 112 Figure 32: Chittagong Other Bulk Handling Potentials to 2043 114

Figure 33: Chittagong Port Handling Potentials to 2043 – Base Case 115 Figure 34: Chittagong Container Vessel Forecast 122 Figure 35: Chittagong Dry Bulk Vessel Forecast 124 Figure 36: Chittagong Liquid Bulk Vessel Forecast 125 Figure 37: Chittagong Break Bulk/General Cargo Vessel Forecast 126 Figure 38: Chittagong RoRo/Vehicle Carrier Forecast 127

Figure 39: Summary of Vessel Call Potentials at Chittagong to 2043 – Base Case 128

Figure 40: Port Area – General Layout (South) 130 Figure 41: Port Area – General Layout (North) 131 Figure 42: Transit Sheds (Quay Wall Area) 142 Figure 43: Baggage Shed 143

Figure 44: “O”-Shed 143 Figure 45: "D"-Shed 144 Figure 46: "F"-Shed 144 Figure 47: Automobile Yard 144 Figure 48: "F"-Shed 145 Figure 49: "P"-Shed 145 Figure 50: "M"- and "N"-Shed 145 Figure 51: CCT Container Freight Station 146 Figure 52: CCT CFS 146 Figure 53: Central Workshop 147 Figure 54: Booking Office and Workshop C 148

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Figure 55: Motor Garage 148 Figure 56: CCT-Workshop 148 Figure 57: CCT-Workshop - Outside Area 149 Figure 58: NCT-Workshop 149 Figure 59: Crane inside NCT-Workshop 149 Figure 60: Gates of General Cargo Terminal 150 Figure 61: Gates of New Container Terminal (NCT) and Chittagong Container Terminal (CCT) 151 Figure 62: GCB Water Supply Network (with future extensions) 152 Figure 63: NCT/CCT Water Supply Network 153 Figure 64: Storm Water Facilities GCB 154 Figure 65: Outlet Structures GCB 155 Figure 66: Storm Water Gullies and Channels 155 Figure 67: Power Distribution System of CPA 156 Figure 68: GCB Pavement Types and Damages 157 Figure 69: CPA Residential and Service Facilities 158 Figure 70: Port Buoy Karnaphuli River 161 Figure 71: Lighthouses Karnaphuli River 164 Figure 72: General layout - Back-up Facilities at Berths 4 and 5 of NCT (without CFS) 165 Figure 73: General layout - Back-up Facilities at Berths 4 and 5 of NCT (with CFS) 165 Figure 74: Progress of Construction Works of Back-up Facilities at Berths 4 and 5 of NCT December 2014 166 Figure 75: New Water Treatment Plant 167 Figure 76: Location New Water Treatment Plant 168 Figure 77: New Jetty at Capital Dredging Project 169 Figure 78: Planned New Layout of KCT 170 Figure 79: Possible Location and Layout of New Bulk Terminal 171 Figure 80: Possible Location and Layout of Bay Terminal 172 Figure 81: Excerpt of Request for Expression of Interest 176

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LIST OF TABLES Page

Table 1: Forecast Volumes for Chittagong Port for the Base Case 6 Table 3: South Asian Economic Development 12 Table 4: Development of Population in Bangladesh 14 Table 5: Manufacturing Growth Projection 18 Table 6: Value of Bangladesh Exports by Commodity 19 Table 7: Value of Bangladesh Imports by Commodity 21 Table 8: Bangladesh Economic Indicators 24 Table 9: Bangladesh Foreign Currency Inflows (in million USD) 26 Table 10: Bangladesh Real GDP Growth Forecast by Scenario 27 Table 11: Bangladesh Energy Indicators 29 Table 12: Bangladesh Coal Reserves 32 Table 13: Bangladesh Oil Imports by Type 36 Table 14: Bangladesh Energy Consumption by Source to 2043 40 Table 15: Port of Chittagong Cargo Handling by Type and Direction 2002- 2012 45 Table 16: Port of Chittagong Container Handling by Type and Direction 2002-2012 (No. of Boxes) 47 Table 17: Port of Mongla Cargo Handling 49 Table 18: Structural Features of the Regional Connectivity 55 Table 19: Structural Features of the Regional Connectivity 56 Table 20 Regional Inland Water Transport Corridor between Bangladesh and India and its Structures 60 Table 21: Location of Privately Constructed ICDs/CFSs in Bangladesh 74 Table 22: Location of Privately Constructed ICDs/CFSs in Bangladesh 74 Table 23: Infrastructure Facilities of EPZs 75 Table 24: Number of Industries, Export and Employment of EPZs 77 Table 25: Enterprises by Product and Employment of EPZs (up to 2012) 78 Table 26: Export Trends by EPZ (US$ million) 79 Table 27: EPZs and Chittagong Port Connections 80 Table 28: Government Constructed ICDs and Chittagong Port Connections 81

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Table 29: Privately Constructed ICDs (CFSs) and Chittagong Port Connections 81 Table 30: Vehicle Registrations in Bangladesh 89 Table 31: Vehicle Imports at Ports of Chittagong and Mongla 90 Table 32: Bangladesh Rice Market 92 Table 33: Bangladesh Wheat Market 94 Table 34: Bangladesh Raw Sugar Market 96 Table 35: Bangladesh Edible Oil Market 110

Table 36: Summary of Traffic Potentials for Chittagong to 2043 – Base Case 116 Table 37: Size Development of the Largest Container Ships 118 Table 38: Chittagong Container Liner Services 121 Table 39: Dry Bulk Carrier Size Classes 122 Table 40: Tanker Size Classes 124

Table 41: Summary of Vessel Call Potentials at Chittagong to 2043 – Base Case 128 Table 42: GCB Berth 1-6 133 Table 43: GCB Berth 7 - 13 135 Table 44: CCT (Chittagong Container Terminal) 137 Table 45: NCT (Newmooring Container Terminal) 139 Table 46: GCB Water Supply Facilities 151 Table 47: NCT/CCT Water Supply Facilities (with future extensions) 152 Table 48: Key Data of Channel Marking Light Buoys at the approaches 159 Table 49: Key Data of Channel Marking Light Buoys Karnaphuli River 159 Table 50: Lighthouses - Key Data 163 Table 51: Documents Provided 179

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 1

EXECUTIVE SUMMARY

Bangladesh is one of the most densely populated countries in the world with a density of 1,049 persons per km² In 2013 Bangladesh had a population of 156.6 million people and the latest population forecasts indicate that the yearly growth rate will diminish from 1.2% to 0.37%, leading to a population of 200 million people in 30 years. At the same time the rural-urban migration rate is increasing, leading to challenges for the urban planning. The capacity and efficiency of Chittagong Port contributes significantly to the efficiency and competitiveness of the country’s economy as a whole. Therefore it is of utmost importance to upgrade the efficiency of the Chittagong Port including its important road-, rail and inland waterway links to become a more competitive transport hub with efficient links. There are currently three main alternatives for freight transport between Chittagong and Dhaka which are road, rail and waterways. It is found that most of the National and Regional Highways are connected to the Chittagong Port but the main problem encountered therein is from the entry/exit of port access roads which need to substantially enhance the capacity. In addition, lack of parking and waiting facilities which lead to that trucks park at roadside in and around of the port giving rise to congestions. Therefore, it is imperative to take measures to overcome traffic congestion at the port areas. Traffic management is one of the options to reduce traffic congestion and increase the port access road capacity.

The Dhaka-Chittagong railway corridor is the most important rail corridor in Bangladesh. The corridor carries about 42% share of BR’s total passenger traffic and 2.2 million tonnes of cargo with two container trains per day between Chittagong and Dhaka. To improve the capacity it is required to increase to double tracks on the whole line to the Dhaka ICD. A number of infrastructure improvement projects are being implemented which will improve the situation.

To improve the hinterland connection capacity, the Government of Bangladesh has constructed an Inland Container River Terminal at Pangaon, Dhaka to introduce container movements in IWT sector. The new container terminal has initially two berths, one Mobile Harbour Crane and a Container Freight Station. The initial capacity is 30,000 TEU per year and there are plans to increase the handling capacity to annually 160,000 TEU.

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The main port of Chittagong comprises the following berthing facilities:  General Cargo Berths (GCB): 13 consecutive berths (total length 2,100 m approx.) constructed during 1954-1979 and used for handling of general and container cargo. The marine structures are in a very bad condition.  Chittagong Container Terminal (CCT): Dedicated 450 m quay wall for container traffic with STS gantry cranes. The facilities are in a good condition.  Newmooring Container Terminal (NCT): Recently built 1,000 m long quay wall (5 berths á 200 m) for container cargo operations. The structure is in good condition.

The three terminals (NCT, CCT and GCB) represent completed units with regard to general port infrastructure. Their condition relates to the life of its installations: Generally most of the GCB facilities are in a bad condition, since the terminal is the oldest of the three, so it is obvious, that large parts of the GCB installations and facilities will not be proposed for future use and therefore need to be demolished, when port extension plans in this area shall be implemented  General Cargo Berths (GCB) Terminal: The terminal consists of approximately 21 sheds and warehouses of different shape and size for storing of different break bulk cargo. All sheds and warehouses have defects; some are in a poor condition. The central workshop is in a very good condition. The media supply systems and their related facilities are mostly in a very bad condition. The traffic systems are very poor. Large parts of the roads and logistic areas are damaged or even unpaved. The gates apparently do not conform to ISPS-regulations.  Chittagong Container Terminal (CCT): CCT is a relatively new container freight terminal in an apparently good condition. The media supply systems and their related facilities are apparently in a good condition. The same can be said of the traffic systems. Even if some gates a newly built and equipped with all required equipment, it is unclear if all of the CCT gates comply fully with ISPS-regulations.  New Mooring Container Terminal (NCT): The terminal has so far no sheds and warehouses allocated on the NCT. The workshop is newly built and in a good condition. The media supply systems and their related facilities are new and apparently in a good condition. The same can be said of the traffic systems. It is unclear if all of the CCT gates comply fully with ISPS- regulations.

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With regard to ongoing development and port extensions activities the following projects have been identified: - Construction of Back-up Facilities (approximately 130,000 m²) behind Berths four and five of NCT - Capital Dredging Project: 3.6 million m³ to allow berthing (-4.0 m ISLWL) at a new constructed 400 m long, 25 m wide jetty situated 1.6 km downstream of Shah Amanat Bridge - Karnaphuli Container Terminal (KCT): it is planned to demolish the General Cargo Berths and build a modern container terminal (Karnaphuli Container Terminal) at their current location. - Laldia Bulk Terminal: CPA intends to build a new bulk terminal at Laldia Char (between Khal 14 and Khal 15 on the right bank of the Karnaphuli River) under Public Private Partnership

The most important import commodities for Bangladesh are petroleum products, edible oils, cotton, and machinery and equipment. Due to the principal export commodity, ready-made garments, a large amount of yarn and textiles are required that account for around 8.5% of the total value of the country’s imports.

With a share of currently 92% Chittagong is by far the larger of the two seaports in Bangladesh that provide services to international trade. Chittagong acts as a national hub; no transhipment traffic is taking place and also no transit volumes from neighbouring countries are accounted for. The overall port throughput at Chittagong Port increased from 19.15 million tonnes in 2002 to 41.93 million tonnes in 2012, i.e. on average by 8.2% per year. While the containerised traffic during this period grew by 11.0% p.a., the volumes of bulk transport rose by 7.0% per year. In 2012 a total of 93.0% of the overall exports were containerised but only 25.6% of the imports.

For projecting the future economic development of Bangladesh three scenarios are established. However, due to the long time horizon of 30 years until 2043, the forecast can account only for average effects, i.e. not considering business cycles. In the Base Case scenario a continuous annual average growth rate of the GDP of 6.3% has been assumed during the forecast period. In the High Case it is expected

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 4 Strategic Master Plan for Chittagong Port – Final Report, Part 1 that the economy recovers faster from the current disruptions and continues on a higher path throughout the forecast period with an average growth of 7.3% p.a.

In the Low Scenario it is assumed that, despite positive growth rates, Bangladesh's economic prospects will experience a downturn if the current infrastructure and demographic constraints will not be sufficiently addressed. This will lead to an average growth of only 5.3% per year during the forecast period, expecting that the political turmoil with frequent “Hartals”, which cost the economy several billion USD, continues also in 2014.

The total container handling in Bangladesh is expected to increase from 1.44 million TEU in 2012 to 2.94 million TEU in 2020, to 6.09 million TEU in 2030, and to 10.20 million TEU in 2043 (Base Case), which means an average growth of 6.5% per year, compared to 10.1% 2002-2012. It is assumed that until 2025 the only seaports handling containers in Bangladesh remain Chittagong and Mongla, whereby Mongla will increase its container handling with an average growth compared to the past ten years of 3.6% p.a., up to the capacity limit of 50,000 TEU. At present, the new seaport of Paira has not been considered as competitor for container handling.

The developed traffic forecast shows that the port of Chittagong has a large development potential based on the import demand for raw materials, dry bulk and food as well as on the prospects of export oriented industries of Bangladesh, even taking into account the capacities of competing ports. This means that Chittagong Port is facing a number of challenges concerning the current operational handling problems as well as planning for the required future capacity increases to be able to handle the forecast port volumes till year 2043. The total handling volumes at the port of Chittagong are expected to increase from almost 42 million tonnes in 2012 to 129.1 million tonnes in 2043 in the Base Case, to 161.6 million tonnes in the High Case and to 101.2 million tonnes in the Low Case, respectively.

For Chittagong Port the container handling volumes are forecast to increase from 1.4 million TEU in 2012/13 to 2.9 million TEU in 2020, reaching a peak volume of 5.6 million TEU in 2036 before a slight reduction to 5.0 million TEU is

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 5 projected by the end of the forecast period due to the increasing volumes at Sonadia. The traffic projections show for all three scenarios increasing container volumes, however at different growth rates, due to the correlation with GDP developments. In the High Case Chittagong will achieve a handling volume of 6.92 million TEU by 2043 out of a total Bangladesh container traffic of 13.94 million TEU. In the Low Case 3.64 million TEU are projected for Chittagong out of a Bangladesh total of 7.38 million TEU at the end of the forecast period.

Total bulk handling is forecast to grow by 3.4% p.a. to 73.3 million tonnes in 2043. By far the largest share is expected for dry bulk with an average annual growth of 3.9% to 55.5 million tonnes. With regard to dry bulk handling the most important commodity will continue to be cement clinker, standing for half of the total dry bulk imports in 2043, which reflects the large potential of the construction industry. Another dry bulk commodity, which is expected to become of significance for the port of Chittagong is coal due to its importance for the Bangladesh energy sector development.

With respect to liquid bulk handling in the port of Chittagong a major change is expected in connection with the planned expansion of the refining capacities. This will on the one hand lead to considerably increasing imports of crude oil with simultaneously decreasing imports of petroleum products and on the other hand the produced naphtha will no longer be exported but instead used for electricity production at a new power plant.

The dry bulk volumes (Base Case) are forecast to increase from 16.9 to 55.5 million tonnes whereas the liquid bulk volumes are forecast to increase from 6.9 million tonnes to 13.1 million tonnes in 2043. Other bulk volumes are forecast to increase from 4.1 million tonnes to 4.7 million tonnes and the number of handled vehicles from 4.6 thousand to 35.3 thousand units. The forecast volumes for Chittagong port for the Base Case are presented below:

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Table 1: Forecast Volumes for Chittagong Port for the Base Case

2012 2018 2023 2028 2033 2038 2043

Containers (1,000 TEU) 1,406 2,398 3,745 4,755 5,438 5,536 5,048

Containers (1,000 tonnes) 14,065 23,982 37,447 47,549 54,381 55,356 50,484

Vehicles (no.) 4,616 5,686 8,010 11,542 17,049 24,844 35,255

Vehicles (1,000 tonnes) 7 9 12 17 26 37 53

Dry Bulk (1,000 tonnes) 16,891 23,145 29,879 37,288 45,323 51,766 55,470

Liquid Bulk (1,000 tonnes) 6,935 9,368 10,372 11,184 11,853 12,414 13,128

Other Bulk (1,000 tonnes) 4,100 3,980 3,956 4,017 4,180 4,381 4,661

Total Bulk (1,000 tonnes) 27,926 36,493 44,207 52,489 61,356 68,562 73,260 Grand Total (1,000 tonnes) 41,998 60,484 81,666 100,055 115,763 123,955 123,796

The vessel forecast shows that the number of ships calling at the port is projected to increase by 1.6% per year from 2,076 in 2012 to 3,351 in 2043.

It is important to underline that of the large volumes of dry bulk cargo handled at Chittagong Port, the major part are volumes handled at the “outer anchorage” where these volumes are discharged and loaded onto other vessels, due to the limited depth at Chittagong Port. This means that of the 11.8 million tonnes clinker that is unloaded at the “outer anchorage” at Chittagong Port, approximately 70-80% of these volumes are transported to the region of Dhaka from the “outer anchorage”. Assuming a share of 75% of these volumes is aimed for the Dhaka region, approximately 7 million tonnes are actually aimed for the Chittagong Port of the forecast volumes of 28 million tonnes in 2043.

The same goes for the forecast coal import volumes of 15 million tonnes in year 2043. According to a survey carried out by HPC and KS Consultants, where all planned coal plants have been contacted, all these planned projects have their own jetties and will directly discharge at these jetties. The available draft at Chittagong port is too limited for the large coal vessels, so this is not an alternative.

With regard to the forecast liquid bulk volumes, mainly consisting of import of crude oil, petroleum products and edible oil, the state owned refinery Eastern Refinery Limited (ERL) are planning to invest in 2nd refinery of the existing area which will increase the capacity to 4.5 million tonnes from the current 1.5 million tonnes handling capacity. The current import of petroleum products will then be substituted by ERL’s production.

In a second step a new oil refinery is being planned to be constructed at Moheshkahli Island close to Cox Bazar. The main reason for this location is that an increased depth is required for the large oil tankers in the future. Currently oil

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 7 tankers with a capacity of 100,000 tonnes are unloading their volumes to smaller tankers (20,000 tonnes) at the “outer anchorage” and this is an inefficient and expensive solution. Currently a Single Buoy Mooring Point (SBM) is being planned at Kutobdia (Cox Basar) by the Petroleum Corporation and the Energy Ministry. The SBM will then be connected with pipelines to ERL at Chittagong.

Parallel expansion plans exist for import of LNG, but due to the required draft for the large LNG tanker vessels, the area of Cox Bazar has been chosen for this planned construction. The floating terminal is also planned to be located to Moheshkahli Island. From this terminal pipelines will connect a land based terminal in Chittagong1.

1 General Manager M. K. Alam, Eastern Refinery Limited, Chittagong

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1. INTRODUCTION

Chittagong is the principal sea port of Bangladesh, situated in the south of Bangladesh, handling more than 92% of the sea-borne trade. The port is basically a river port situated 16 km upstream from the Bay of Bengal. During the last fiscal year 2012, Chittagong Port handled 41.90 million tonnes of cargo, including 1.41 million TEU of container cargoes, corresponding to an average annual growth rate of 8.1% respectively 10.1%. The port has successively changed and adapted the handling facilities with a focus on container handling. This has led to a narrowing scope for handling of break-bulk and bulk cargoes, and there is a need for investigating different expansion possibilities. Additionally, it is important to improve the current hinterland connections and improve the different intermodal connections and links. The road and railway links between Chittagong and Dhaka are facing capacity bottlenecks, but different ADB financed projects to improve the situation are in progress. The important role of Chittagong Port for Bangladesh underlines the necessity of investigating how the port should be developed best to meet the future challenges. All pervious development plans for the port are outdated and the last Chittagong Port Master Plan covered the period 1995-2010. Against this background the government of Bangladesh has approached ADB with the aim of preparing a new Chittagong Port Master Plan for the coming 25-30 years. The aim of the Port Master Plan should be to improve the capacity of Chittagong Port which will support and maintain sustainable economic growth in Bangladesh by ensuring access to the international markets. HPC Hamburg Port Consulting GmbH, Germany, is carrying out the study in cooperation with:  Sellhorn Ingenieurgesellschft mbH, Germany and  KS Consultants Limited, Dhaka, Bangladesh.

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Project Objective and Scope The overall objective of the assignment is the elaboration of a Strategic Master Plan for the development of the Chittagong Port in Bangladesh. The Strategic Master Plan serves also as a tool to identify potential projects to be funded under PPP schemes, or directly by ADB. To meet the general objective, the following specific objectives, as outlined in the ToR, shall be achieved:  Understanding the role of the Port of Chittagong in the Bangladeshi international trade and elaboration of a long-term traffic forecast for all the commodities currently handled.  In-depth assessment of the port infrastructure (waterside and landside), the hydraulic features of the river and the hinterland connectivity.  In-depth assessment of current port operations, maintenance and port security, comparing them with international benchmarking and best practices, identifying inefficiencies and bottlenecks.  Propose different alternatives to improve the port facilities and the navigability of the Karnaphuli River, taking into account the findings and results of previous steps.  Prepare a cost estimation for the implementation of the improvement plans.  Elaboration of a preliminary environmental assessment of the projects to be included in the Strategic Master Plan, covering also social impacts derived from resettlement of citizens.  Preparation of a comprehensive Strategic Master Plan for the Port of Chittagong, including all the aspects analysed during previous steps, as the best tool for the development of the port during the next 25-30 years. This plan must indicate required modifications of policies regarding port manpower, rules and regulations, as well as alternative sources of financing.

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2. MACROECONOMIC DEVELOPMENT

This chapter provides an overview of the different influencing factors for the determination of the future economic development of Bangladesh. Besides the regional economic developments in South Asia, the main aspects to be considered include population growth and age structure as well as the most important industries and trade relations. Finally, power supply and future energy demand are addressed.

2.1 Regional Economic Trends

The People’s Republic of Bangladesh is located in South Asia, facing the Bay of Bengal to its South, and bordering India at the North, West, and East as well as Myanmar at the Southeast. It is separated from the Himalayan nations of Nepal and Bhutan by India’s Siliguri corridor. Together with Afghanistan, Bhutan, India, Maldives, Nepal, Pakistan, and Sri Lanka, Bangladesh forms the South Asian Association for Regional Cooperation (SAARC). SAARC is an organization established in 1985 providing a charter for the promotion of economic and social progress, cultural development within South Asia emphasizing self-reliance as well as friendship and cooperation with other developing countries. The South Asian Free Trade Area (SAFTA) Agreement was signed by the countries in January 2004 and entered into force on 1st January 2006, while the Trade Liberalization Programme commenced on 1st July 2006.

South Asia has experienced a long period of robust economic growth, averaging 6% a year over the past 20 years which contributed to a significant reduction of poverty. Nevertheless, South Asia remains the poorest region of the world after Sub-Saharan Africa. According to the World Bank, South Asia is the least integrated region in the world. Trade between South Asian states is only 2% of the region’s combined GDP, compared to, e.g. 20% of East Asia. The growth pattern of South Asia greatly differs from those of East and Southeast Asia; economic growth in South Asia is mainly driven by domestic demand with the service sector being one of the main drivers. Though investment rates are rising, they are still rather low. Remittances from workers living abroad still exceed foreign direct investment inflows.

Overall, growth in South Asia is expected to slow down in 2013. Regional growth has deteriorated in the course of 2013, mainly due to supply-side constraints and weak domestic demand. India, the region’s main economy, slowed down significantly to an estimated 3.2% real GDP growth from 6.3% in the previous

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 12 Strategic Master Plan for Chittagong Port – Final Report, Part 1 fiscal year. Only the Maldives and Sri Lanka are expected to see a slight increase in their growth rates. With the exception of Pakistan, all major South Asian economies have seen industrial production drop during the second quarter of 2013. Like other developing regions, South Asia is facing greater turbulence as markets reassess sources of global growth and risks. As capital may become scarcer for developing and emerging markets, those with more pronounced structural weaknesses and higher external exposure will remain more vulnerable. However, short-term capital market turbulence is manageable and the return to sustainable growth in the developed world is a positive development for South Asia. Greater export demand accompanied by relative price advantages offer support to growth over the medium-term.

Table 2: South Asian Economic Development

Real GDP (% change) 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Bangladesh 5.96 5.91 6.40 6.46 6.13 5.76 6.01 6.50 6.76 7.00 7.00

India 3.89 8.48 10.55 6.33 3.24 3.80 5.15 6.27 6.47 6.65 6.72

Pakistan 4.99 0.36 2.58 3.66 4.36 3.59 2.53 3.50 3.71 4.51 5.00

Nepal 6.11 4.53 4.82 3.42 4.85 3.65 4.50 4.26 4.26 4.26 4.28

Bhutan 4.67 6.73 11.68 8.51 9.23 5.83 8.04 8.54 7.76 14.34 16.21

Afghanistan 3.61 21.02 8.43 6.11 12.47 3.06 3.55 4.82 5.26 5.01 4.89

Maldives 12.20 -3.63 7.06 6.48 0.88 3.46 3.77 4.06 4.07 4.07 4.07

Sri Lanka 5.95 3.54 8.02 8.25 6.38 6.25 6.75 6.50 6.50 6.50 6.50

Volume of Imports of Goods (% change)

Bangladesh 0.95 22.54 13.69 5.40 6.63 8.17 14.46 13.18 11.69 10.88 10.56

India 10.41 4.49 7.30 15.10 1.88 3.80 5.00 8.60 9.00 9.50 9.70

Pakistan 10.34 -3.24 -1.89 2.79 2.96 5.99 3.66 2.86 4.66 5.40 6.00

Nepal ……………………………

Bhutan 20.54 -13.81 31.22 29.75 -16.35 -6.15 1.73 2.61 4.27 -11.80 7.88

Afghanistan 5.85 15.17 -1.22 -6.86 8.99 0.20 -0.12 -2.59 0.66 0.33 1.18

Maldives 8.85 -22.44 28.91 53.93 3.27 0.99 -4.14 -0.68 -0.99 -2.24 -0.55

Sri Lanka 19.95 -34.29 16.52 35.26 -19.59 -2.01 9.41 8.59 9.13 6.78 6.73

Volume of Exports of Goods (% change)

Bangladesh 5.96 15.50 17.05 10.79 10.32 10.34 11.30 12.08 11.49 11.03 10.91

India 1.23 3.93 19.49 12.26 2.07 3.39 8.45 9.03 9.03 9.03 9.03

Pakistan 1.65 -2.68 0.64 7.75 0.11 7.49 7.34 5.08 5.07 4.97 5.03

Nepal ……………………………

Bhutan -1.22 -17.80 -0.42 12.85 -17.36 -9.19 0.06 0.89 -0.34 14.99 47.68

Afghanistan 18.04 11.92 -2.59 -6.93 -1.27 -1.25 1.86 4.88 9.77 5.79 15.67

Maldives 59.49 -44.28 -8.26 95.03 -6.06 -5.18 -1.41 -0.38 -2.13 -2.03 -0.69 Sri Lanka -2.28 -16.34 13.79 -11.02 -9.57 -2.63 6.99 6.26 8.78 4.88 6.26 Source: International Monetary Fund, World Economic Outlook Database, October 2013

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2.2 Demographic Prospects in Bangladesh

In 2013 the world population reaches 7.2 billion with 5.9 billion (or 82.5% of the world’s total) living in the less developed regions. Out of these, 898 million reside in the 49 least developed countries, one of which is Bangladesh. According to the United Nations’ Population Division Statistics, in mid-2013 Bangladesh had a total population of 156.6 million people, of whom 79.24 million are male and 77.36 million female, making it one of the ten most populated countries in the world. Furthermore, it is one of the most densely populated countries in the world with a density of 1,049 persons per km².

63% of the Bangladesh population are between 15 and 59 years old and an additional 30% are younger than 15 years. This means the median age is currently 25 years, compared e.g. to 40 years in the UK, which again means that it can be expected that high population growth rates prevail in the coming years. Maternal mortality and infant mortality rates are high even in comparison to other developing countries. Only 15% of child births take place at health facilities, and just 18% of births are delivered by trained personnel. The average female age at marriage is very low, despite the legal age of 18 for a woman to get married. The fertility rate is still high, with 60% of adolescent girls becoming mothers before they reach 19. By 2050 the average number of children should decline to 1.7, compared to 2.2 at present and to 6.6 in 1980.

On the other hand, over the next 40 years also Bangladesh will experience an aging population with the share of persons over 65 years increasing from currently 5% to 16%, having to face all associated challenges. As the large family, once seen as the source for providing security in old age and a family network, is being replaced by smaller families with no institutional safeguards to meet the needs of the elderly, the social safety net for the elderly will have to be strengthened.

The rural-urban migration rate has shown a sharp rise. The country’s major cities are the principal recipients of migrants. The national rate of population movement is 4.5%, and for Dhaka even 6%. An uncontrolled inflow of people from rural areas and the resulting unplanned urbanization poses the double challenge of reducing the sustainable economic growth potential for rural areas on the one hand, and creating hazards in urban areas and making cities more difficult to live in on the other hand. More than 35% of the population in all major Bangladesh cities live in slums.

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Table 3: Development of Population in Bangladesh

Population at End of Period Population at End of Period Population at End of Period Population Population Population at Aged 0-14 Aged 15-64 Aged 65+ Density at End Period Growth Rate End of Period of Period (% p.a.) (1,000) (1,000) (%) (1,000) (%) (1,000) (%) (persons per sq. km) 2000-2005 1.56 143,135 49,092 34.3% 87,891 61.4% 6,152 4.3% 994

2005-2010 1.09 151,125 47,852 31.7% 96,307 63.7% 6,966 4.6% 1,049

2010-2015 1.19 160,411 46,460 29.0% 106,157 66.2% 7,794 4.9% 1,114

2015-2020 1.11 169,566 45,010 26.5% 115,688 68.2% 8,868 5.2% 1,178

2020-2025 0.96 177,885 43,966 24.7% 123,062 69.2% 10,856 6.1% 1,235

2025-2030 0.79 185,064 42,250 22.8% 128,727 69.6% 14,086 7.6% 1,285

2030-2035 0.64 191,042 40,207 21.0% 132,822 69.5% 18,013 9.4% 1,327

2035-2040 0.50 195,861 38,167 19.5% 135,498 69.2% 22,196 11.3% 1,360

2040-2045 0.37 199,514 36,401 18.2% 135,879 68.1% 27,234 13.7% 1,386 2045-2050 0.24 201,948 34,919 17.3% 134,300 66.5% 32,729 16.2% 1,402 Source: Population Division of the Department of Economic and Social Affairs of the United Nations Secretariat, World Population Prospects: The 2012 Revision

Over recent decades, Bangladesh has made advancements in the health status of the population. Life expectancy at birth has increased, maternal, infant and child mortality rates have declined, and immunization coverage has remained fairly high. However, serious health problems persist. Poor nutrition represents a major health problem. Anaemia among women of child bearing age is extremely high. Diarrhoeal diseases are still leading to a high number of deaths. Infectious and poverty-related diseases that are preventable continue to remain among the top ten causes of mortality. Complications during pregnancy and childbirth are a leading cause of death and disability among women. Road accidents constitute another public health hazard.

The literacy rate in Bangladesh has increased substantially over the past twenty years, developing better than in many other developing countries. However, the present male literacy rate of 59% and female literacy rate of 48% are still far below reference countries with low income. Bangladesh has a primary school enrolment of 91%, but only a secondary school enrolment of 52% and a tertiary school enrolment of 14%.

Bangladesh has a labour force of some 77 million people, of whom 45% work in the agricultural sector, 30% in the industrial sector and 25% in the services sector. Furthermore, there exists an extensive export of labour to Saudi Arabia, Kuwait, UAE, Oman, Qatar, and Malaysia. The unemployment rate is about 5%, however, about 40% of the population is underemployed; many participants in the labour force work only a few hours a week, and at low wages.

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With a young population to a large extent characterized by illiteracy, low status of women, malnutrition, unemployment and limited access to social and health services, there is a chance that inequality in the distribution of income will increase, which then will bring a higher level of poverty. This can also lead to an increased net emigration from Bangladesh, which the UN expects to be -331,000 persons annually.

2.3 Industrial Developments and Trade Patterns of Bangladesh

Before 1990, the manufacturing sector performance was constrained by the dominance of poor performing nationalized enterprises, inward looking trade policies and inadequate private investment due to poor incentives. The policy regime for manufacturing improved significantly in the 1990s, based on investment deregulation, trade liberalization, better exchange rate management and improved financial sector performance. The emergence of the private sector driven, export-oriented ready-made garments (RMG) sector as a dominant economic activity considerably altered the structure of the manufacturing sector. Along with a growing share in GDP, the manufacturing sector quickly dominated the export market and the RMG sector has emerged as an economic power in Bangladesh.

At present there are 5,600 garment factories in Bangladesh with a total of four million employees. Leading international retailers source their products from the country. Bangladesh offers satisfactory quality products at a low price level and has sufficient capacities for future growth. Although the recent increase in minimum wages will lead to rising production costs, this is in line with the developments in other producing countries. Furthermore, experts anticipate significant efficiency increases in the future so that Bangladesh will keep its competitive advantages.2 Another advantage for Bangladesh is the favourable exporting environment, which was originally created by the multi-fibre agreement in the 1970s. Since its end in 2005, the country has an advantage in the European Union market, because of EU’s Generalised System of Preferences (EU-GSP), which allows entering the EU market at a quota free and duty free status. This has recently been broadened to include products with two-stage processing, i.e. an increase in EU imports of woven garments from Bangladesh can be expected.

2 See McKinsey & Company, Bangladesh’s ready-made garments landscape: The challenge of growth, McKinsey Apparel, Fashion & Luxury Practice, Germany, November 2011

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On the other side it has to be noted that since 2006, the RMG industry has been affected by serious labour unrest problems, resulting in large-scale damaging of garment factories by the workers. The main reason is the allegedly low level of wages paid in the industry together with other issues like late payment of wages, lack of security of workers resulting from absence of formal working contracts, non-payment of maternity and other benefits to female workers, etc. These social compliance issues have also posed problems for Bangladesh’s RMG industry on the external front leading foreign buyers of Bangladesh’s garments to insist on strict social compliance on the part of RMG enterprises in Bangladesh as a pre- condition for their imports. The subject was intensified by the factory building collapse in Dhaka in April 2013 leaving over 1,100 people dead and in addition by demands for a significant increase of minimum wages, which only has been granted to a limited extent and have resulted in some shifting of international orders from Bangladesh to India.

However, the advantages of the Bangladesh RMG industry with regard to price, capacity, capability and trade regulations can be expected to continue. For the future it is assumed that wages, security, social compliance, and efficiency will increase and that therefore demand from international buyers from Europe, the USA and emerging markets will accelerate.

Cotton, yarn and fabric are the three main raw materials used in the garment industry. Domestic cotton production was only 23,455 tonnes in 2012; yarn production was 688,000 tonnes and fabric production 3.95 billion metres. The required import volumes amounted to about 2 million tonnes raw cotton, 270,000 tonnes yarn and 2.4 billion metres fabric. Yarn and fabric imports for the RMG sector enjoy a customs duty draw-back incentive. The provision of an alternative cash incentive (set at 5% of the export value) for the export oriented textile sector continues. For more than a decade, raw cotton imports have been free from all customs duties. As the Bangladesh textile industry is largely dependent on imports, industry leaders are asking the Government of Bangladesh (GOB) to increase the cash incentive rate to 15% to provide export subsidies and a withdrawal of import duties on capital machinery and spare-parts for textile manufacturing.

The jute industry still plays an important role in Bangladesh as the country is the world’s second largest producer of raw jute (1.3 million tonnes 2012) after India and the leading exporter of jute fibres (2012 market share 93.6%) and jute products (2012 market share 63.5%) in the world. The total exports amounted to 937,000 tonnes. The availability of superior grades of jute makes Bangladesh well placed to enter and compete in export markets for high value-added and price-

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 17 competitive jute products. Jute is used for the packaging of goods as sacks, bags etc. but also for carpets, shoes and clothes, ropes and twines. Jute is a natural fibre and therefore an eco-friendly and recyclable product; it is one of the few crops, which can be grown in the monsoon season, and can be rotated with rice to restore the soil fertility and structure. With an increasing green movement, also in Asia, demand for these products can be expected to create a positive development prospect for the jute industry in Bangladesh.

Another important export income earner for Bangladesh is the leather industry. About 95% of leather and leather products of Bangladesh are marketed abroad, mostly in the form of crushed leather, finished leather, leather garments, and footwear. The leather sector includes 220 tanneries, 3,500 small and 110 large firms of leather products. Most of the enterprises are located in Dhaka, followed by two big clusters at Bhairab and Chittagong. The sector generates direct and indirect employment for about 850,000 people. The tannery units located in a densely populated area in the old centre of Dhaka lead to large environmental problems. The government has announced plans to relocate the tanneries outside the city, but in the past years this has not happened.

The GOB provides support to the leather industry through various steps, including monitoring the export market, evaluating the performance of the sector by a permanent parliamentary committee, and access to bank credits at favourable conditions. In consideration of being a value added sector the GOB has declared it a priority sector. The leather products sector provides large opportunities in generating employment, entrepreneurship and investment by increasing export of higher value added products rather than finished leather and by utilizing locally made raw material (finished leather) to convert into more value added leather products (including footwear and other leather goods).

Bangladesh also exports frozen fish and shrimps from about 145 shore based fish processing plants, located all over the country near the shores but with centres in Dhaka and Chittagong. During the past ten years, Bangladesh has earned international credibility by responding to the food-safety and quality requirements of its destinations, mostly, the United States and the European Union countries. Continuous investment has enabled the sector to progress despite strong competition. The production of freshwater shrimps has been increasing by over 10% per year. With the support of the GOB the industry is developing further as important contributor to export earnings.

As mentioned, the RMG sector operates within a “free trade enclave”, i.e. all required input products are imported duty free. Only a few other products, like

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 18 Strategic Master Plan for Chittagong Port – Final Report, Part 1 leather products of large producers, are allowed to use the same system. For the other export products the input products have to be bought on the world market at market prices. Therefore, the diversification of Bangladesh’ exports has not made much progress, although other manufacturing industries like jute and leather products, frozen food, and pharmaceuticals have strong export potentials which would lead to higher growth rates in the respective manufacturing industries. The “Sixth Five Year Plan” of the Bangladesh Government assumes the following growth rates for the different manufacturing industries.

Table 4: Manufacturing Growth Projection

FY FY FY FY FY FY 2010 2011 2012 2013 2014 2015 Manufacturing 6.5% 9.5% 9.8% 10.1% 10.7% 11.7% RMG 7.6% 14.4% 13.5% 13.8% 14.2% 15.1% Leather Products 7.7% 8.5% 9.4% 10.5% 11.2% 12.2% Chemical Fertilisers 5.3% 6.1% 6.7% 6.8% 7.0% 7.4% Machinery 5.9% 6.2% 6.6% 6.7% 7.2% 7.9% Other 5.8% 8.3% 8.3% 8.5% 9.5% 10.2%

Source: Planning Commission, Ministry of Planning, Government of the People’s Republic of Bangladesh, Sixth Five Year Plan FY 2011-FY2015

About 80% of the value of all merchandise exports of Bangladesh is ready-made garments (woven products and knitwear), i.e. this is the main export revenue item for the country. Furthermore, frozen food as well as jute and leather products contribute to the export earnings. Total income from exports in FY 2012 amounted to USD 24.3 billion, of which USD 19.1 billion were from the export of RMG. The most important receiving countries are the USA (USD 5.1 billion), followed by Germany (USD 3.7 billion), Great Britain (USD 2.4 billion), and France (USD 1.4 billion). In FY 2013, the RMG export earnings increased further to USD 21.5 billion (+12.7% compared to the previous period).

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Table 5: Value of Bangladesh Exports by Commodity

in million USD FY 2006/07 FY 2007/08 FY2008/09 FY2009/10 FY2010/11 FY 2011/12

Primary Commodities 832 988 870 882 959 1,267

Frozen Food 515 534 455 437 625 598

Tea 7 15 12 6 ……

Agricultural Products 88 120 122 242 334 304

Raw Jute 147 165 148 196 ……

Others 75 153 133 ………

Industrial Goods 11,346 13,123 14,757 15,323 21,965 23,021

Woven Garments 4,658 5,167 5,919 6,013 8,432 9,603

Knitwear 4,554 5,533 6,429 6,483 9,482 9,486

Leather 266 284 177 231 298 330

Jute Products 321 318 269 540 1,072 701

Fertilizer & Chemical Products 215 216 280 103 105 103

Footwear 136 170 187 204 298 336

Ceramic Products 30 38 32 31 38 34

Engineering Goods 237 220 189 311 310 376

Petroleum By-Products 84 185 142 301 261 275

Others 846 992 1,133 1,106 1,671 1,777

Total 12,178 14,111 15,627 16,205 22,924 24,288

Source: Ministry of Finance, Government of the People’s Republic of Bangladesh

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Figure 1: Bangladesh Exports by Country (%-share in total)

Source: Ministry of Finance, Government of the People’s Republic of Bangladesh

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Table 6: Value of Bangladesh Imports by Commodity

in million USD FY 2006/07 FY 2007/08 FY2008/09 FY2009/10 FY2010/11 FY 2011/12

Primary Commodities 2,069 3,455 2,916 2,940 5,591 4,149

Rice 180 874 239 75 830 288

Wheat 401 537 643 761 1,081 613

Oilseeds 106 136 159 130 103 177

Crude Petroleum 524 695 584 535 888 987

Cotton 585 1,213 1,291 1,439 2,689 2,084

Industrial Goods 3,568 4,844 5,035 4,957 7,546 9,263

Edibile Oil 583 1,006 865 1,050 1,067 1,644

Petroleum Products 1,709 2,058 1,997 2,021 3,221 3,922

Fertilizer 357 632 955 717 1,241 1,381

Clinker 240 347 314 333 446 504

Staple Fibre 97 110 112 118 180 428

Yarn 582 691 792 718 1,390 1,384

Machinery 1,929 1,664 1,420 1,595 2,324 2,005

Other Commodities 9,591 11,666 13,136 14,246 18,196 20,099

Total 17,157 21,629 22,507 23,738 33,657 35,516

Source: Ministry of Finance, Government of the People’s Republic of Bangladesh

The main supplier countries were PR China (USD 6.5 billion), India (USD 4.8 billion) as well as Singapore, Hong Kong, Taiwan, and Japan (Figure 2 below).

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Figure 2: Bangladesh Imports by Country (%-share in total)

Source: Ministry of Finance, Government of the People’s Republic of Bangladesh

Imports have been increasing much faster than exports during the past years, which has led to an increasing trade deficit. In the first quarter of the current fiscal year, i.e. July-September 2013, the imports have risen again, compared to the same period of the previous year, mainly driven by higher demand for raw materials for the production of export goods, largely RMG. The import value during these three months amounted to USD 9.57 billion, which is 10.5% more than in the previous year. In July-September 2013 the exports had a value of USD 7.63 million, which is 21.2% higher than the export earnings during the same period last year.3

2.4 Economic Growth and Outlook for Bangladesh

Bangladesh has followed market-oriented policies since the mid-1970s, which has been maintained by the current government. The government’s main priorities include relieving poverty, expanding national power generating capacity, and improving price stability. Assistance from bilateral and multilateral donors is still crucial to achieving these policy objectives in the short to medium term.

3 See Daily Sun, Imports mark slight rise, 03/11/2013

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The real GDP growth has been on average 6% per year during the past ten years despite frequent natural disasters and the fuel, food price and global financial crises. In the past two decades, poverty was reduced by nearly one third whereas life expectancy, literacy and per capita food production have increased significantly. While poverty in both urban and rural areas declined by 19 percentage points in the past fifteen years, the absolute number of people below the poverty line remains significant; almost half of the population lives on less than one dollar a day.

A series of devastating factory accidents in the past months, topped by the Rana Plaza building collapse in April 2013 that killed more than 1,100 workers, have revived concerns over labour standards, wages, and compliance with safety regulations, and threaten the future growth of Bangladesh’s most important export industry, ready-made garments. The government has pledged to work with the International Labour Organisation to improve worker safety in the country. At the same time, on-going political uncertainty while approaching the general elections in January 2014, frequent general strikes and associated hostilities (“Hartal”) bring the country to a virtual standstill and have added to the existing negative pressure caused by longstanding energy and infrastructure deficits that continue to dampen the investment climate and consumer confidence.

Inflation decelerated but remains high with the annual average inflation rate declining from 8.7% in FY 2012 to 7.7% in FY 2013. This reflects a reduction of both food and non-food prices. The financial system remains under stress and capital market activities have been weak. Several financial scams and resultant loan defaults in the state-owned commercial banks moved them into a position of insolvency. The overall fiscal deficit (excluding grants) stands at 4.3% of GDP (below the budget target of 5%). The FY 2014 budget targets a deficit of 4.6% of GDP and a domestic financing of 2.9%, as the authorities are confronted by domestic challenges ranging from a rising incidence of road traffic congestions, shortages of power, water and gas, to the need for higher welfare spending.

Some structural reforms have moved forward. The new VAT law is being implemented, an online tax registration system was introduced, amendments to the Banking Companies Act have been passed, progress is made in identifying critical weaknesses in the state-owned commercial banks, and the labour law was amended.

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Table 7: Bangladesh Economic Indicators

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

GDP, constant prices (bn BDT) 4,718 4,997 5,317 5,660 6,007 6,353 6,735 7,173 7,658 8,194 8,767

GDP per capita, constant prices (BDT) 31,886 33,425 35,181 37,071 38,940 40,759 42,767 45,080 47,633 50,444 53,422

Total Investments (% of GDP) 24.3 24.4 24.8 25.9 26.7 27.6 29.0 30.1 30.9 31.7 32.4

Inflation, average consumer prices (%) 8.9 5.4 8.1 10.7 8.7 7.6 6.5 6.0 5.6 5.5 5.5

General government revenue (bn BDT) 616 667 799 949 1,187 1,354 1,593 1,875 2,178 2,556 2,957

General government total expenditure (bn BDT) 869 893 1,013 1,278 1,501 1,749 2,048 2,335 2,675 3,049 3,494

General government net lending (bn BDT) -253 -226 -213 -329 -314 -395 -455 -460 -497 -493 -538 Current account balance (% of GDP) 1.4 2.8 0.5 -1.4 0.7 1.3 0.4 0.0 -0.3 -0.5 -0.6 Source: International Monetary Fund, World Economic Outlook Database, October 2013

The latest World Bank Doing Business report places Bangladesh 130th out of 189 countries in the overall ranking on the ease of doing business, while the average of South Asia is ranked 121. The ranking of the individual indicators is shown below. Bangladesh shows a very positive ranking with regard to the protection of investors, while on the other hand getting electricity is a major problem which has led to the last rank.

Figure 3: Bangladesh Ranking in Doing Business

Source: World Bank, Doing Business 2014, Economy Profile Bangladesh

One of the Doing Business indicators relevant for the international port and maritime transport sector in Bangladesh is ‘Trading Across Borders’. To shed light on the bureaucratic and logistical hindrances facing traders, Doing Business measures the time and cost (excluding tariffs) of exporting and importing a standard containerised cargo by sea and the number of documents needed to complete the transaction. The indicators cover documentation requirements and procedures at customs and other regulatory agencies as well as at ports. They also

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 25 cover logistical aspects, including the time and cost of inland transport between the largest business city and the main port used by traders. Of the four components of trade covered by Doing Business – document preparation, port and terminal handling, customs clearance and inland transport – the two biggest obstacles for traders in low-ranking economies are document preparation and inland transport because of administrative hurdles and poor infrastructure. Bangladesh’s low rank (even down four ranks from 2013) is mostly due to the long time (35 respectively 25 days) and high number of documents (8 respectively 6) required for imports and exports.

Foreign direct investments (FDI) from private sources are possible in all economic areas with the exemption of six industrial sectors, production of weapons, production of nuclear energy, forestry within the boundaries of reserved forests, minting and security printing, air transportation, and railways. FDI is especially favoured in export oriented industries and in export processing zones (EPZ), in high technology production, in undertakings which lead to a more diversified use of domestic natural resources, in industries based mainly on local raw materials, in improvements of quality and marketing and increase of production capacities of existing manufacturing industries, and in labour, technology and/or capital intensive industries.

There are a number of incentives for FDI in Bangladesh, which include tax holidays of 5-10 years for power generating companies, accelerated depreciation, tax exemptions on capital gains, royalties, and expatriates’ salaries, avoidance of double taxation, protection of intellectual property rights, protection of foreign investment from nationalisation and expropriation, reduction of import duties and taxes, bonded warehouses and back to back letter of credits for exporting industries, repatriation of capital, profits, royalties and fees, and Taka convertibility in current account.

When FDI inflow in Bangladesh in recent years is analysed, most of the investments were made in the transport, storage and telecommunication sectors, while FDI in manufacturing is not very extensive. Bangladesh has so far received FDI from more than 53 developed and developing countries around the world, the largest providers being the USA, the UK, Hong Kong, Singapore, South Korea, the UAE, and the Netherlands. However, in terms of foreign currency inflow the contribution of FDI is negligible compared to the contribution of export earnings and remittances of Bangladeshis working abroad.

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Table 8: Bangladesh Foreign Currency Inflows (in million USD)

FY 2001/02 FY 2010/11 FY 2012/13 FY 2014/15*

Foreign Exchange Reserve 1,583 10,912 17,000 … Export Earnings 5,986 22,924 27,500 29,700 Remittances 2,501 11,650 14,460 15,310

Net Foreign Aid 1,007 1,050 … 1,067 FDI 401 779 1,292 889

* Assumption Source: Unnayan Onneshan-The Innovators, Bangladesh Economic Update – Foreign Direct Investment, Volume 3/No.2, February 2012; Internet Research

Bangladesh’s short and medium term macroeconomic development depends on internal stability and structural reforms. The outlook is subject to several vulnerabilities, like further growth slowdown due to internal conflicts, the prospect of rising inflation due to intensified supply disruptions and wage-push factors, slowing of exports and remittances, fiscal expansion due to increased recurrent expenditures in response to political pressures, and failure of financial intermediation. Overall, the Bangladesh economy is moving into a more volatile phase at least in the short term. The risks stemming from the impending political transition have grown significantly, while new risks and challenges have gained prominence, especially with regard to the Bangladesh garment manufacturing.

For projecting the future economic development of Bangladesh three scenarios are established, taking into account the described factors. However, due to the long time horizon of 30 years until 2043, the forecast can account only for average effects, i.e. not considering business cycles. Historic data for real GDP growth rates for Bangladesh have been obtained from the International Monetary Fund (IMF) and the Economist Intelligence Unit (EIU). Based on extensive qualitative and quantitative information provided by external sources (EIU, IMF, World Bank) as well as on the Consultant’s own expertise, growth rates for the Bangladesh GDP have been estimated.

In the Base Case scenario, for the period 2014-2018 the GDP growth rate projections of the IMF have been applied (6.6% p.a. on average) and for the period 2021-2030 the long-term projections of EIU are used. For the other years and for the High and Low Case scenarios, the Consultant has made own assumptions, whereby the GDP rates are expected to decrease gradually over the forecast period the more the economy develops towards leaving the group of the least developed countries and becoming more mature.

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 27

In the Base Case it is assumed that the political tensions ease after the elections in 2014, the minimum wages in the ready-made garment industry are increased and working conditions are improved. Furthermore, it is expected that the competitiveness of exports rises also based on a widening of the export goods base. In addition, it is assumed that FDI in manufacturing industries is attracted and that considerable investments in infrastructure are carried out. This will lead to a continuous annual average growth rate of the GDP of 6.3% during the forecast period.

In the High Case it is expected that the economy recovers faster from the current disruptions and continues on a higher path throughout the forecast period with an average growth of 7.3% p.a. The prerequisites for this development are a fast diversification of the export base with the help of high foreign investments, large investments in infrastructure and especially in the energy sector, providing sufficient electricity for the industrial sector and the households, and a considerable reduction of poverty leading to higher domestic consumer demand.

In the Low Scenario it is assumed that, despite positive growth rates, Bangladesh's economic prospects will experience a downturn if the current infrastructure and demographic constraints will not be sufficiently addressed. This will lead to an average growth of only 5.3% per year during the forecast period, expecting that the political turmoil with frequent Hartals, which cost the economy several billion USD, continues also in 2014. Also in the longer term poverty and energy constraints will remain a major bottleneck for development.

Table 9: Bangladesh Real GDP Growth Forecast by Scenario

% change 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021-2030 2031-2037 2038-2043

Base Case 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.00 5.50 5.00

High Case 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.00 6.50 6.00 Low Case 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.00 4.50 4.00 Source: HPC 2013; IMF, WEO Database, October 2013; EIU, Long Term Developments Bangladesh, October 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 28 Strategic Master Plan for Chittagong Port – Final Report, Part 1

2.5 Bangladesh Energy Requirements and Outlook

Economic growth of a country is directly linked to the demand for energy as energy is required for the production of industrial and agricultural goods, for the services industry and not at least for transport and households. The per capita energy consumption in Bangladesh is on average 160 kgoe (kilogramme oil equivalent) per year as compared to 530 kgoe in India, 510 kgoe in Pakistan, 470 kgoe in Sri Lanka and 340 kgoe in Nepal. Comparing this consumption to developed economies the backlog becomes even more obvious.

Figure 4: Comparison of Energy Demand Per Capita 2010 (in kgoe)

Source: World Bank 2010

Electricity consumption has increased by an annual average of 12% between 2000 and 2010 to about 250 kWh per capita, while the per capita electricity generation was enlarged to 170 kWh only (from merely 16 kWh in 1973). In addition, the present electricity generation capacity of 7,413 MW cannot be realised completely due to forced outage, maintenance activities and particularly fuel constraints, i.e. gas supply shortage. 25% of the generation plants of the power system are more than 20 years old, which causes high maintenance costs and regular plant outages. Furthermore, gas supply shortfall forced the power plants to operate at a reduced capacity in recent years and leads to rolling blackouts. Against the demand of 6,454 MW in the year 2011, the actual generation capacity falls short by 1,000-1,200 MW and even by around 2,000 MW during the summer months. The Power System Master Plan 2010 (PSMP) projects the electricity demand in Bangladesh to increase to 10,283 MW

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 29 in 2015; a study by DESCO from 2013 extends this forecast to 17,304 MW in 2020 and to 33,708 MW in 2030, compared to a demand of 7,518 MW in 2012.

Only 47-50% of the population have access to electricity, according to World Bank estimates. Those who do not have access to electricity mainly rely on traditional biomass and waste for cooking and heating. For this reason, solid biomass and waste are the second largest source for primary energy consumption in Bangladesh, after natural gas, which accounts for 75% of the commercial energy demand; the remainder being oil, coal and hydro-power.

Table 10: Bangladesh Energy Indicators

FY 2005/06 FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11

Electricity

Total Installed Capacity (MW) 5,202 5,202 5,201 5,719 5,823 7,264

Max. Demand (MW) 3,782 3,718 4,130 4,162 4,606 4,890

Total Generation (GWh) 22,978 23,268 24,946 26,533 29,247 31,355

Total Sale (MkWh) 20,954 21,181 22,622 23,937 24,860 26,652

Natural Gas

Total Production (BCF) 527 562 601 654 704 709

Consumption (BCF) 494 536 585 643 710 714

Petroleum Import

Crude Oil (tonnes) 1,250,819 110,492 1,037,287 858,561 1,133,241 1,405,062

Refined Oil (tonnes) 2,383,738 2,537,048 2,273,264 2,507,674 2,638,055 3,489,775

Lubricants (tonnes) 5,116 4,276 4,995 4,801 7,249 4,745 Source: KS Consultants Limited 2013

The energy market in Bangladesh is highly regulated although there have been some significant changes. Previously, the government was the sole producer of electricity, managed by the Bangladesh Power Development Board (BPDB). In recent times, Independent Power Producers (IPPs) have been allowed to operate on condition that they sell power to the national grid, which is run by the government. The government, which has the monopoly for fuel imports, is selling the imported fuel at a subsidised rate to the power producers; it then buys power from them at a negotiated price for the national grid, and subsequently sells power at retail levels to households, commercial and industrial consumers, at highly subsidised prices. This double subsidy is creating a substantial fiscal pressure with the associated difficulties for macroeconomic management. To mitigate the burden of these subsidies, the government is increasing fuel prices and electricity tariffs (three times in 2011).

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Bangladesh is the seventh largest natural gas producer in Asia. The country produced 710 billion cubic feet (bcf) in 2011, all of which was domestically consumed. Natural gas production in Bangladesh has increased by an annual average of 7% between 2002 and 2011; demand, however, has been increasing even faster. Bangladesh's current recoverable gas reserves of 16.36 tcf are set to be exhausted within the next decade if no new gas fields are discovered.4 The country will then have to depend entirely on imported natural gas either by pipeline or LNG to meet rising domestic demand. Currently, Bangladesh's natural gas output is about 2.28 bcf/day against a demand for 2.7-3.0 bcf/day. But with the annual estimated demand growth of 10% in natural gas demand the country's entire recoverable gas reserves are set to dry up by 2022. If the increase in natural gas consumption turns out even higher, the reserves will last less than a decade.

Of the current total gas reserves of 16.36 tcf, some 16 tcf is in 24 onshore gas fields while the remaining reserves lie in the country's sole offshore discovery, the Australian Santos-operated Sangu gas field. There are currently 20 producing gas fields, 15 are state-owned (operated by Petrobangla) and five are operated by international oil companies (IOCs).

The Bangladesh, Oil, Gas, and Mineral Corporation (Petrobangla) is the key oil and natural gas company in Bangladesh. IOCs must sell natural gas to Petrobangla at a government-determined price and are restricted in their ability to sell natural gas to customers directly. Chevron is the leading IOC in Bangladesh's natural gas sector. Other IOCs, ConocoPhillips and ONGC Videsh Limited, are expected to begin exploring for hydrocarbon resources in three shallow-water blocks in the Bay of Bengal. Bangladesh is attempting to attract investment by IOCs through favourable financial incentives, particularly by enacting price reforms for IOCs.

Bangladesh is taking actions to import LNG in order to cope with the limited domestic natural gas resources. In January 2011, Bangladesh has signed a MoU with Qatar for importing 4.0 million tonnes of LNG from Qatar Petroleum mainly for fertiliser factories and power plants. But as the necessary infrastructure does not exist, the imports have not yet started. Therefore, the GOB is seeking for an extension of the MoU, which has meanwhile expired, by two more years. At the same time it was stated that Bangladesh plans to seek the support of Russia to build the country’s first floating LNG import facility in the Bay of Bengal, under a special law which allows it to bypass the usual tender process.5

4 See PLATTS McGraw Hill Financial, Bangladesh's existing gas reserves to run out in 10 years, 24 Jun 2013

5 See The Financial Express, Bangladesh, 13 May 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 31

In December 2013 it was announced that the project for setting up the floating LNG terminal at Moheshkhali Island in Cox’s Bazar is moving ahead as Petrobangla has decided to seek environmental clearance for the implementation by submitting the environmental impact assessment report to the Ministry of Environment and Forest. It is expected that a contract is signed with Astra Oil and Accelerated Energy Consortium for the terminal which is expected to import 0.5 bcf/day of LNG.6

Figure 5: Bangladesh Gas and Coal Production Areas

Source: The Power System Master Plan 2010

The GOB claims that Bangladesh has coal reserves of about 3.0 billion tonnes in five mines. The coal reserves in Bangladesh are of high bituminous quality with its carbon, sulphur and moisture content suitable for electricity generation.

Currently only one mine, Barapukuria, is operating with a production of some 3,000 tonnes per day. While initially designed to produce one million tonnes a year from the mining operation the Barapukuria mine has encountered strong community opposition, dissatisfaction of the workforce with the company, and limited production. A second six year operation contract was signed in 2011, with the expectation that output from the mine, approximately 800,000 tonnes in 2011,

6 See Daily Sun Business, Bangladesh, 03 Dec 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 32 Strategic Master Plan for Chittagong Port – Final Report, Part 1 would double the following year, targeting an annual production of 5.5 million tonnes of coal a year.7

The Phulbari Coal Project faces strong opposition, mainly due to environmental reasons. The project was stalled in the planning phase in 2007, but is still considered for the future by the government. Taking the provisions of Asia Energy Corporation (Bangladesh) Pty Ltd, a subsidiary of London based GCM Resources plc, as a guideline, an annual volume of 15 million tonnes of coal production may be achieved in the long term.8

Table 11: Bangladesh Coal Reserves

Depth of Coal Total Thickness of No. of Coal Area of Coal Reserve (million Year of Discovery Seam (m) Coal Seams (m) Seams Fields (sq. km) tonnes)

Barapukuria 1985 118-509 61 6 7 390

Phulbari 1997 141-270 38 5 24 572

Khalashpeer 1989 257-451 40 6 6 400

Deeghipara 1995 328-455 61 5 - 600 Jamalgonj 1962 640-1,158 64 7 12 1,053 Source: Bangladesh Energy and Mineral Resource Division, 2010

Approximately 70% of the output from the Barapukuria mine is supplied to the Barapukuria Coal Power Plant, which has an installed capacity of 250 MW and is the only operating coal power plant in the country. The GOB’s coal sector master plan of 2011 expects to generate 10,000 MW of electricity from coal-based power plants by 2021 and 20,000 MW by 2030 (50% of the total power generation). The governments' plan for 20,000 MW coal fired power generation within 2030 will require approximately 60 million tonnes of coal supply security.9 The Power System Master Plan 2010 envisaged for 11,250 MW power generations from domestic sources of coal and the balance from import coal.

The sources are not consistent with regard to the future requirement of coal imports, the majority expects that no further coal imports will be needed in Bangladesh.10 However, 11,250 MW power generation will require approximately

7 See SourceWatch, Bangladesh and Coal, http://www.sourcewatch.org, accessed 10/12/2013 8 See Asia Energy Corporation (Bangladesh) Pty Ltd, Phulbari Coal Project Marine Ports Facilities Feasibility Study, October 2005 9 See Primary energy supply challenges for power, in: The Daily Star, Bangladesh 01 Jan 2014 10 See Nexant Inc. Power System Master Plan Update, Contract for Asian Development Bank, June 2006; PSMP Study Team, Power System Master Plan 2010 – Long-term power development strategy 2030 Vision, February 2011; SourceWatch, Bangladesh and Coal, http://www.sourcewatch.org, accessed 10/12/2013; Pacific Consultants International, Techno-Economic Feasibility Study of a Deep Sea Port in Bangladesh, Draft Final Report Volume 5, February 2009

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 33 a supply security of 33 million tonnes of domestic coal, which according to analysts cannot be met by underground mining in Bangladesh.11 The variations with regard to future coal import demand are to a large extent based on the fact that still only a draft coal policy of the GOB exists. This again is attributable to the two controversial aspects that have to be considered, i.e. on the one hand the need to cope with the increasing energy demand while simultaneously facing reducing natural gas reserves and on the other hand the debate about how the domestic coal resources should be exploited. There are four main issues which have to be considered12:  The region of coal reserves is densely populated; coal exploitation would result in the need to evacuate, resettle and rehabilitate large numbers of people. Many of these are farming communities, and it will be difficult to find places to resettle them in land-scarce Bangladesh. Moreover, all five areas are concentrated in two adjacent administrative districts of Bangladesh.  The soil over the coal-reserve areas in Bangladesh is extremely fertile, usually sustaining two or three crops a year. Land provides a permanent livelihood to the farming communities, which could be irreversibly lost if over-ground open-pit mining goes ahead.  There is a thick layer (100-200m) of soft, waterlogged sand lying over the coal reserves in Bangladesh. This is likely to create significant problems for exploitation of coal resources, whether mined by the open-pit or closed-pit method. In case of underground mining, this water layer would make the exploration process both complex and costly, with a high likelihood of flood and accidents during mining activities. In the case of open mining, there would be a need to pump out huge amounts of water, which could create environmental problems. This means hydrological management will be a major challenge in both cases.  The coal reserves in Bangladesh are situated in very thick seams, which makes underground mining rather difficult. The experience of the only operative (closed-pit) coal mine shows that both the water flow in coal layers and the temperature are higher than in some other countries.

In view of the above, a major policy debate in Bangladesh concerns options and modalities to explore its coal resources and whether it should go for large-scale coal mining. The major dilemma concerns the method of mining the coal. Open-

11 Primary energy supply challenges for power, in: The Daily Star, Bangladesh 01 Jan 2014 12 See Mustafizur Rahman, Centre for Policy Dialogue, Bangladesh, European Report on Development, Sustainable Exploitation of Bangladesh’s Coal Resources: an Intractable (?) Policy Dilemma, 2012

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 34 Strategic Master Plan for Chittagong Port – Final Report, Part 1 pit mining allows a higher proportion of reserves to be mined, in the range of 80- 90% of the total, while underground mining would allow actual extraction in the range of only 20-30% of the coal deposits. Thus, the economics are quite obvious. Nevertheless, when taking into account the issues discussed above the decision for one method becomes difficult again and therefore has been postponed by the previous governments. Consensus has been reached, however, that any exploited coal should be used domestically and not be exported.

In September 2013, the government approved five coal-based power plants on a build, own and operate (BOO) basis for local private companies. As approved, Orion Power and Associates will set up three coal-based plants in Dhaka and Chittagong (283 MW) with a generation capacity of maximum 1,400 MW. Two other coal-based plants will be set up by a joint venture of S. Alam Group and HTG Development Group in Chittagong (1,320 MW) and Barisal. The proposed commissioning date is in 2016. There are plans to set up further coal-fired power plants after signing of government-to-government contracts with Malaysia, China and Korea.13

A government delegation to Malaysia in December 2013 was expected to sign a MoU for carrying out works for formation of a joint venture (JV) company between Bangladesh Power Development Board (BPDB) and Malaysian state owned power company Tenaga National Bhd. to develop a coal fired power plant of 1,200 MW capacity in Moheshkhali in Cox's Bazaar district of Bangladesh. A Chinese company delegation was due to visit Bangladesh in December 2013 to sign a separate MoU with BPDB for developing a 1,320 MW coal fired power plant in Anwara Upazila, Chittagong district. The China Hudian Hong Kong (CHDHK) company and BPDB will form a dedicated JV company for implementation of the power plant project with loan supports from Chinese banks.

The Matarbari, (Moheshkhali) 1,200 MW coal fired power plant is expected to be implemented by BPDB with Japanese financial assistance. Japan Bank of International Cooperation (JBIC) intended to provide around USD 2 billion loan to Bangladesh to install the power plant and associated facilities. BPDB projects to develop Moheshkhali island of Cox's Bazaar district as a coal fired power plant hub with 8,000 MW power generation capacities.

Earlier, BPDB and Indian NTPC formed a JV company to develop 1,320 MW Rampal, Bagerhat coal fired power plant. Prime Ministers of Bangladesh and India officially inaugurated the Rampal power plant project development works

13 See Little option but to go for coal-fired power, The Daily Star Bangladesh, 09 Oct 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 35 on 05 Oct 2013. BPDB has been carrying out land development works for the project site 14 km off the Sunderbans mangrove forest area inviting a lot of concerns and protests from environmental groups. Reports suggest that Orion Group has taken some land development and coal sourcing initiatives for power plant development. It has been negotiating with a large Korean company to build partnership for their coal fired power plant development projects. S Alam Group has signed an MOU with Chinese Shandong Electric Power Construction Corporation (SEPCOIII) for developing a 1,320 MW coal fired power plant in Chittagong.14

However, the initiatives for development of coal-fired power plants in Bangladesh face various challenges. These include the present absence of local supply of coal, serious limitations of port and inland waterway transport infrastructure required for handling of large volumes of coal, a lack of experience in large-scale coal imports, as well as maintaining a balance between affordable cost for electricity generation and use of environment-friendly power generation technologies.

Bangladesh has a low level of domestic reserves of crude oil of 0.028 billion barrels along with limited production capacities for petroleum products, which in combination with a higher demand has made the country a net importer. In 2012, the country produced almost 6,000 barrels per day (bbl/d) of petroleum products while consuming nearly 114,000 bbl/d. Because oil products consumption is steadily increasing, Bangladesh continues to increase its oil product imports to satisfy domestic demand. Bangladesh processes crude oil at its 33,000-bbl/d-refinery owned by Eastern Refinery Limited (ERL), a subsidiary of Bangladesh Petroleum Corporation (BPC) and located in Chittagong. Bangladesh imports around 1.4 million tonnes of crude oil every year, which is refined at the facility in Chittagong. Bangladesh also imports yearly about 3.5 million tonnes of refined petroleum products. These liquid fuels are mainly used in the transport (56%), agriculture (20%) and power generating (7%) sectors.

14 See Primary energy supply challenges for power, in: The Daily Star, Bangladesh 01 Jan 2014

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Table 12: Bangladesh Oil Imports by Type

in tonnes FY 2005/06 FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11

Crude Oil 1,250,819 1,108,492 1,037,287 858,561 1,133,240 1,405,061

Refined Oil Products 2,383,738 2,537,048 2,273,263 2,507,674 2,638,055 3,489,775

Diesel 1,793,067 2,053,522 1,754,904 2,010,421 2,149,451 2,731,756

Kerosene 174,676 152,309 130,835 151,971 120,812 101,839 Jet A-1 Octane 416,155 331,217 387,524 315,361 367,791 425,748 Source: KS Consultants Limited 2013, based on Statistical Yearbook of Bangladesh 2011

In December 2013, the government has announced that in 2014 it will import 1.4 million tonnes of crude oil, 3.7 million tonnes of diesel, 750,000 tonnes of furnace oil as well as 330,000 tonnes jet fuel and octane, and 10,000 tonnes kerosene. The imports will come mostly from Kuwait, the UAE, and Singapore.

While at present only one refinery unit with a maximum capacity of 1.5 million tonnes exists at the ERL facility in Chittagong, BPC plans to launch a tender for a second refinery unit with a capacity of additional 3 million tonnes per year. According to the ERL website, the project is planned to be completed between July 2013 and June 2016 at a cost of about USD 983 million, however, it has apparently not yet started. In addition, Kuwait Petroleum Institute initiated a feasibility study to build a joint venture oil refinery with BPC in Chittagong with an annual capacity of 4.0-5.0 million tonnes.15 Such a considerable increase in refining capacities will lead to a significant growth in crude oil imports while simultaneously the petroleum product imports will decrease accordingly.

Because of the fast growing demand for liquid fuels, especially in the transport sector, the GOB has introduced CNG (compressed natural gas) vehicles. One reason is to save foreign currency by not having to import fuel. The second reason is to reduce environmental pollution. According to data from the Energy and Mineral Resources Division, in 2010 there existed 192,798 CNG fuelled vehicles and the average daily consumption of CNG was about 102 million cubic feet.

LPG (liquefied petroleum gas) is alternative fuel for kerosene (or wood), which is mostly used in households and it is comparatively cheap. The GOB supports the use of LPG because the access to natural gas and petroleum products is limited especially outside the cities and the distribution of LPG cylinders to households is easier. The current supply of LPG amounts to 95,500 tonnes per year. The GOB

15 See The Financial Express, “BPDB plans to build first ever naphtha-fired power plant”, 02 Apr 2013; ERL developments website: http://www.erl.com.bd/erlunit_2.php

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 37 supports the use of LPG through incentives for foreign and local investors like tax holidays or tax exemptions because the demand for LPG stands at the same time at 200,000 tonnes so that further investments in production facilities are urgently required.16

The use of renewable energy in Bangladesh is very limited. The various sources of renewable energy that are used are hydro power, solar power, wind power, electricity generated from municipal refuse, bio-gas generated from waste and electricity produced by biomass gasification method using wood, rice husk etc.

As mentioned before there is a strong relation between the economic development and the use of energy in a country. The following figure shows the correlation between the GDP and the total energy consumption in Bangladesh, based on the years 2001-2009.

Figure 6: Economy and Energy Correlation in Bangladesh

Source: KS Consultants Limited 2013

Taking into consideration the forecast economic development of Bangladesh until 2043 (see chapter 2.4 above) and bearing in mind the described correlation, it can safely be assumed that the future energy demand will continue to rise accordingly. Applying a time series model, which has been based on data from the US Energy

16 See Md. Hasan Iqbal, Prospect of LPG Energy in Bangladesh, in: The Cost and Management, November- December 2010; Energy and Mineral Resources Division (EMRD) of the Ministry of Power, Energy and Mineral Resources

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 38 Strategic Master Plan for Chittagong Port – Final Report, Part 1

Information Administration, the following results for the future demand of energy differentiated by main sources are derived.

The underlying assumptions for the projected energy consumption in Bangladesh are as follows.  Natural gas demand will increase 9.7% p.a. on average by between 2011 and 2025 as the GOB’s Gas Sector Master Plan projected that the gas demand will reach 7,400 mmcf a day (about 2,590 bcf per year) by 2025, up from todays 2,800 mmcf a day (about 980 bcf per year). Experts estimate that from 2016 the gas production will gradually decline; the demand will then increasingly have to be met by LNG imports. The Consultant assumes that after 2026 the demand growth will be only 1.6% p.a. until 2043 taking into consideration the government’s plan to cover a higher share of energy demand by other sources.  Assuming the GOB is successful in implementing its policy and able to open the first new coal fired power plants in 2016 this will lead to a first increase in coal demand. With the aim of providing 10,000 MW from coal fired power plants by 2021 or shortly after, this will lead to coal demand of about 30 million tonnes. The next step will be in 2030 when the GOB expects to create 20,000 MW by coal fired power stations which means a demand of some 60 million tonnes of coal. Thereafter the Consultant expects only a moderate increase of consumption to 70 million tonnes by 2043.  The current production capacity of the only refinery in Bangladesh is 1.5 million tonnes per year, which limits the demand for crude to this level. However, the planned extension of the production facilities to 4.0 million tonnes at the present refinery in 2020 and the planned additional refinery with additional capacities of 4.5 million tonnes to be fully available 2043 will lead to significantly increasing crude oil demand. At the same time the refined oil and lubricants consumption will increase on average by 3.5% and 4.1% p.a. respectively between 2008 and 2043.  Total electricity consumption will grow by 4.1% per year between 2008 and 2043 taking into account the increasing population and industry base; it is expected that the per capita electricity consumption will rise from the present 250 kWh to 656 kWh at the end of the forecast period.

The forecast energy consumption data in Table 12 do not take into consideration any potential shifts to other energy sources like renewables, which are supported by the government especially with regard to the use of solar power. Furthermore, the Bangladesh government plans to construct a nuclear power plant with two reactor units with a capacity 1,000 MW each. The GOB has signed a framework

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 39 agreement with the Russian Federation for the construction of the two power units in Ruppur. Recently, in the second half of 2013, the foundation of the power plant was laid.

Moreover, the state-owned Bangladesh Power Development Board (BPDB) has issued a tender in March 2013 for a BOO development of the country’s first naphtha fired power plant. The 65-85 MW facility is to be built in Chittagong near the ERL refinery and will be designed as a dual fuel plant, with the option to use either naphtha or natural gas to generate electricity. The required naphtha, which is the first fuel of choice, will be sourced from the ERL refinery as it is a by-product of the oil refining process. Currently, the naphtha is exported to the spot market, about 170,000 barrels (about 20,680 tonnes) once roughly every two months. With the tripling of refining capacities in the near future, also the naphtha production will increase accordingly so that the fuel for the power plant will be available.

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Table 13: Bangladesh Energy Consumption by Source to 2043

Natural Gas Coal Petroleum Consumption (tonnes) Total Electricity Consumption Consumption Net Consumption (bcf) (tonnes) Crude Oil Refined Oil Lubricants (billion kWh)

2008 632 1,257,000 1,045,106 2,432,613 2,923 31.27

2009 692 1,257,177 779,437 3,029,779 3,640 34.83

2010 703 1,257,363 1,288,045 3,160,063 3,797 38.89 2011 710 1,848,000 1,027,492 4,450,531 5,347 40.22

2012 773 1,955,185 976,222 4,052,838 4,869 43.01

2013 980 2,000,094 1,100,000 4,100,000 5,559 45.79

2014 1,114 2,124,660 1,400,000 4,784,235 5,765 48.58

2015 1,248 2,249,225 1,420,000 4,902,882 5,972 51.36

2016 1,383 5,500,000 1,440,000 5,021,529 6,178 54.15

2017 1,517 5,976,713 1,460,000 5,140,176 6,384 56.93

2018 1,651 6,494,744 1,480,000 5,258,823 6,591 59.72

2019 1,785 7,057,676 1,500,000 5,377,470 6,797 62.50

2020 1,919 7,669,400 4,000,000 5,496,117 7,003 65.29

2021 2,053 20,000,000 4,195,652 5,614,764 7,210 68.07

2022 2,188 24,444,444 4,391,304 5,733,411 7,416 70.86

2023 2,322 28,888,889 4,586,957 5,852,058 7,622 73.64

2024 2,456 33,333,333 4,782,609 5,970,705 7,829 76.43

2025 2,590 37,777,778 4,978,261 6,089,352 8,035 79.21

2026 2,638 42,222,222 5,173,913 6,208,000 8,241 82.00

2027 2,686 46,666,667 5,369,565 6,326,647 8,448 84.78

2028 2,733 51,111,111 5,565,217 6,445,294 8,654 87.57

2029 2,781 55,555,556 5,760,870 6,563,941 8,860 90.35

2030 2,829 60,000,000 5,956,522 6,682,588 9,067 93.14

2031 2,877 60,769,231 6,152,174 6,801,235 9,273 95.92

2032 2,924 61,538,462 6,347,826 6,919,882 9,479 98.71

2033 2,972 62,307,692 6,543,478 7,038,529 9,685 101.49

2034 3,020 63,076,923 6,739,130 7,157,176 9,892 104.28

2035 3,068 63,846,154 6,934,783 7,275,823 10,098 107.06

2036 3,116 64,615,385 7,130,435 7,394,470 10,304 109.85

2037 3,163 65,384,615 7,326,087 7,513,117 10,511 112.63

2038 3,211 66,153,846 7,521,739 7,631,765 10,717 115.42

2039 3,259 66,923,077 7,717,391 7,750,412 10,923 118.20

2040 3,307 67,692,308 7,913,043 7,869,059 11,130 120.99

2041 3,354 68,461,538 8,108,696 7,987,706 11,336 123.77

2042 3,402 69,230,769 8,304,348 8,106,353 11,542 126.56 2043 3,450 70,000,000 8,500,000 8,225,000 11,749 129.34 Source: KS Consultants Limited, HPC 2013; actual figures 2008-2012 based on US Energy Information Administration

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Since September 2013, Bangladesh is importing electricity from India. Already in 2010 a MoU was signed for the import of 500 MW. The contract, which is signed for a period of 35 years, however only materialised recently.

The conclusions for the future energy scenario for Bangladesh are as follows:  The country suffers from energy shortages and frequent power disruptions. Due to a further increasing population and an accelerating industrial development the future energy demand will grow significantly.  By the end of 2013 the government has managed to increase the power generation capacity of Bangladesh to 9,713 MW plus the import of 410 MW from India. By 2030 the plan is to increase the domestic capacity to some 40,000 MW.  While at present at least 75% of energy demand is met by domestic natural gas, by 2030 the government plans to diversify the energy sources to 50% coal (of which half domestic), 25% natural gas (of which 20% domestic and 5% LNG imports), as well as 25% others (mainly oil imports and 5% domestic hydropower and renewable energy), which means that half of the energy demand is expected to be covered by domestic resources.  The domestic natural gas reserves are expected to be totally exploited within the next ten years and production will decrease gradually from 2016 onwards, i.e. LNG imports will play an important role in meeting the forecast gas demand and therefore the development of suitable port handling facilities and related infrastructure is urgently required.

 The government’s expectation that 11,250 MW power generating capacity will be met by domestic coal by 2030 is extremely ambitious as this would require the domestic mining of some 33 million tonnes of coal. Although sufficient reserves of high quality coal have been discovered, the exploitation by underground mining faces severe technical problems and the exploitation by open mining faces social and environmental challenges and so far the government has not agreed on a binding coal strategy. On the other hand Bangladesh has no experience with the import of large quantities of coal, which will require not only the development of the necessary port facilities but also of the inland waterway routes in order to connect the import port with the planned power plants.  Bangladesh has to import all crude oil and currently has only one refinery, which means the import of petroleum products is significant. With the planned expansions of domestic refining capacities, however, it is expected

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that the crude oil imports will rise over-proportionately, while the products’ imports will fall accordingly.  With regard to the use of other energy sources, nuclear power, hydropower, biomass, wind, and solar power, the government has announced several plans but has not defined a strategic approach; in general, these sources are of rather limited importance for the country’s power generation.  A number of government initiatives exist in order to increase the power generating capacity in Bangladesh, however, the approach for the energy sector development is relatively unstructured and binding decisions will have to be made sooner rather than later, especially with regard to the exploitation of domestic coal.

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3. PORT THROUGHPUT DEVELOPMENT

This section presents an overview of the development of throughput volumes in the past years, serving as basis for the later traffic forecast. Bangladesh currently only has two seaports, of which Chittagong stands for about 90% of all imports and exports of the country. The second port Mongla is described too, showing its past handling volumes, and future port developments are addressed.

3.1 Port of Chittagong

The statistics provided by Chittagong Port Authority (CPA) show that the overall port throughput increased from 19.15 million tonnes in 2002 to 41.93 million tonnes in 2012, i.e. on average by 8.2% per year. While the containerised traffic during this period grew by 11.0% p.a., the volumes of bulk transport rose by 7.0% per year. In 2012 a total of 93.0% of the overall exports were containerised but only 25.6% of the imports, however, both showing a considerable increase in the degree of containerisation over the past ten years. With regard to containerised exports (in total 4.55 million tonnes in 2012), almost half of the volumes are ready-made garments, accounting for 2.18 million tonnes. Further major containerised export volumes include jute and jute products with 1.09 million tonnes. 1.27 million tonnes of container cargo are classified as “other”, CPA was however not able to specify the type of cargo. Of the bulk export cargo 194,000 tonnes out of the total 341,078 tonnes were classified as “Other”, with the most important specified cargoes being urea, ammonia, and naphtha.

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Out of the total imports of 37.04 million tonnes in 2012, the majority is bulk cargo with 27.54 million tonnes. Here the most important types of cargo are cement clinker, POL (products, oils, lubricants, which here also includes crude oil) as well as edible oils, sugar, wheat, and fertilisers. Cement imports have stopped because Bangladesh is establishing own production and therefore shows rising imports of cement clinker. Also hardly any coal is imported anymore because own reserves were identified and are exploited. Bulk imports of 3.1 million tonnes classified as “Other” include hardwood logs (155,626 tonnes in 2012), steel coils, pig iron, and project cargo.

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Table 14: Port of Chittagong Cargo Handling by Type and Direction 2002-2012

Type of Cargo 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Export tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0

Garments tonnes in containers 725,619 717,314 905,273 1,019,012 1,572,369 1,335,912 1,699,174 1,721,011 1,944,903 1,927,144 2,177,723

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0

Jute tonnes in containers 34,873 121,360 109,410 151,981 147,716 146,706 147,003 162,198 136,049 137,904 200,306

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0 Jute Products tonnes in containers 326,074 193,306 196,950 313,810 417,341 467,155 597,685 516,080 670,613 634,921 809,413

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0

Leather Products tonnes in containers 19,542 31,856 35,072 5,595 4,328 11,563 9,066 11,089 17,300 24,388 20,623

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0

Tea tonnes in containers 16,989 25,366 31,496 6,568 1,049 9,911 7,205 3,287 464 754 126

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 0 0 0 0 0 0 0 0 0 0 0

Frozen Goods tonnes in containers 27,457 28,338 33,813 40,727 52,353 48,212 55,579 52,584 71,374 96,180 73,707

% containerised 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

tonnes in bulk 258,265 377,053 295,242 384,424 237,346 241,347 173,327 228,603 95,699 99,625 12,658

Urea tonnes in containers 0 0 0 0 0 0 82 0 1,159 1,098 158

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 1.2% 1.1% 1.2%

tonnes in bulk 71,267 139,779 63,547 99,032 100,000 121,761 131,423 290,609 48,046 37,392 39,874 Ammonia tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 174,980 202,641 97,094 173,805 115,525 141,740 116,711 66,461 250,886 122,178 94,546 Naphtha tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 50,014 2,000 47,201 7,846 18,333 920 26,429 46,528 132,687 143,841 194,000 Other tonnes in containers 315,696 618,541 643,874 692,969 423,190 867,747 741,178 859,444 1,143,259 1,648,137 1,269,345

% containerised 86.3% 99.7% 93.2% 98.9% 95.8% 99.9% 96.6% 94.9% 89.6% 92.0% 86.7%

Import

tonnes in bulk ……………… 775,073 114,772 574,073 1,041,556 23,529

Rice tonnes in containers ……………… 95,169 80,904 267,792 98,338 26,787

% containerised ……………… 10.9% 41.3% 31.8% 8.6% 53.2% tonnes in bulk 543,436 1,310,212 670,811 1,386,592 2,110,573 2,178,078 1,118,767 3,795,773 3,025,307 2,509,668 1,499,533

Wheat tonnes in containers ……………… 165,651 99,715 53,621 90,274 8,993

% containerised ……………… 12.9% 2.6% 1.7% 3.5% 0.6% tonnes 10,002 0 0 0 0 0 0 0 0 0 0 Cement % containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 5,065,480 5,146,717 5,361,843 6,247,639 6,283,094 6,507,374 6,314,743 7,124,938 10,547,970 10,827,016 11,825,950 Cement Clinker tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 830,690 742,789 1,025,124 1,497,764 1,117,409 958,638 1,296,362 1,341,155 1,557,820 2,121,310 1,381,412 Fertilizers tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 6,236 23,623 0 5,503 1,037 309 0 18,101 295 0 16,502

Coal tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 74,408 104,421 15,343 118,920 202,403 57,111 0 221,956 145,353 55,762 488,248

Salt tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 299,023 476,520 752,830 680,071 657,673 660,262 867,495 1,444,203 1,520,587 1,433,624 1,656,256

Sugar tonnes in containers ……………… 200,444 7,546 7,979 69,306 8,982

% containerised ……………… 18.8% 0.5% 0.5% 4.6% 0.5% tonnes in bulk 892,919 1,014,212 1,115,898 1,064,058 1,213,133 1,159,318 1,006,935 1,361,226 1,415,811 1,411,525 1,846,723

Edible Oils tonnes in containers ……………… 54,742 69,891 55,456 65,990 50,051

% containerised ……………… 5.2% 4.9% 3.8% 4.5% 2.6% tonnes in bulk 3,525,720 3,676,272 3,681,970 3,967,016 3,779,842 3,624,982 3,466,585 3,794,662 4,428,185 5,451,094 4,992,620 POL tonnes in containers 0 0 0 0 0 0 0 0 0 0 0

% containerised 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

tonnes in bulk 2,423,976 2,279,437 2,189,644 2,556,790 2,673,703 2,371,363 1,857,312 2,868,266 3,069,860 3,122,689 3,807,482 Other tonnes in containers 3,467,523 4,210,132 4,599,997 5,464,769 5,897,236 6,718,826 7,273,429 8,543,572 10,000,248 9,968,328 9,402,149

% containerised 58.9% 64.9% 67.8% 68.1% 68.8% 73.9% 79.7% 74.9% 76.5% 76.1% 71.2%

tonnes in bulk 554,526 721,473 503,084 665,107 471,204 505,768 447,890 632,201 527,318 403,036 341,078

Total Export tonnes in containers 1,466,250 1,736,081 1,955,888 2,230,662 2,618,346 2,887,206 3,256,972 3,325,693 3,985,121 4,470,526 4,551,401

% containerised 72.6% 70.6% 79.5% 77.0% 84.7% 85.1% 87.9% 84.0% 88.3% 91.7% 93.0%

tonnes in bulk 13,661,888 14,774,203 14,813,463 17,524,353 18,038,867 17,517,435 16,703,272 22,085,052 26,285,261 27,974,244 27,538,255

Total Import tonnes in containers 3,467,523 4,210,132 4,599,997 5,464,769 5,897,236 6,718,826 7,789,435 8,801,628 10,385,096 10,292,236 9,496,962

% containerised 20.2% 22.2% 23.7% 23.8% 24.6% 27.7% 31.8% 28.5% 28.3% 26.9% 25.6%

tonnes in bulk 14,216,414 15,495,676 15,316,547 18,189,460 18,510,071 18,023,203 17,151,162 22,717,253 26,812,579 28,377,280 27,879,333 Grand Total tonnes in containers 4,933,773 5,946,213 6,555,885 7,695,431 8,515,582 9,606,032 11,046,407 12,127,321 14,370,217 14,762,762 14,048,363 % containerised 25.8% 27.7% 30.0% 29.7% 31.5% 34.8% 39.2% 34.8% 34.9% 34.2% 33.5% Source: HPC 2013, based on Chittagong Port Authority Statistics 2013

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Containerised imports of 9.5 million tonnes are classified as “Other”. These consist mainly of textiles, raw cotton as well as chemicals, foodstuff, and paper and logs.

Figure 7: Port of Chittagong Containerised Imports by Type of Cargo 2008-2012

Excludes 308,988 TEU classified “others”. Source: HPC 2013, based on Chittagong Port Authority Statistics 2013

Total container handling in the port of Chittagong amounted to 1,406,456 TEU in 2012, compared to 526,393 TEU in 2002, which means an average annual growth of 10%. This growth applied both to the imports and to the exports. Overall, about 50% of the containers are 40’ boxes; when differentiating between full and empty as well as import and export, it shows however, that in the import of full boxes the 40’ containers have a share of 65.9%, while in the export of full boxes this is only 42.5%. This corresponds to the fact that far more empty 20’ than 40’ boxes are imported (see Table 15).

Since the opening of the New Mooring Container Terminal (NCT) in 2007, the port of Chittagong has three terminals at which containers are handled. At the General Cargo Berth (GCB) ships with own gear for loading and discharging of containers are berthed, while at the Chittagong Container Terminal (CCT) landside gantry cranes are available.

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With 751,233 TEU handled in 2012, GCB had a share of 53.4% in total container throughput, while CCT stood for 32.1% and NCT for 14.5% (see Figure 8). GCB also showed the highest growth during the past ten years with 10% on average.

Table 15: Port of Chittagong Container Handling by Type and Direction 2002-2012 (No. of Boxes)

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Full 20' 98,381 117,104 125,008 142,920 151,547 174,473 203,684 226,237 257,619 257,810 253,712

Full 40' 65,934 81,900 92,900 109,586 120,920 128,384 140,772 150,518 181,970 184,598 187,845

Export Empty 20' 977 460 1,554 1,648 2,758 2,453 605 219 198 301 336

Empty 40' 7,095 7,478 10,231 9,650 12,941 12,997 12,991 16,393 12,932 17,192 23,038

LCL 44,902 32,209 19,122 6,992 7,564 6,209 0 0 0 0 0

Full 20' 19,103 33,195 46,616 53,356 62,282 68,871 76,348 65,917 81,459 86,888 87,414

Full 40' 36,582 54,318 68,226 58,148 100,065 105,869 122,915 126,205 148,388 163,209 168,618

Import Empty 20' 61,584 71,311 72,063 85,990 92,760 114,454 130,576 155,880 178,108 175,643 168,487

Empty 40' 21,656 24,796 26,140 31,443 33,836 35,713 39,600 49,743 54,893 55,751 52,450

LCL 10,977 11,273 11,528 10,202 13,036 14,767 29,970 13,989 312,442 16,788 18,074

Total Export in TEU 263,628 310,135 336,901 383,725 435,204 477,137 531,954 577,293 666,129 700,451 698,037 Total Import in TEU 262,765 314,425 351,872 399,628 440,982 480,883 538,045 584,177 677,319 691,653 708,419 Source: HPC 2013, based on Chittagong Port Authority Statistics 2013

Figure 8: Port of Chittagong Container Handling by Terminal

Source: HPC 2013, based on Chittagong Port Authority Statistics 2013

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3.2 Port of Mongla

Mongla is the second seaport in Bangladesh. It is located on the east bank of the Pussur River, close to the confluence of the Pussur River and the Mongla River and about 90 km away from the western part of the Bay of Bengal. Mongla Port is operated by the Mongla Port Authority (MPA).

Mongla Port primarily serves the western part of Bangladesh. The port has a handling capacity of 6.5 million tonnes and 50,000 TEU. Imports at Mongla Port mainly comprise food grains, cement clinker, fertiliser, and general cargo. Exports largely cover jute and jute products, shrimps and frozen food, and are almost completely containerised.

For ocean-going-vessels there are five berths available which handle general cargo and containers; seven berths are river moorings. The tidal hub of Mongla is between 1.2m and 3.5m. Depending on the tide and weather conditions the maximum permissible draft of the vessels that can berth at Mongla varies between 6.0m and 8.5m. In addition, the Pussur channel can only be crossed by vessels with a maximum length of 200m. Mongla Port is connected with its hinterland by road and river but has no access to the railway network.

As regards the link between Mongla Port and Dhaka, the unavailability of a railway connection and the condition of the current road connection make cargo transports to Dhaka difficult. However, there are plans to construct a bridge at Mawa over the Padma River (Padma Bridge) to facilitate transport from Mongla Port to the population and industrial areas in Dhaka and Chittagong. According to the Bangladesh Bridge Authority the construction of the bridge is expected to start in 2013 and planned to be finished by 2016. The bridge reduces the distance from Mongla to Dhaka from currently 290 km to 170 km. Since the distance from Dhaka to Chittagong Port is roughly 245 km, cargo destined for Dhaka might partly be redirected from Chittagong to Mongla Port, but not too a large extent due to the capacity restrictions in Mongla.

The amount of cargo handled at Mongla is much lower than at Chittagong Port. In 2011/12, Mongla handled 2.48 million tonnes of bulk and general cargo, of which the overwhelming majority were imports. Further 0.25 million tonnes of containerised cargo (30,045 TEU) were handled, evenly distributed between imports and exports. In this year, the port received 239 ships, of which 35 were container ships. Since 2009, Mongla handles also vehicle imports and has taken over market shares from Chittagong, increasing the handling from 255 units in 2008/09 to 9,925 units in 2010/11 and to 8,988 units in 2011/12.

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Table 16: Port of Mongla Cargo Handling

in tonnes 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12

Food Grain 160,539 163,793 131,283 74,544 35,062 19,806 31,962 66,077 176,440 503,747 287,049

Cement 30,413 6,297 4,551 4,850 0 0 0 0 0 0 0

Fertilizer 114,418 88,541 67,547 0 0 58,411 190,470 338,624 449,343 1,001,139 1,017,454

Cement Clinker 1,521,219 1,086,813 709,052 821,614 853,080 454,246 227,411 430,666 680,501 798,967 887,141

Machinery 50,843 8,439 2,373 3,727 485 0 1,292 3,985 0 23,012 13,391

Salt 0 9,022 10,242 0 0 3,531 0 0 35,895 7,670 20,360

Coal 10,014 0 0 0 0 0 0 0 0 0 0

Steel Pipe 0 0 0 0 0 0 0 045,910 0 0

Soyabean Oil 0 659 0 0 0 0 0 0 1,838 0 7,997

Soyabean 0 0 5,756 530 0 0 0 0 0 0 0

Sugar 0 7,170 12,330 34,327 9,838 5,288 7,167 722 0 0 0

Gypsum 0 0 40,445 58,626 79,432 11,200 0 0 0 23,800 10,740

Flyash 0 0 78,383 146,527 154,545 49,263 11,716 8,891 28,344 3,760 0

Slag 0 0 0 0 31,650 10,500 0 30,833 7,200 43,030 50,100

Petroleum Products 6,808 23,111 25,485 26,183 15,904 15,141 14,057 18,194 23,720 32,276 41,309

Total Bulk 1,894,254 1,393,845 1,087,447 1,170,928 1,179,996 627,386 484,075 897,992 1,449,191 2,437,401 2,335,541

Motor Vehicles 0 0 0 0 0 0 0 317 3,847 14,864 13,650

General Cargo 53,130 56,403 91,097 83,446 35,076 34,877 34,234 31,405 49,012 77,588 132,968

Total General Cargo 53,130 56,403 91,097 83,446 35,076 34,877 34,234 31,722 52,859 92,452 146,618 Machinery 1,172 317 716 320 1,321 850 4,665 755 2,376 2,698 3,233 (Containerised Import) General Cargo 31,204 26,014 44,574 58,034 24,772 18,710 25,737 24,540 25,905 70,653 120,371 (Containerised Import) Jute Products and Others 10,569 122,159 121,430 94,004 110,142 107,185 79,781 78,968 78,350 98,935 93,996 (Containerised Export) Frozen Cargo 24,338 23,251 28,943 34,500 37,188 41,607 35,591 38,109 37,619 39,144 34,027 (Containerised Export) Total Containerised 67,283 171,741 195,663 186,858 173,423 168,352 145,774 142,372 144,250 211,430 251,627

TEU discharged 10,490 11,730 13,678 12,993 12,733 12,553 10,588 10,437 10,280 13,699 15,460

TEU loaded 10,437 12,007 13,470 12,656 12,838 12,789 10,297 10,764 10,371 13,424 14,585 TOTAL 2,014,667 1,621,989 1,374,207 1,441,232 1,388,495 830,615 664,083 1,072,086 1,646,300 2,741,283 2,733,786 Source: HPC 2013, based on Mongla Port Authority Statistics 2013

3.3 Other Potential Competing Ports

The port of Chittagong almost has a monopolistic position in Bangladesh due to the fact that well over 90% of the country’s foreign trade and even 98% of the container trade is handled there and only one other seaport currently exists. Competition from seaports in other countries, like Kolkata in India, is also very limited due to the geographical location of Bangladesh and the fact that the cargo handled at Chittagong is national cargo, not transit or transhipment volumes for other countries. At present, three new port projects are planned, Paira and Sonadia in Bangladesh and Sittwe in Myanmar, which may have an effect on the handling volumes in Chittagong in the medium to long term.

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Figure 9: Port Locations

Source: HPC 2013

On 19 November 2013, Paira Seaport at the Rabnabad Channel in Patuakhali district was inaugurated as Bangladesh’s third seaport. Currently, the port consists of pontoons only but over the next ten years a new port is planned to be constructed for a total cost of 150 billion BDT. A technical and economic feasibility study as well as an environmental impact assessment was completed by the Institute of Water Modelling, supported by the Chittagong Port Authority, who will also invest 400 million BDT in the infrastructure installation. Although Paira Port Authority will act independently, the first chairman is the present chairman of Chittagong Port Authority. The government expects that a shipbuilding industry will be established in the vicinity and that a LNG and a coal terminal are built. Furthermore, the port aims at attracting transit cargo from India and Nepal, mainly containers.

The Bangladesh Ministry of Shipping plans to build a deep-water port in Cox’s Bazar district on Sonadia Island. The port is supposed to be able to accommodate larger vessels than it is possible in Chittagong and provide a water depth of 14m for ships up to 50,000 dwt. A feasibility study was prepared by a Japanese consultant in 2009, planning for handling volumes of 2.4 million tonnes general cargo and 1.5 million TEU in the first phase by 2020 and up to 28.7 million tonnes and 13.5 million TEU in the final stage by 2055.

However, the current development status of the project is unclear. Apparently, the construction of the deep-sea port has been approved by the government and the

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 51 port is planned to be a private port. Various investors expressed their interest, e.g. DP World, but no investors have been selected yet. Considering that little hinterland infrastructure currently exists around Sonadia (no railway connection and no access to Highway No. 1) and that the necessary port infrastructure still needs to be built, it is unlikely that the port will be completed and start operation by the currently anticipated year 2020.

Sittwe Port is located in Sittwe, Myanmar, at the mouth of the Kaladan River. The distance of the port to Chittagong is about 200 km. Sittwe Port is under construction since 2010 and is expected to start operation in 2014. Sittwe Port is planned to handle mainly general cargo. The port is financed by India and should act as a trade gateway for India’s seven north-eastern states to Southeast Asia. The north-eastern Indian states are currently served by Kolkata Port. It is planned to connect Sittwe Port with Kolkata seaport. Additionally, Sittwe Port will be linked to the landlocked area of Mizoram in north-eastern India by river and road transport.

According to the Inland Waterway Authority of India, Sittwe port will have two jetties. One for ocean-going vessels with a length of 219m and a draft of 9.5m in order to receive vessels of 20,000 dwt. The other jetty is for inland waterway operations with a length of 54m. Sittwe Port will primarily be used by Indian companies. The annual capacity of the port is planned to be only 100,000 tonnes.

After the completion of Sittwe Port, the possibility for Chittagong to attract cargo to/from the landlocked north-eastern states of India and Myanmar will most likely be reduced. However, apparently Sittwe Port will primarily be used by Indian companies for the mere purpose to carry cargo to the north-eastern Indian states.

Compared to Kolkata Port, Chittagong is in an advantageous geographic position as regards transit trade with the seven north-eastern states of India, as well as Bhutan and Nepal which use Indian ports only for their overseas trade at present. Since Chittagong is at shorter distance to these locations than Kolkata Port it represents a suitable alternative. However, Nepal’s and Bhutan’s potential use of a Bangladesh port depends on how well India facilitates the transit of goods from Chittagong up to the Nepal and Bhutan borders.

In summary, the port of Chittagong does not face real competition as long as the port of Sonadia is not operational, which, however, is located further away from the main industrial centres around Dhaka and will require considerable hinterland infrastructure investments. Therefore, Chittagong has to prepare for rising import and export volumes.

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4. HINTERLAND OF CHITTAGONG PORT

4.1 Regional Structure

During the last quarter of the twentieth century, the transport system of Bangladesh has developed in the national context as well as given emphasis to cross border issues of compatibility and uniformity of standards in infrastructure. Integrating the transport network of South Asia would be especially crucial to the fortunes of countries such as Nepal, Bhutan and regions such as North East India because this would serve to end their landlocked or semi-isolated status. Nepal, Bhutan and the North Eastern region of India within such a framework would have the benefit of improved access to the ports and important economic centres of the region and choice of route and mode. Also to its north, it is linked by inland water transport through the Brahmaputra River system and by metre gauge rail to Assam state. Further in the east there is a rail link extending to Tripura, Assam and beyond. The Chittagong Port provides international shipping services, as well as feeder services, to Singapore, Sri Lanka (Colombo Port) and the Indian Ports of Kolkata and Haldia.

With regard to road transport, transport by truck has become a dominant mode in Bangladesh as well as South Asia and has been catering to 65-70% or more of the movement in the mainland countries. To its north and east, it is linked directly by road to four landlocked states of India (Assam, Meghalaya, Mizoram and Tripura) and through Indian Territory by road to the remaining four states (Manipur, Nagaland, Arunachal Pradesh and Sikkim), and to Nepal and Bhutan. The South Asia Sub-regional Economic Cooperation (SASEC) identified two road corridors which were identified also under SAARC highway corridors connecting to Chittagong Port. The corridors are (a) SASEC Road Corridor 9/SAARC Highway Corridor 4: Kathmandu-Kakarvita (Nepal)-Phulbari (India)-Banglabandha (Bangladesh)-Dhaka-Chittagong Port (1,442 km) and (b) SASEC Road Corridor 4/SAARC Highway Corridor 8:Thimpu-Phuestshling-Jaigon (India)-Burimari (Bangladesh)-Dhaka-Chittagong Port (966 km). The road corridors that connect Chittagong Port are used for bilateral trade between Bangladesh and Nepal respectively Bangladesh and Bhutan, since no transit transports of cargo to/from Chittagong Port to these countries are presently taking place. The potential for transit transports via Chittagong Port by Bhutan and Nepal in the near future is assessed to be limited because of the trucking distance and commodity types being imported or exported. In addition, an official report (2008) of Nepal pointed out that the procedural bottlenecks at Kakarvita (Nepal)-Phulbari (India) portion

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 54 Strategic Master Plan for Chittagong Port – Final Report, Part 1 are being faced by the business community and export and import would be reduced in near future. The following Figure 10 shows the regional road corridors connecting to Chittagong Port and the Table 1 shows the road lanes and volume- to-capacity ratio.

Figure 10: SASEC Road Corridor 4/SAARC Highway Corridor 8 and SASEC Road Corridor 9/SAARC Highway Corridor 4

SASEC Corridor 4/SAARC Highway Corridor 8

Thimphu-Phuentsholing- Thimpu Jaigaon-Burimari-Mongla- Burimari Chittagong

Phuensholing Access to landlocked Bhutan to Hatikumrul Bangladeshi ports

Mongla

Chittagong

SASEC Road Corridor 9/SAARC Highway Corridor 4

Kathmandu Katmandu- Kakarvita- Phubari-Banglabandha- Mongla/ Chittagong

Panitanki/Phulbari Provides access to Hatikumrul landlocked Nepal to Bangladesh Ports

Mogla Chittagong

Source: KS Consultants

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Table 17: Structural Features of the Regional Connectivity

Name of corridors Sections and lanes Volume-to- Capacity Ratio (V/C ratio) SASEC Road Corridor (i) Chittagong-Dhaka making 4 lanes >0.7 by 2010 9/SAARC Highway Corridor 4 (ii) Dhaka-Banglabandha 2 lanes >0.7 by 2015 SASEC Road Corridor (i) Chittagong-Dhaka making 4 lanes >0.7 by 2010 4/SAARC Highway Corridor 8 (ii) Dhaka-Burimari 2 lanes >0. 7 by 2015 Source: Road Master Plan (2007), Roads and Highways Department (RHD)

Figure 11: SAARC Road Route 6

SAARC Highway Corridor 6

SHC6/BRC6: Agartola- Akhaura-Chittagong

Agartola-Akhaura- Chittagong

Akhaura Agartala Shorter access to Chittagong port for Indian North Eastern Comilla States

Chittagong

Source: KS Consultants

The South Asian Association for Regional Cooperation (SAARC) also identified a road corridor connecting to Chittagong Port which is Chittagong Port – Akhaura (Bangladesh) -Agartala (India) and it is short distance for regional connectivity with northeast Indian states. The distance between Chittagong to Akhaura is 237 km only. The road structure of Chittagong–Akhaura is presented in the following table. Roads and Highways Department (RHD) fixes it as a priority 2 for widening and improvement works.

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Table 18: Structural Features of the Regional Connectivity

Name of road sections Sections and lanes Volume-to- Capacity Ratio (V/C ratio) Chittagong - Mynamati (i) Chittagong-Mynamati making 4 >0.7 by 2010 lanes Mynamati - Akhaura (i) Mynamati – Brahmanbaria 2 lanes >0.7 by 2010 (ii) Brahmanbaria – Akhaura 2 lanes >0.7 by 2015 Source: Road Master Plan (2007), Roads and Highways Department (RHD)

With regard to railway transport, it can be noted that South Asia has one of the largest railway networks in the world, spreading over 77,000 route kilometres, which is an effect of that the Indian rail network alone covers 63,465 route kilometres. About 70% of this network is broad gauge largely in India, Pakistan and Sri Lanka, while in Bangladesh only about 25% of its network is broad gauge. In this context, it should be stressed that although the railway network historically played a significant integrating role in the socio-economic development of this part of the world, over the years it has been losing market shares to the road transport. This trend is now being halted by infusion of huge investments in a railway development plan in Bangladesh. Once the integrated transport system of South Asia becomes operational and the rail network is available for movement of intra-regional trade, rail transport should be able to win additional market shares, particularly for the long distance traffic in which it has a cost advantage.

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Figure 12: Bangladesh Railways Network

Source: KS Consultants

There are six rail corridors (Three Metre Gauge and Three Broad Gauge) in Bangladesh which have been providing in the past direct links between Bangladesh and India and connections through India to Bhutan and Nepal. Bangladesh also has a short common border with Myanmar but currently there are no rail links. Most of the rail infrastructure connecting India and Bangladesh still exists but India has changed the metre gauge railway head from Bangladesh.

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Earlier Chittagong Port was the hub of the Assam-Bengal Railway system with the metre gauge network but presently it is not carrying Indian or Nepalese goods for third country trade. However, India is constructing a new railway line towards Chittagong Port which will be operational at the end of 2015. The new railway line is Agartala – Sabrooma broad gauge line (112 km).To link with the Dhaka- Chittagong railway system, it will need to construct a new railway line from Sibroom to Chinkiasthana (10 km) which is the shortest distance from Sabroom to Dhaka – Chittagong railway corridor. The distance between Chinkiasthanaand Chittagong is 70 km double track but it would need to have a broad gauge, if there is no transfer facility at Sabroom or at Chinkiasthana. This railway line would then be the only potential railway link to Chittagong Port for the next decades to carry Indian freight. The historical railway links connecting to Chittagong Port for third country trade of Nepal were as below.

The followings were the historical railway routes of Nepal.  Birgunj (Nepal)-Raxaul (India)-Katihar (India)-Radhikapur (Indian)-Birol (Bangladesh)-Chittagong Port  Biratnagar (Nepal)-Jogbani (India)- Katihar (India)-Radhikapur (Indian)-Birol (Bangladesh)-Chittagong Port

An official report (2008) of Nepal pointed out that the growing congestion at Kolkata/Haldia Port is very serious and is reducing trade competitiveness because of the failure of commitments of Nepalese businessman. So, Nepal is looking for an alternative seaport to Kolkata/Haldia, which is Mongla Port rather than Chittagong. It could be mentioned that the distance between Nepal border to Kolkata and Nepal border to Monglaare about the same. However, presently about 70% of Nepalese third country trade is using the following routes for its export-import trade.

 Birgunj (Nepal)-Raxaul (India)-Barauni (India) –Kolkata/Haldia Port  Biratnagar (Nepal)-Jogbani (India)- Old Malda (India)- Kolkata/Haldia Port

With regard to regional inland waterways corridors, it is observed that they serve the interest of only Bangladesh and India, where levels of traffic both intra- country and transit had been reducing over years, although during a certain period of time bilateral traffic has been substantial. It was, however, recognised that inland waterways transport has great potential to provide a cost effective transport service between India and Bangladesh. To this end, it could be mentioned here that the regional waterways serves trade between Bangladesh and India only.

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Figure 13: Regional Waterways

Source: KS Consultants

It is mentioned in the above section that among the SAARC member countries, only Bangladesh and India have an organised network of inland waterways and services that are catering for the transit and inter country movement of freight traffic between these two countries. The SAARC Inland Waterways Corridor 1 is Kolkota–Haldia–Raimongal–Mongla–Kaukhali–Barisal–Hizla–Chandpur–Nara- yanganj–Aricha–Sirajganj–Bahadurabad–Chilmari–Pandu. This corridor begins in India, passes through Bangladesh and then re-enters India.

The SAARC Inland Waterways Corridor 2 is Kolkota–Haldia–Raimongal– Mongla–Kaukhali–Barisal–Hizla–Chandpur–Narayanganj–BhairabBazar–Ajmiri- ganj–Markuli–Sherpur–Fenchuganj–Zakigunj–Karimganj. This corridor also starts from Kolkata (India) and follows the same route as Corridor 1 all the way up to Narayanganj (741 km). Out of a total direct distance of 807 km from Raimongal to Zakiganj/Karimganj, the draft restriction for the portion from Raimongal to Narayanganj (431 km) is already covered under Corridor 1. From Narayanganj to Zakiganj/Karimganj (381 km) the corridor follows the Meghna and Kusiyara rivers. The draft available along this corridor varies between 1.83m

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Presently, India is using SAARC Waterways Corridor 2 up to Bhairab Bazar/Ashuganj (Ashuganj is located opposite site of Bhairab Bazar River Port) River Port to carry freight of northeast Indian states. The waterways freight transfers at Ashuganj transhipment yard to road transport truck and unloaded at the Akhaura (Bangladesh) – Agartala (Tripura, India) land port under amended Protocol between Bangladesh and India. Both the SAARC Waterways Corridors are not connected to Chittagong Port. The following table shows the regional waterways routes, length, features and drafts.

Table 19 Regional Inland Water Transport Corridor between Bangladesh and India and its Structures

Regional IWT Length (km) Class Indicated drafts in metres Raimongol-Mongla-Khulna-Kaukhali- 797 I & II 3.6 & 2.1 Barisal-Hizla-Chandpur-Narayanganj- Aricha-Sirajganj-Bahaduraba-Chilmari (Daikhawa) Raimongol-Mongla-Khulna-Kaukhali- 807 II & III 2.1, 3.6 & 1.5 Barisal-Hizla-Chandpur-Narayanganj- Bhairab-Ajmiriganj-Fenchuganj-Zakiganj Godagari-Rajshahi-Aricha-Sirajganj- 873 IV & II <1.5 & 2.1 Chilmari (Dhaikhawa) Source: Bangladesh Inland Water Transport Authority (BIWTA) The approved ‘points of entry and exit’ for using the waterways in Bangladesh are three in number. These are Raimongoal, Daikhawa and Zakiganj. The approved ‘port of calls’ in Bangladesh are Narayanganj, Sirajganj, Mongla Khulna and Bhairab Bazar/Ashuganj where loading, unloading and other facilities are provided to the Indian vessels.

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4.2 Existing Infrastructure

4.2.1 Road Connections to/from Chittagong Port

The capacity and efficiency of Chittagong Port contributes significantly to the efficiency and competitiveness of the country’s economy as a whole. Therefore it is imperative to upgrade the efficiency of the Chittagong Port keeping in mind its vision to become a more competitive transport hub with efficient links of multimodal transport (road, rail and water transport hinterland connection) in the near future. For improving the Chittagong Port capacity under the component of Roads and Highways Department (RHD), one access controlled road of length 1.5 km has been constructed recently from the Chittagong Port Access Road (CPAR) to Chittagong Container Terminal (CCT)/New Mooring Container Terminal (NMCT) yards to facilitate the Chittagong Port Trade Facility under the financial assistance of ADB.

There are some important road corridors connecting the main sea ports of Bangladesh like Chittagong and Mongla to and from east-west, north-south, and north across the country passing through the national highways. All the routes are well inter-connected with the Capital city and the sea ports, land ports, inland water ports and air ports.

Most of the current passenger traffic moves between Dhaka and Chittagong by day while much of the freight traffic move during the night to avoid the restrictions of truck movements in Dhaka. It appears from the Chittagong Port Authority sources that freight imports to Chittagong are increasing at around 10% a year and around 1200 TEUs (twenty-foot equivalent unit) being received each day. Of those between 110 and 140 TEUs containers per day are being transported by rail (around 8-10%of the total). The balance 90% of the containers is being transported to Chittagong (30%), Dhaka (60-70%) and the Northern districts by road, either in full box in long vehicles or in the shape of loose cargo in truck (open or covered).There are currently three main alternatives for freight transport between Chittagong and Dhaka which are road, rail and waterways.

It is found that most of the National and Regional Highways are connected to the Chittagong Port but the main problem encountered therein is from the entry/exit of port access roads which need to substantially enhance the capacity.

In addition, lack of parking and waiting facilities which lead to that trucks park at roadside in and around of the port giving rise to congestions. Therefore, it is imperative to take measures to overcome traffic congestion at the port areas.

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Traffic management is one of the options to reduce traffic congestion and increase the port access road capacity.

Figure 14: Chittagong Access Roads

Source: Google Maps and KS Consultants

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The 12 km long Chittagong Port Access Road has been opened for through traffic. This enabled direct dispatch of approximately 2,000 vehicles daily to and from port bypassing of Chittagong City. This has significantly reduced traffic congestion in the city. It connects Chittagong port to Dhaka Trunk Road at a point near Fauzderhat. The other roads connectivity to Chittagong Port is: (i) N1 from Sitakunda and Chandanaish; (ii) N106 from Hathazari; and (iii) N107 from Rangunia. In addition, one embankment road has been opened from Chittagong Port towards Dhaka.

4.2.1.1 Identified Problems

The present transport networks have inadequate coverage in terms of integration among the transport sub-sectors and they have been facing problems in the context of management and efficiency; for instance, improvement of transport services and maintenance of infrastructure. In addition, the port is within the Chittagong City area and under the jurisdiction of Chittagong City Corporation (CCC). The port access roads are urban roads under the City Corporation. On the other hand, National Roads (N1, N106 and N107) connect up to entry/exit point of Chittagong City roads and the national roads under the ownership of Roads and Highways Department (RHD). Therefore, it would be needed synchronise access road development programmes between CCC and RHD. The study has identified the following bottlenecks of road connectivity to and from Chittagong Port.  Traffic congestion at entry and exit points of Chittagong Port area  Inadequate use of Chittagong City bypass road  Lack of traffic management programmes  Stripping of containers are to a large extent made inside port areas due to the Customs regulations  Inadequate capacity of Dhaka-Chittagong National Highways (N1) essentially at the entry and exit points

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4.2.1.2 Planned Improvements

Among the various modes of transport, road transport system in recent years has been playing a significant role in transporting passengers and goods. The Government is also expending major share of its budget for road construction and maintenance. In fact, the transport sector needs huge investment in human resource development and management to protect and ensure full utilizations of their assets. However, the following planned projects are linked to the Chittagong Port connectivity and improvement of road capacity:  Extension to four lanes of the important Dhaka-Chittagong Highway. Implementation period from January 2006 to December 2014.

 Improvement of Jatrabari–Kanchpur road into 8-lanes. Implementation period from January 2011 to December 20113.  Completion of incomplete Bridges on the RHD Road Networks. Implementation period from July 2009 to December 2013.  Implementation of the Eastern Bangladesh Bridge Improvement Project (EBBIP) with JICA Fund. Implementation period from July 2009 to December 2013 (1st revised).  Preparatory Survey of the Western Bangladesh Bridge Improvement Project (WBBIP) and the Study Period from July 2013 to November 2014. The Implementation of the Western Bangladesh Bridge Improvement Project (WBBIP) with JICA Fund from July 2015 to December 2019.

 Improvement of Joydevpur–Mymensingh Road into four lanes Highway. Implementation period July 2010 to July 2013. This project will be revised for time extension.  SASEC Road Connectivity Project: Improvement of Joydevpur-Chandra- Tangail-Elenga Road (N4) to four lanes Highway. Implementation period from April 2013 to December 2018.  Construction of 2ndKanchpur, Meghna, and Gumati bridges financed by the JICA Fund. Implementation period from April 2013 to October 2021.

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4.2.2 Rail Connections to/from Chittagong Port

Bangladesh Railway (BR) inherited small truncated portions of the then British- Indian railways in 1947 with two different gauges; Broad Gauge (BG) and Meter Gauge (MG). The BG portion of the railway was a part of main Indian railway network oriented towards Kolkata, the then principal city of Bengal. On the other hand, the MG portion of the network connects the North-Indian States with Chittagong. Today 76 % of the railway network is directly connected with Chittagong Port through MG, DG and the rest for transhipment of traffic from BG to MG and vice-versa necessary for connectivity.

There were as many as four BG and four MG connections with Indian Railways (IR) in the year 1947.At present there are three BG (Benapole, Darshana and Rohanpur) and two MG (Biral and Shabazpur not in operation) connections between BR and IR, but only three BG connections are operative on the western border of the country. Bangladesh Railway is envisaging operation of two more connection, one by converting one MG connection to BG at Birol and other a new MG connection on eastern side of the country at Akhaura, whereas on IR this is again BG. This situation will compel transhipment arrangements between BR and IR for connectivity to Chittagong Port.

In respect of rolling stock BR has shortages of locomotives, passenger carriages and appropriate freight wagons. At the end of the year 2010-11 BR had 259 locomotives (71BG & 188MG) and 8,860 freight wagons (1916 BG & 6944 MG) and 21 marine vessels. Although BR has a large number of freight wagons, most of them are old and not suited to the current cargo freight demand. Especially container freight wagons are missing and new investments are planned.

The Dhaka-Chittagong railway corridor is still bearing the supremacy in context of carrying goods and passengers in Bangladesh. The corridor carries about 42% share of BR’s total passenger traffic and 2.2 million tonnes of all commodities (predominantly, container traffic, petroleum, wheat, rice, marble and stone, fertiliser, sugar, iron and steel) of the country. Presently, two-pairs of container trains are running every day from Chittagong Port to Kamlapur ICD, Dhaka and have a large potential to increase the container volumes. Since there is no scope for expansion of Kamlapur ICD, a new ICD at Dhirassram has been planned, which needs to be constructed as early as possible, to attract the increasing container traffic to rail.

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The corridor contains a mixture of single and double tracks and some sections are used beyond capacity. However, the government has taken initiative for construction of double tracks on the existing single track sections up to Chittagong. Of these, the work on double tracks of Tongi-Bhairab Bazar (64 km) and Laksam-Chinki Astana (61 km) sections are underway with ADB and JBIC funding respectively. The World Bank is considering funding double tracks of the remaining single track section of 71 km (Akhaura-Laksham section). Though most of the corridor would be double track after the implementation of projects mentioned above, two small sections would still remain as single track. The sections are Bhairab Bazar-Ashuganj (3.7 km) and Paghachang-Akhaura (9.3 km), which need to get doubled tracks on an urgent basis for increased train operation.

4.2.2.1 Identified Problems a) Infrastructure related restrictions - Only one ICD at Dhaka with annual capacity of 80,000 TEUs exists - Proposed ICD at Dhirashram (near Dhaka) is getting delayed - Feasibility Study for establishing more ICDs is not envisaged - Inadequate petroleum oil storage capacity at rail head depot - Absence of double track in main trunk route Dhaka- Chittagong - Absence of container transhipment facility between BG and MG - Lack of arrangements for inter-country/regional movement of container traffic to/from Chittagong seaport. b) Rolling stock related restrictions - Absence of dedicated locomotives for goods traffic - Absence of fleet (requirement) study for container and petroleum-carrying wagons c) Operational related restrictions - Absence of dedicated path for more petroleum carrying trains - Absence of market Study for petroleum movement by railway - Absence of market study for container movement by railway

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4.2.2.2 Planned Improvements

The railway has been subject to negligence and hence becoming increasingly uncompetitive compared with the road sector that has grown rapidly. Lately, there has been a shift in focus towards the railways and an increased use of them. The railway has been separated from the Ministry of Communication and a new Ministry of Railways has been established in December 2011. Budget provision for revenue maintenance and development budget has improved a lot. Recently, tariffs for both passengers and goods have been rationalized to some extent with the goal to reduce the financial deficits. Presently, the Asian Development Bank (ADB), Japan International Cooperation Agency (JICA) and the World Bank (WB) are funding different development initiatives of the railway sector in the country. Most of the Japan Debt Cancellation Fund is also being used for Bangladesh Railway. In addition, eight hundred million of total one billion USD Indian State Credit has been allocated for railway.

BR has its own development programme for overall improvements of its efficiency which will improve railways capacity to carry more traffic to and from Chittagong Port. Development programmes which have bearing to the port traffic movement to and from hinterland are listed below17:

Ongoing Infrastructure Projects:

Ongoing infrastructure projects which are relevant to the Chittagong Port connectivity:  Bangladesh Railway Sector Improvement Project: Construction of Tongi- Bhairab Bazar double line (MG), 64km- Improve Dhaka-Chittagong movement of trains. Implementation period from July 2006 to December 2014.  Dhaka-Chittagong Railway Development Project: Construction of double line track (MG) between Laksham and Chinkiastana, 67 km which will improve Dhaka–Chittagong train movement. Implementation period from July 2007 to June 2015.  Construction of two more (third and fourth) dual gauge lines in the Dhaka- Tongi section and one more (second) dual gauge line in the Tongi-Joydevpur section. The project will facilitate train movement between Kamlapur ICD (Dhaka)–Tongi. Implementation period from July 2012 to June 2015.

17Bangladesh Railways, 2013

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Future Infrastructure Projects which are relevant to the Chittagong Port connectivity:  Export Infrastructure Development Project: Construction of ICD at Dhirassram, Tongi (not yet started). This project will add to improvement of container movement to Dhaka.

 Dohajari-Ramu-Gundum (Myanmar)-Cox’s Bazar single line MG tracks construction. (A feasibility and detailed design is being done by consultant under ADB RCI program). This will facilitate Deep Sea Port connectivity and inter country connectivity to Myanmar (not yet started).  Double line between Laksham and Akhaura which will improve Dhaka- Chittagong train movement.

Ongoing Rolling Stock Projects

Apart from the above infrastructural development projects, BR have taken up a number of projects for procuring new rolling stocks. The following projects are related to goods traffic from and to Chittagong Port:  Procurement of 11 MG Loco (funded by JICA). Implementation period from July 2007 to June2016.  Procurement of 81 MG tank wagons (funded under Indian State credit) and procurement of 50 container flat wagons (funded by Indian State Credit). Implementation period from July 2010 to December 2013.  Procurement of 170 MG flat wagons for containers (Indian State credit). Implementation period from July 2010 to December 2013.  Procurement of 100 MG tank wagons (Indian State credit). Implementation period from July 2010 to December 2013.

 Procurement of 70 MG locos (Bidder’s financing). Implementation period from July 2012 to December 2017.

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4.2.3 Inland Waterway Connections to/from Chittagong Port

The waterway in Bangladesh is classified into four hierarchical classes. The classification is made principally according to the Least Available Draft (LAD). The waterways Class I and II are major transport corridors where LAD of 2.1m to 3.6m. The major waterways in Bangladesh are: 1. Mongla-Khulna-Kaukhali-Barisal-Hizla-Chandpur-Narayanganj-Bhairab (Ashuganj)-Ajmiriganj-Fenchuganj-Zakiganj 2. Narayanganj-Aricha-Sirajganj-Bahadurabad-Chilmari, and

3. Chittagong Port-Chandpur-Pangaon (Narayanganj).

Presently BIWTA performs hydrographical surveys only in the routes and areas which require priority attention. Hydrographical surveys or other related investigations as such have not been carried out over a vast portion of the IWT network in recent years. It is therefore not prudent to make comments on the current condition of the waterways. However information gathered from officials and operators reveal that navigation during high water periods do not usually face any problems. In the winter seasons, although there is long stretches of waterways with sufficient depths but sedimentation and shoals appear in many places and hinder vessel movement. These are the critical spots which influence navigation over an entire fairway and which BIWTA has to dredge in order to make navigation smooth and non-hazardous. The figure below shows the waterway route between Chittagong Port and Pangaon container Terminal.

Keeping in view the future limitations of roads and railways modes, the Government of Bangladesh has constructed an Inland Container River Terminal at Pangaon, Dhaka to introduce container movements in IWT sector. The physical construction works of First Phase has been completed in December 2013. The operation of the container terminal will commence soon after procurement of three container vessels to ply in the Chittagong Port–Pangaon route.

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Figure 15: Waterways Route between Chittagong Port and Pangaon (Narayanganj) Container Terminal

Source: KS Consultants

The IWT corridor from Dhaka and Narayanganj inland ports to Chittagong seaport is a nationally important route and classified as Class I with a guaranteed Least Available Depth (LAD) of 3.6m. The waterway has adequate navigational draft for most of its length even during low water season except for spots where deposition of silt takes place. One of such chronic problem spots lies near about Hizla in the Lower Meghna River. The route also crosses the open coastal waterways of the Bay of Bengal which is subject to rough waves.

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The terminal provides the following facilities:  Mobile Harbour Crane (MHC)  RCC jetty (upstream): 1,411sqm  RCC jetty (downstream): 1,411sqm  Container freight station: 2,800sqm  Paved area (marshalling yard, etc.): 60,000sqm  Bank protection work and revetment: 60,250sqm  One administrative office building  One workshop (repair/ maintenance facilities) - The container terminal has two berths initially in the First Phase, which is expected to cater for 30,000 TEUs per year. BIWTA estimates that number of containers shall increase at an incremental rate of 10% per annum for the next four years, thereafter at 15% up to the 14th year, and at full capacity of 116,000 TEUs from the 15th year. The forecast for the following years expect a further increase from the 15th year and provision for an additional berth has been planned for the next phase. Ultimately it is planned to handle a total of 160,000 TEUs annually.

4.2.4 Identified Problems  Construction of an access road of about 4.3 km length to Pangaon is not yet completed. The access road will connect to Dhaka – Chittagong Highways (N1) at Bangladesh-China Friendship Bridge.  Only three reconditioned container vessels has been procured to transport 30,000 TEUs per year from Chittagong Port. Calculations suggest that four vessels would be needed to cater the estimated volume of containers.

4.2.5 Planned Improvements

Ongoing programmes

 Procurement of three reconditioned Container Vessels for the Chittagong – Pangaon route

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Future programmes  BIWTA has a plan to build a small-scale container terminal at Khanpurat Narayanganj. The envisaged capacity of the terminal is 60,000 TEUs per year.  Container terminal at Ashuganj river port: Containers from Chittagong are presently coming to Dhaka/Narayanganj area due to the presence of related industries in these places. It is envisaged that after construction of this container terminal, it can serve the North-Central part of the country (e.g. Mymensingh) with the aid to industrialisation in those areas.

4.3 Existing ICDs

4.3.1 General Overview

Chittagong Port handles both container and bulk commodities. The exported commodities by Chittagong Port are mainly readymade garments, knitwear, fertilizer, jute & jute products, hides and skins, tea, naphtha, molasses, frozen foods etc. On the other hand, the imported commodities by the port are mainly food grain, cement clinker, sugar, salt, fertilizer, general cargo, iron materials, chemicals, coal and edible oil etc. To handle the export-import commodities, there are both government and privately constructed ICDs. The government ICDs are: (i) Chittagong Container Terminal (CCT), (ii) New Mooring Container Terminal (NCT) and (iii) Inland Container Depot (ICD), Kamlapur, Dhaka.

The history of private off–dock operator in Bangladesh is not very old. With a view to aid Chittagong Port in preventing frequent cargo congestion, GOB allowed private off-dock operators in the middle of 1990’s initially for handling empty containers only. Gradually, with increased containerized volume of import/export, from 2,000 Container Freight Station (CFS) services was also allowed, first to handle export cargo and subsequently from second half of 2007 with the de-stuffing of limited items of import cargo as well. At present there are 18 off-dock operators in the country. Private players have set up the CFSs/ICDs in proximity of the Chittagong port. The descriptions of the privately constructed ICDs/IFSs are discussed in the following section 4.2.2. However, connectivity to the hinterland is of prime importance to boost the container trade. Adequately planned schedules well synchronized intermodal network and availability of end- to-end connectivity to the prime destinations or consumption centres improve the distribution network and reduce the transit times. The primary functions and benefits of ICDs/CFSs in Bangladesh can be summarised as follows:

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The primary functions of ICDs/CFS:  Receipt and dispatch/delivery of cargo  Stuffing and stripping of containers  Transit operations by rail/road to and from serving ports  Customs clearance  Consolidation and desegregation of LCL cargo  Temporary storage of cargo and containers  Maintenance and repair of container units

The benefits as envisaged from ICDs/CFSs:  Concentration points for long distance cargoes and its unitisation  Service as a transit facility.  Customs clearance facility available near the centres of production and consumption  Reduced level of demurrage and pilferage  No Customs required at gateway ports  Issuance of through bill of lading by shipping lines, hereby resuming full liability of shipments  Reduced overall level of empty container movement  Competitive transport cost  Reduced inventory cost  Increased trade flows

4.3.2 ICD Locations

It has been reiterated for quite some time that better connectivity of the hinterland and the ports is the key to achieving the set ambitious growth targets for the development of the ports and related infrastructure and thereby achieve the desired economic development.

The CFSs/ICDs function as dry ports which act in the capacity of the ports to reduce the congestion at the seaports. Connectivity of railways is one of the key to success of the containerisation movement. The following tables describe the locations of ICDs/CFSs.

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Table 20: Location of Privately Constructed ICDs/CFSs in Bangladesh

Name of Private Depot Location Distance Area Daily (sqm) Capacity (TEUs) Inland Container Depot Kamlapur, Dhaka 320 476,302 4067 Chittagong Container Chittagong Port Inside 162,700 - Terminal (CCT) New Mooring Container Adjacent to Adjacent - - Terminal (NCT) Chittagong Port Source: Chittagong Port Authority and Bangladesh Railway, January 2013

Table 21: Location of Privately Constructed ICDs/CFSs in Bangladesh

Name of Private Depot Location Distance Area Capacity (acre) (TEUs) Ocean Container Ltd Katghar, North Patenga, 6.0 13.84 5,000 Chittagong Vertex Off Dock Logistic North Patenga 6.0 - 2,500 Services Ltd. B M Container Depot Ltd Shitalpur, Sitakunda 15.0 24.0 15,000 QNS Container Service CEPZ 1.5 3.67 3,000 Ltd Iqbal Enterprise Ltd Kalurghat, Chittagong 14.0 4.0 800 Shafi Motors Iggah, Chittagong 7.0 8.0 3,000 Trans Container Ltd CEPZ 1.5 1.02 1,500 K & T Logistics Ltd CEPZ 1.5 8.0 2,000 Esack Brothers Industries Old Port market, 1.0 17.0 1,026 Ltd Chittagong Nemshan Container Ltd North Sonaichari, - - - Sitakunda Chittagong Container X & Y shed, South 1.5 - 3,500 Transportation Co. Ltd Halishahar, Chittagong Port Link Logistic Centre Bhatiyari, Chittagong 15.0 27.48 1,510 Ltd Summit Alliance Port Ltd Patenga, Chittagong 6.5 25.0 - M/s Incontrade Ltd Patenga, Chittagong 7.0 - - M/s K D S Logistic Ltd Sonai Chari, Sitakunda 15.0 - - M/s Golden Container Ltd North Kattali, Chittagong 7.5 - 4,000 M/s Saberahmed Tiber Kalurghat, Chittagong 12.0 - - Co. Ltd M/s Eastern Logistics Ltd North Patenga, 6.0 - - Chittagong Source: Chittagong Port Authority, January 2013

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4.4 The Role of the Export Processing Zone

In early 1980’s Bangladesh Export Processing Zone (EPZ) has emerged to attract capital investment in EPZ. The manifested target to set up EPZ has been fixed up at rapid industrialization, employment of human resources, transfer of technology and foreign exchange earnings by boosting up export. EPZs are special enclaves, separated from the Domestic Tariff Area (DTA) by fiscal barriers and are intended to provide an internationally competitive duty free environment for export production at low cost. EPZs are benefitted usually from the following:  Modern and efficient infrastructure  General fiscal and non-fiscal concessions to firms  Better governance due to single window facilities to ensure corruption and red tape free business environment.

The success stories of EPZs in different countries formed to be closely associated with the physical facilities provided by them to the potential investors. Therefore, the provision of creating infrastructure, buildings and ensuring public utilities to the investors were planned in the early stage of Bangladesh EPZ.

Table 22: Infrastructure Facilities of EPZs

Basic Infrastructure Facilities of EPZs 1. Basic infrastructure: Electricity, gas, water, road, telecom, e-mail etc. 2. Fully serviced plots (Avg. Size 2000sqm) 3. Factory building available on rental basis. 4. Enclave for workers dormitory. 5. Warehouses available 6. Business support service: courier (DHL, FedEX), Banks, Police station, fire station, post office, C&F agent, shipping agent, MTO etc. 7. Administrative support service: shopping centre, green area, day- care centre, commissariat, health club, investors club, medical centre, sports complex, accommodation for expatriates, school and college, public transport etc. Source: KS Consultants

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Before establishment of EPZ, the Government of Bangladesh had passed the Bangladesh Export Processing Zones Authority Act, 1980, 26th December, which was an act for the establishment of the Bangladesh Export Processing Zones Authority. The objectives of the Authority are: a) to foster and generate economic development of Bangladesh by encouraging and promoting foreign investments in a Zone; b) to diversify the sources of foreign exchange earnings by increasing export of Bangladesh through a Zone; c) to encourage and foster the establishment and development of industries and commercial enterprises in a zone in order to widen and strengthen the economic base of Bangladesh; and d) to generate productive employment opportunity and to upgrade labour and management skills through acquisition of advanced technology.

The functions of the Authority are as follows:  to take possession of land to be acquired or requisitioned by the Government for the purpose of creation and development of a zone;  to allot land and building-spaces in a zone to investors on sale, lease or on rent and to allow them to mortgage the allotted lands for raising loan from financial institutions or commercial banks;  to provide infrastructure facilities, including buildings, utilities and warehouses;  to process applications for setting up of industries within a Zone and accord sanction in accordance with the guidelines given by the Government from time to time;  to provide customs bonded facilities in accordance with customs regulations for importation into a zone of building materials for construction purposes and packaging materials, raw materials and intermediate goods for the purpose of processing for exports;  to allow import of raw materials or semi processed or other goods required for use in the zone and export of semi processed, processed or other goods to be specified by the Board of the Authority in such manner as may be prescribed;  to assist in transportation of imported raw materials and intermediate goods in bonded condition and export of finished products;

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 to provide necessary banking facilities within the zone in consultation with the Bangladesh Bank;  to establish liaison with the port, municipal and other authorities to make arrangement for transportation of imported raw materials and intermediate goods on bonded condition and for export of finished products; and  to sanction employment of foreign nationals in accordance with the guidelines given by the Government from time to time, to posts for which local expertise is not available for efficient running of the industries in a zone;

After enactment of the Bangladesh Export Processing Zones Authority (BEPZA) Act, 1980, different types of products based industries have been setup in eight EPZs since 1983. As of June 2012, a total number of 406 industries are in operation in the EPZs under BEPZA. A total of 340,021 Bangladeshi citizens were employed in EPZs till that time. During financial year 2011-2012, goods worth US$ 4,210.80 million were exported from EPZs. The following table shows the number of active industries, export amount and employment. The EPZ at Chittagong is the most important Export Processing Zone in Bangladesh.

Table 23: Number of Industries, Export and Employment of EPZs

Name of EPZs Industries Export Employment (US$ million) Chittagong 167 15,062.60 176,274 Dhaka 102 12,584.44 85,490 Adamjee, Dhaka 36 560.57 21,017 Comilla 32 712.30 12,776 Karnaphuli, Chittagong 38 489.01 26,830 Ishwardi, Pabna 11 82.88 7,653 Mongla 11 128.76 1,471 Uttara, Nilphamari 9 22.70 8,510 Total 406 29,645.69 340,021 Source: Bangladesh Economic Review, 2012, Ministry of Finance

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Table 24: Enterprises by Product and Employment of EPZs (up to 2012)

Name of EPZs Industries Employment Garments 101 193,245 Garments accessories 70 17,107 Knit & other textile 44 37,901 Textile 41 22,355 Electrical & electronics 17 4,805 Footwear & leather 25 20,017 Caps 5 7,860 Tent 8 8,486 Terry towel 18 6,863 Metal product 12 1,724 Plastic goods 11 2,861 Paper product 2 99 Fishing reel & golf 1 580 Rope 2 575 Service oriented 6 888 industries Agro product 7 286 Furniture 3 1,573 Power industry 2 97 Chemical 5 71 Sports goods 1 319 Miscellaneous 25 12,309 Total 406 340,021 Source: Bangladesh Economic Review, 2012, Ministry of Finance

Bangladesh has achieved a strong export success through the EPZs. In the total foreign exchange earnings of the country through exports, the share of EPZs increased from a low level of 0.02% in 1983-84 to about32% in 2011-12. The share of EPZs in the foreign exchange earnings through the exports of manufactured goods also shows the same trend over the corresponding period reflecting fast decline in the relative share of the DTA in both total exports and the exports of manufactured goods and the resulting foreign exchange earnings of the country. Annual trend rate of growth of export earnings of the EPZs has been more than six times higher than that of total national export earnings and more than four times higher than that of total national export earnings from manufactured goods. It means that export performance of the EPZs is much more impressive than that of the country as a whole. The enterprises of EPZs have

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 79 exported goods worth of US$ 29,645.68 million up to June, 2012 and it was US$ 10,003.62 million till June 2005 and the present contribution of EPZs is about 20% of total national export.

Table 25: Export Trends by EPZ (US$ million)

Name of EPZs 2007-08 2008-09 2009-10 2010-11 2011-12 Chittagong 1,117.17 1,188.15 1,333.53 1,666.88 1,883.81 Dhaka 1,146.50 1,190.36 1,216.49 1,521.78 1,614.45 Adamjee, Dhaka 15.10 60.13 103.65 164.68 207.32 Comilla 131.38 95.85 95.34 145.46 148.36 Karnaphuli, 9.86 39.13 56.81 138.16 245.05 Chittagong Ishwardi, Pabna 1.21 0.79 7.54 25.96 41.53 Mongla 8.26 7.06 7.29 27.93 54.24 Uttara, Nilphamari 0.10 0.24 1.90 6.77 16.03 Total 2,429.58 2,581.71 2,822.55 3,697.62 4,210.79 Source: Bangladesh Economic Review, 2012, Ministry of Finance

For the last three decades, the Bangladesh EPZs has achieved its goal and attracted many brand products worldwide. The Bangladesh EPZ enterprises are exporting world famous brand products like Nike, Reebok, Lafuma, H & M (Sweden), GAP, J.C. Penny, Wal-Mart, Kmart, OSPIG (Germany), Mother Care (UK), Lee, Wrangler, Dockers, NBA, Tommy Hilfiger, Out Door, Adidas, Falcon (USA), Edie Bauyer, Eagle, Releigh (UK), Emmilee, Free Spiril (UK), Miles (Germany), Brouks, American Eagle, Hi-Tech (UK), Decathlon, Phillip- Maurice (UK), Federated, Styles Co, SAG Harbour (USA), Wins More, LL Bean, Target, Autica, Disley, Vans, Vftnfcamera Lens (IO Parts) Konika, Minolta, Golf Shafts, Abu Garcia, Mobile Parts of Sony, Automobile Parts of Nissan, Mitsubishi & Hino.

4.5 Chittagong Port Infrastructure Connections

Rail and road traffic is routed through the Chittagong Port and Capital City Dhaka transport corridor. Roads and railways form an invaluable part of the connectivity network of the Bangladesh Transport System. Inland Water Transport in Bangladesh is not well developed and is also not available for the last mile connectivity. Thus Bangladesh goods transport has to rely a lot on the roads and railways for the end-to-end delivery of goods.

River traffic is borne on inland navigation barges which ply on the waterways to landing stations. The traffic is either from lighter-age of ships at the deep anchorage point oil and at Kutubdia consisting of clinker, food grains and

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 80 Strategic Master Plan for Chittagong Port – Final Report, Part 1 fertilizers. Oil volumes are also carried by road and rail transports. Domestic traffic of the local factories of fertilizers is using the waterways traffic. Container traffic both for export and import are depending on road and railway for their hinterland transport so far. Through the Pangaon Inland Water Container Terminal a possibility to use inland waterways now also exists. There are 18 CFSs around the Chittagong Port which are under private operators.

Chittagong Container Terminal (CCT) is connected by the railway. The terminal holds a capacity 6,408 TEUs, a quay length of 450m, a CFS with 12,700sqm, a container storage yard 150,000 sqm and railway container side line of 550m. Train placement and withdrawals are handled by BR from Chittagong Port to the Marshalling Yard (CGPY) which is situated three km away from CCT. Handling arrangements are controlled by the Chittagong Port Authority through their private handling contractor. Container and other oil/goods trains are dealt together at CGPY – containers up trains from Chittagong Port to Kamlapur ICD, Dhaka and container down train from Kamlapur ICD, Dhaka to Chittagong Port. In addition, Bangladesh railway connection to the port is bifurcated from Fozdarhat Junction through a single line exclusively built for port access. The New Mooring Container Terminal (NCT) is also connected by the railway .The EPZs are not directly connected by rail. The following tables describe the Chittagong Port connectivity by road, rail and waterways among EPZs, ICDs and IFSs.

Table 26: EPZs and Chittagong Port Connections

Name of EPZs Mode of Connections Road Rail Water Chittagong Yes No No Dhaka Yes No No Adamjee, Dhaka Yes No No Comilla Yes No No Karnaphuli, Chittagong Yes No No Ishwardi, Pabna Yes No No Mongla Yes No No Uttara, Nilphamari Yes No No Source: KS Consultants

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Table 27: Government Constructed ICDs and Chittagong Port Connections

Name of Government ICDs Mode of Connections Road Rail Water Kamlapur ICD Yes Yes No Chittagong Container Terminal No Yes No New Mooring Container Terminal Yes Yes No Pangaon Inland Water Container Yes No Yes Terminal Source: KS Consultants

Table 28: Privately Constructed ICDs (CFSs) and Chittagong Port Connections

Name of Private ICDs Mode of Connections Road Rail Water Ocean Container Ltd Yes No No Vertex Off Dock Logistic Services Ltd. Yes No No B M Container Depot Ltd Yes No No QNS Container Service Ltd Yes No No Iqbal Enterprise Ltd Yes No No Shafi Motors Yes No No Trans Container Ltd Yes No No K & T Logistics Ltd Yes No No Esack Brothers Industries Ltd Yes No No Nemsham Container Ltd Yes No No Chittagong Container Transportation Yes No No Co. Ltd Port Link Logistic Centre Ltd Yes No No Summit Alliance Port Ltd Yes No No M/s Incontrade Ltd Yes No No M/s K D S Logistic Ltd Yes No No M/s Golden Container Ltd Yes No No M/s Saberahmed Tiber Co. Ltd Yes No No M/s Eastern Logistics Ltd Yes No No Ocean Container Ltd Yes No No Source: KS Consultant

In the figure below, an overview of the geographic locations and the distances to the different ICDs around Chittagong Port are shown.

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Figure 16: Location of ICDs/Off-Dock Terminals in Chittagong - Overview

Source: Google Maps and NYK, 2013

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5. TRAFFIC FORECAST

This chapter provides the forecast of cargo handling potentials for Chittagong port. Based on economic and industrial developments the volume projections differentiate between container, break bulk/RoRo cargo, dry bulk, and liquid bulk handling.

5.1 Methodology and Approach

Port handling demand in general is a combination of both origin/destination traffic (imports/exports, including domestic and transit traffic), as well as transhipment traffic. Import/export traffic is directly related to the demand for/supply of cargo in the domestic or transit country, which, among other factors, is usually dependent on economic conditions (GDP growth), population, consumption and production patterns. The cargo is received and delivered further through different hinterland transport modes, i.e. road, rail and inland waterways.

In the case of Bangladesh, currently no measurable transit volumes are transported through the seaports. However, a Joint Communiqué signed in January 2010 between Bangladesh and India allows offering multimodal transit access to India and port access to Nepal and Bhutan. Since 1976 a Trade and Payment Agreement and a Transit Agreement between Bangladesh and Nepal are in place. Bangladesh and Bhutan have a Transit Agreement since 1984, which however is not operational at present.

Transhipment refers to the transfer of mainly containers from one vessel to another for the purpose of onward maritime transport, enabling shipping lines to achieve their business objectives by finding an operative optimum between economies of scale and wide port coverage. Due to its geographical location, the existing regional hubs mainly in Singapore and Colombo, and the own draft restricted handling facilities, Bangladesh ports are not considered suitable for transhipment. Therefore, this aspect is excluded from the forecast.

The forecast of the handling potentials at the port of Chittagong looks at a period of 30 years, i.e. until 2043 and differentiates between three scenarios, the Base, the High and the Low Case. The handling volumes of different cargoes are projected separately, with the main focus on containers, but also liquid and dry bulk as well as vehicles. The forecasts are based on:  a thorough quantitative and qualitative analysis of past trends regarding economic development, foreign trade, and port handling in Bangladesh;

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 an analysis of the market developments in the region, with focus on the most important competing ports;  identification of the crucial parameters that determine demand as well as supply of port services in the region;  projection of these parameters based on a mix of quantitative and qualitative information;  projection of the handling volumes (by type of traffic) starting from an overall forecast of the total market of the Bangladesh ports; the forecast allocates market shares to Chittagong and the individual competitors and shows handling potentials, differentiating between imports and exports; these include possible transit volumes from India, Nepal, and Bhutan through Chittagong, which are not expected to reach considerable volumes due to the existing industrial and trade relations between the countries and India and the new port in Sittwe, expected to handle NE Indian transits;  assumptions on average parcel size (i.e. a typical volume of one ship load to be handled) differentiated by commodity; dividing the projected volumes by the respective parcel sizes results in the expected number of vessel calls at Chittagong Port, and their development over the forecast period.

The forecasting of cargo handled at Bangladesh ports is based on the methodology of elasticity techniques, using the development pattern of the economy and of the different commodities. However, due to the complexity of the analysed cargo developments, also the opinion and judgment of experts is incorporated when appropriate past data is not available.

In economics the concept of elasticity (multiplier) is a tool for measuring the responsiveness of a function to changes in parameters in a unit-less way. To determine the elasticity of two parameters x and y, the following equation can be applied:

Elasticity = (% change in parameter x/% change in parameter y)

Following this equation, the elasticity is the ratio of the percentage change in one variable to the percentage change in another variable. For the interpretation, if the elasticity is larger than 1, the relationship between the two parameters is considered to be elastic (a parameter responds largely to small changes in other parameters). If it is less than 1, the relationship is said to be inelastic (it does not change much in response to changes in other parameters).

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Historic data for real GDP growth rates for Bangladesh have been obtained from the International Monetary Fund (IMF) and the Economist Intelligence Unit (EIU). Based on extensive qualitative and quantitative information provided by external sources (EIU, IMF, World Bank) as well as on the Consultant’s own expertise, growth rates for the Bangladesh GDP have been estimated.

Besides the economic development the scenarios differentiate in the market share that can be achieved by Chittagong, taking into consideration future developments of handling capacities and the underlying restrictions, respectively, with regard to Chittagong and the directly competing ports. A major concern is the limited water depth in all existing Bangladesh ports, which will limit the size of ships being able to call and thereby restrict the possibility of Chittagong becoming a regional hub.

5.2 Projection of Handling Volume Potentials

As basis for the forecast of handling potentials for Chittagong port the statistics of CPA are used. These differentiate only between container and bulk cargo and include large volumes that are not specified by commodity group in “Other”. Therefore, the forecast of break bulk/RoRo, dry bulk and liquid bulk handling concentrates on the known commodities, while an additional forecast is made for other bulk, of which the type of bulk/general cargo is not known.

5.2.1 Containers

The long-term development of containerised imports is directly related to the economic development of a country or region. An expanding economy usually leads to more trade in order to meet the rising demand of industry and consumers. Equally, the increasing trade is considered to be the engine of growth for a country’s wealth.

This is frequently reflected in a correlation between the growth of the real GDP and the container throughput growth in import dominated economies. The relationship between GDP growth and container throughput growth is generally regarded as the best available tool for forecasting future container throughput on a macro level. Typically, the elasticity factor of container growth relative to GDP growth varies with the per capita income of a country. Whereas the multiplier is generally high in emerging and transition countries it is considerably lower in high income countries. This reflects the increasing maturity of the economy in general. Therefore, the multiplier used in this traffic forecast will decrease gradually from 1.7 (based on the past relation between GDP and container handling in Bangladesh) to even below 1.0 towards the end of the forecast period

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 86 Strategic Master Plan for Chittagong Port – Final Report, Part 1 in order to reflect long-term reducing growth rates to provide a realistic development pattern.

Currently, about 80% in terms of value and 45% in terms of volume of the Bangladesh exports are ready-made garments, which are exported completely in containers. In addition, over 22% of the containerised imports are raw cotton, yarn and fabrics. Therefore, the future development of this industry is an essential factor for the growth of container handling in Bangladesh. In addition, the exports of jute and jute products, leather products as well as of frozen cargo, which are also completely containerised, play an important role for the future container handling development in Chittagong (see chapter 2.3 above).

Based on the expected economic development and on the past container handling growth, the total container handling in Bangladesh is expected to increase from 1.44 million TEU in 2012 to 2.94 million TEU in 2020, to 6.09 million TEU in 2030, and to 10.20 million TEU in 2043 (Base Case), which means an average growth of 6.5% per year, compared to 10.1% 2002-2012. It is assumed that until 2025 the only seaports handling containers in Bangladesh remain Chittagong and Mongla, whereby Mongla is expected to increase its container handling compared to the past ten years with an average growth of 3.6% p.a., up to the capacity limit of 50,000 TEU but then keep this volume because no further expansion of the port is foreseen. At present, the new seaport of Paira has not been considered as competitor for container handling.

From 2026 onwards the port of Sonadia is expected to be operational and start handling containers with a volume of 200,000 TEU. By 2030 a volume of almost 1 million TEU is projected and by the end of the forecast period in 2043 Sonadia will have a market share of 50% in Bangladesh’s container handling, reaching 5.1 million TEU. The increasing market share is attributed to the fact that Sonadia will offer facilities for larger vessels so that any potential direct calls of container ships will go there while it is assumed that Chittagong will continue to be called by feeder vessels.

After in 2013 a stagnation of container handling is anticipated due to the continuous trade and transport disruptions because of frequent strikes and transportation route blockages, Chittagong can be expected to increase the container handling volumes from 1.4 million TEU in 2012/13 to 2.9 million TEU in 2020, then reaching a peak volume of 5.6 million TEU in 2036 before a slight reduction to 5.0 million TEU is projected by the end of the forecast period due to the increasing volumes at Sonadia. By 2043 the market share of Chittagong will be 49.5% in the country’s total container handling. It is, however, important to

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 87 underline that these volumes can only be achieved in Chittagong when the operational efficiency is improved significantly.

The traffic projections show for all three scenarios increasing container volumes, however at different growth rates, due to the correlation with GDP developments. In the High Case Chittagong will achieve a handling volume of 6.92 million TEU by 2043 out of a total Bangladesh container traffic of 13.94 million TEU. In the Low Case 3.64 million TEU are projected for Chittagong out of a Bangladesh total of 7.38 million TEU at the end of the forecast period.

The following figure gives an overview of the developments of container handling at Chittagong port, differentiated by scenario. The complete forecast is presented in Table A.1 - A.3 in Annex 1.

Figure 17: Chittagong Container Handling Potentials to 2043

Source: HPC 2013

In a second step of the container forecast for Chittagong, the projected volumes expressed in TEU have been calculated in number of boxes, assuming the share of 40’ boxes will rise from currently 46.5% to 60.0% by the end of the forecast period. Such development is a general tendency when the markets become more mature which means larger FCL consignments are imported and exported. The total number of boxes is expected to increase from 959,974 boxes in 2012 up to 3.16 million boxes in 2043 (Base Case).

It is assumed that during the forecast period the share of exports will slightly increase from 48.4% to 49.0% while the import share will decrease accordingly from 51.6% to 51.0%, leading to volumes of 1.55 and 1.61 million boxes, respectively. This can be attributed to a widened export product base due to

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 88 Strategic Master Plan for Chittagong Port – Final Report, Part 1 improved economic and industrial development. It is further expected that the share of full 40’ export containers increases from 37.4% to 40.4% and of full 40’ import containers from 31.3% to 33.1% (excl. reefer containers), while the share of 20’ containers decreases accordingly. The following figure shows the expected development of the distribution of container handling in Chittagong. Currently, all reefer handling (14,196 boxes in 2012) is export of full containers, 97.3% of which 40’ boxes. During the second half of the forecast period also some imports of reefer cargo are expected.

Figure 18: Chittagong Container Handling by Type and Direction to 2043 – Base Case

4,000,000 Import Reefer Empty 40' 3,500,000 Import Reefer Empty 20' Import Reefer Full 40' 3,000,000 Import Reefer Full 20' Import LCL 2,500,000 Import Empty 40' 2,000,000 Import Empty 20' Import Full 40' 1,500,000 Import Full 20' Export Reefer Full 40'

No. of Boxes 1,000,000 Export Reefer Full 20' 500,000 Export Empty 40' Export Empty 20' 0 Export Full 40' Export Full 20' 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 Source: HPC 2013

A similar development is expected in the alternative scenarios. The complete forecast is presented in Table A.1 - A.3 in Annex 1.

5.2.2 Break Bulk/RoRo Cargo

Break bulk cargo is also defined as conventional cargo. Such cargo is loaded into ships as individual pieces or unitised in pallets or in bundles, but it is neither containerised nor takes it the form of dry or liquid bulk consignments. The CPA statistics do not differentiate break bulk from overall bulk cargo handling. The only commodity that could be separated is vehicles, while distinct statistics for other cargoes like e.g. steel coils, project cargo or food grains/sugar in bags, which are usually considered as break bulk, are not available. Some information was provided with regard to hardwood logs; as this is limited to one year, too

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 89 many assumptions would have to be made for a separate forecast, therefore this is included in the forecast of other bulk (chapter 5.2.5) and details are mentioned there.

Bangladesh does not have an automobile industry. A certain volume of buses and trucks is imported CKD (completely knocked-down, usually in containers) and assembled in the country, but all passenger cars and the majority of the other vehicle types are imported as RoRo cargo. As no reliable statistics about vehicle imports exist, the overview of yearly vehicle registrations collected by the Bangladesh Road Transport Authority is used as basis for estimating future demand.

Table 29: Vehicle Registrations in Bangladesh

2013 2010 2011 2012 (Jan-Oct)

Passenger Car 22,960 12,950 9,224 8,980

Jeep 2,124 2,134 1,569 1,109

Pick-up 8,967 10,460 7,625 5,702

Motorcycle 109,110 114,616 101,588 71,714

Auto Rickshaw (3-Wheeler) 18,327 20,423 23,545 13,647

Taxi 19 75 172 50

Bus 1,762 1,761 1,439 1,013

Minibus 895 276 249 137

Microbus 6,975 4,051 3,044 2,211

Ambulance 287 219 181 203

Cargo/Delivery Truck 2,110 1,493 1,056 1,244

Covered 2-Axle Truck 1,898 2,354 1,421 1,896

Truck 9,535 7,327 4,335 4,395

Tank Truck 327 317 195 204

Tractor 3,745 5,200 3,494 1,657

Total 189,041 183,656 159,137 114,162

Source: Bangladesh Road Transport Authority 2013

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Vehicle demand depends on population growth and per capita income. The motorisation rate per 1,000 inhabitants in Bangladesh is presently very low, but can be expected to increase with improving economic development. As the local assembly of vehicles is very limited it can be expected that with the positive economic development the imports will increase. However, one major pre- requisite for rising vehicle demand – besides growing incomes – is that the condition of the infrastructure is improved significantly and that road congestion can be reduced.

Another main factor is the reduction of import duties, which currently are 30% plus 15% VAT on new cars, but between 131% and 841% on used motor vehicles, depending on the type, engine size, age and exporting country. About 90% of all imported vehicles are used and the age limit for imports is three years. The overwhelming majority of imported cars are Japanese models, used ones mainly from Toyota and new ones from Mitsubishi, Toyota and Nissan.

Due to the high duties combined with an extremely complicated customs system as well as due to the limitation of bank loans, the import of new cars has come almost to a halt in the past months and also the import of used cars has been decreasing considerably: 2008/09: 27,000; 2009/10: 25,500; 2010/11: 19,800; 2011/12: 11,000; and 2012/13: 7,000. This tendency is also reflected by the handling figures provided by Chittagong and Mongla Port Authorities, which, however, do not differentiate types of vehicles.

Table 30: Vehicle Imports at Ports of Chittagong and Mongla

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Chittagong New Vehicles 2,692 2,398 2,893 2,845 2,196 3,030 2,105 3,400 2,699 2,458

Chittagong Used Vehicles 9,380 9,084 10,405 14,497 18,699 28,622 33,855 25,069 7,609 2,158

Chittagong Total Vehicles 12,072 11,482 13,298 17,342 20,895 31,652 35,960 28,469 10,308 4,616

Mongla Total Vehicles 0 0 0 0 0 0 255 3,119 9,925 8,988 Total 12,072 11,482 13,298 17,342 20,895 31,652 36,215 31,588 20,233 13,604 Source: CPA and MPA Statistics 2013

The number of vehicle imports through the two ports of Bangladesh is considerably lower than the number of vehicle registrations in the same years. As there is no possibility of verification how many vehicles are imported by land transport e.g. from India, and which type of vehicles are imported through the ports (the Consultant’s visits to the facilities of the port of Chittagong have shown that the majority of stored vehicles is passenger cars as well as also some trucks) the forecast concentrates on overall RoRo vehicle handling at Chittagong and Mongla ports.

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For this forecast a correlation between the growth of the real GDP and RoRo throughput growth is used. The resulting multiplier will recover from the negative development in the past years to 1.0 during the first half of the forecast period and then increase slightly, assuming that the mentioned pre-requisites are dealt with but simultaneously taking into consideration the existing road congestion and import restrictions. This is a rather conservative approach as typically in emerging countries vehicle demand growth rates are about three times higher than economic development.

It is assumed that also in the future vehicle RoRo imports concentrate on the ports of Chittagong and Mongla. Although Mongla has shown a considerable increase of vehicle handling volumes in the past four years, it is not known, how much capacity is available for further growth, while Chittagong in the past has already managed to handle over 35,000 vehicles per year. Therefore, the forecast expects that the future market shares will turn again in favour of Chittagong to 65% vs. 35% for Mongla. The total RoRo imports of vehicles of Bangladesh are projected to increase from 13,604 in 2012 to 54,238 in 2043 (Base Case). The resulting imports via Chittagong will rise from 4,616 units in 2012 to 35,255 units at the end of the forecast period. It can be expected that the majority will be passenger cars as in the past.

The development in the alternative scenarios will be accordingly, based on the different GDP projections. In the High Case Chittagong will increase the handling up to 45,064 vehicles and in the Low Case the expected handling volumes will grow less to 27,538 units in 2043 as shown below. The complete forecast is presented in Table A.4 - A.6 in Annex 1.

Figure 19: Chittagong Vehicle RoRo Handling Potentials to 2043

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Source: HPC 2013

5.2.3 Dry Bulk

The main imported dry bulk commodities for Bangladesh are rice and wheat, sugar, salt, fertilisers, and cement clinker. Coal imports have been volatile and in the past ten years were between 0 and 18,000 tonnes per year through the two ports. However and despite the fact that large domestic coal reserves have been discovered, due to the government’s unclear coal policy Bangladesh has to prepare itself for considerable volumes of coal imports in order to cope with the future demand of the power generating sector.

Rice Imports

Bangladesh harvests three rice crops a year. In the market year 2012/13 (May- April) total production amounted to 34.0 million tonnes; for the market year 2013/14 a production of 34.2 million tonnes is expected from an overall area of 11.75 million ha.18 The rice consumption is expected to increase from 34.5 million tonnes in 2012/13 to 34.7 million tonnes 2013/14, of which 29.5 million tonnes for food use, 0.6 million tonnes for seed use and 4.6 million tonnes for feed use.

Strong domestic production, sufficient stocks, and the continued relative low price in the domestic market have effectively decreased demand for rice imports in MY 2012/13. In calendar year 2011/12, Bangladesh imported 53,160 tonnes of rice, as compared to 1.48 million tonnes in 2010/11. Based on current production forecasts and carry-over stocks, Bangladesh rice imports are forecast to reach 375,000 tonnes in MY 2013/14. India has typically been the principal supplier to Bangladesh. However, India’s ban on rice exports, (which was lifted end 2011), led Bangladesh importers to seek alternative suppliers in other countries like Myanmar, Vietnam, Thailand, Pakistan, and China. Rice imports are currently duty free and there are no quantitative restrictions on rice imports.

Table 31: Bangladesh Rice Market

(in 1,000 tonnes per Market Year) 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14

Rice Production 28,758 29,000 28,800 31,200 31,000 31,700 33,700 34,000 34,200

Rice Domestic Consumption 29,000 29,764 30,747 31,200 31,600 32,400 34,300 34,500 34,700 Rice Imports 531 1,570 1,658 146 660 1,486 53 300 430 Source: United States Department of Agriculture

18 See USDA Foreign Agricultural Service, Bangladesh Grain and Feed Annual 2013, 28/03/2013

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The Government of Bangladesh aims at making the country self-sufficient with regard to rice production. This will, however, require that the domestic production is increased by 300,000 tonnes per year in order to cope with the population growth. For 2021 the GOB calculates with a production of 36.8 million tonnes of rice, compared to 35.4 million tonnes for 2015.19

With the latest forecast of population growth in Bangladesh and taking into account an average consumption of 172.7 kg per year per person of rice, as calculated by the FAO20, the expected rice consumption will be at least 27.7 million tonnes in 2015 and about 29.6 million tonnes in 2021. Considering that the per capita rice consumption in Bangladesh has not reached saturation level yet and that stocks will have to be kept in case of failure of crops, it can be assumed that the majority of rice consumption can be met by domestic production but that a certain volume of rice imports will remain, although on a reducing level.

The forecast of imports of rice into Bangladesh therefore assumes decreasing rice imports from 300,000 tonnes in 2012 to 114,000-118,000 tonnes from 2026 onwards (Base Case), which has been based on the combined effect of population growth and the multiplier calculated from the previous import developments. Although this multiplier is highly negative at the beginning mirroring the increasing self-sufficiency of rice production of the country, it will rise to 1.0 at the end of the forecast period taking into account need to keep up with growing consumption levels.

There is a discrepancy between the annual import figures reported for Bangladesh by USDA and FAO on the one hand and the cargo handling statistics from Chittagong Port Authority on the other hand. These may be attributed to a mix of reference periods as some information refers to Market Years (May-April), while other is based on Fiscal Years (July-June) or Calendar Years. Furthermore, the statistics for the port of Mongla only provide data for handling of food grains in total; it has been assumed that 10% of the food grain handling in Mongla in 2012 was rice, the rest wheat. In addition, a certain share of rice imports is delivered by land transport from India. It has been assumed that this share was almost 83% in 2012, but will gradually decrease to 25% by 2043. The port of Sonadia will not handle any rice imports.

19 General Economics Division, Planning Commission, Government of The People’s Republic of Bangladesh, OUTLINE PERSPECTIVE PLAN OF BANGLADESH 2010-2021, June 2010 20 See International Rice Research Institute (IRRI), World Rice Statistics, http://ricestat.irri.org

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The projected rice handling volume in bulk transports through the port of Chittagong will be about 60,000 tonnes per year during the forecast period in all three scenarios.

Wheat Imports

Given favourable weather conditions, the Bangladesh wheat crop (planted in November/December and harvested in March/April) is estimated at 1.15 million tonnes from 410,000 hectares of land in the Market Year 2012/13. While wheat only accounts for about 12% of total cereal consumption, it is the second most important food source in Bangladesh after rice. In MY 2012/13 Bangladesh wheat consumption is estimated at 4.0 million tonnes, unchanged from the previous year. Wheat consumption generally continues to grow steadily driven by demand from mid to higher income urban consumers. An emerging bakery and biscuit sector, as well a growing hotel, restaurant and institutional sector, is also contributing to a growth in quality wheat consumption.

Bangladesh meets 75% of its wheat consumption needs through imports, sourcing lower quality wheat from India, Russia and Ukraine, and higher quality wheat from Canada, Australia and the USA. India’s export ban on wheat led Bangladesh to also import from European and South American countries. However, with the withdrawal of the export ban, India has re-emerged as the principal wheat supplier. According to trade sources, about 78% of wheat imported during the current marketing year has been sourced from India.

Table 32: Bangladesh Wheat Market

(in 1,000 tonnes per Market Year) 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14

Wheat Production 820 740 1,200 849 850 972 996 1,150 1,180

Wheat Domestic Consumption 2,950 2,800 2,800 3,300 3,700 4,100 4,000 4,000 4,100 Wheat Imports 2,034 1,731 1,500 2,882 3,353 3,951 2,016 2,600 3,000 Source: United States Department of Agriculture

The wheat production area in Bangladesh has been decreasing since end of the 1990s and due to the dominating position of rice areas in combination with the goal to increase the rice production it is assumed that the area available for wheat crops in Bangladesh will remain the same as today. At the same time increasing population and further economic development will lead to an increased demand for wheat products. As a consequence Bangladesh will have to increase its wheat imports considerably in the future.

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It is estimated that wheat imports will grow from 2.6 million tonnes in 2012 to 6.2 million tonnes in 2043 (Base Case). The imports will be handled in Mongla and Chittagong only, no import by land transport is foreseen in the future. Chittagong is assumed to increase the market share from 75% to 83% and the wheat imports will rise from 1.5 million tonnes in 2012 to 5.2 million tonnes in 2043 in the Base Case scenario. In the High Case and Low Case scenario the wheat imports are expected to increase to 5.5 million tonnes and 4.8 million tonnes, respectively.

Figure 20: Chittagong Food Grain Handling Potentials to 2043

Source: HPC 2013

Sugar Imports

Today, a world population of some 7 billion people, of which 4 billion are concentrated in Asia, consumes roughly 165 million tonnes of sugar, that is 23 kg per capita on average, with the lowest level seen in Bangladesh (8 kg) and the highest in Israel with 66 kg. White sugar consumption in developed countries can be considered as saturated (flat/low population growth and maturity of food markets), whereas developing countries are considered as growing markets, particularly in Asia, and, to a lesser extent, in the Middle-East and Africa.

Approximately 80% is produced from sugar cane, which is largely grown in tropical countries. The remaining 20% is produced from sugar beet, which is grown mostly in the temperate zones of the northern hemisphere Sugar is increasingly traded as a raw material (raw sugar) rather than a finished product (white sugar).

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Also Bangladesh mainly imports raw sugar. The processing capacities of the six domestic refineries amount to 3.5 million tonnes per year. However, the present demand for sugar only stands at about 1.7 million tonnes so that the existing capacities are underutilised. The production from local sugar cane is only about 100,000 tonnes. Therefore, some 1.6 million tonnes have to be imported.

Table 33: Bangladesh Raw Sugar Market

(in 1,000 tonnes per Market Year) 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14

Sugar Production from Domestic Sources 115 145 176 175 85 65 110 75 100

Sugar Domestic Consumption 1,030 1,100 1,300 1,330 1,538 1,464 1,646 1,765 1,618 Sugar Imports 1,020 900 1,100 1,500 1,315 1,361 1,537 1,656 1,528 Source: United States Department of Agriculture

Along with the increasing domestic demand for sugar that can be expected based on population growth and economic development, the idea of exporting refined sugar has recently come up in Bangladesh in order to use currently idle refining capacities, which would mean additional raw sugar imports. In October 2012 the GOB ended a two year ban on sugar exports so that owners of sugar refineries now think of establishing exports to countries, where Bangladesh has duty-free access, like India, China, Korea, Australia and Canada and some Muslim countries, where Bangladesh will also get duty benefits.

The government, however, has tagged conditions with the export of sugar, in order to keep the price level stable in the local market. Refineries exporting processed sugar, which was imported in raw form, will have to incorporate a 10% value addition to their export prices. Every consignment has to get prior approval from the commerce ministry, and exporters will have to notify the Bangladesh Sugar Refiners Association (BSRA) of their stock positions. The Bangladesh Tariff Commission will report to the government about the stock level and import situation, based on which the government will give the permission to export.

The forecast of sugar handling through the port of Chittagong concentrates on the bulk cargo imports of raw sugar. It is assumed that any exports of processed sugar will be containerised and would therefore be included in the projected export container volumes (see chapter 5.2.1). Based on the port statistics of the past ten years it is further assumed that the complete raw sugar import volumes will be handled in Chittagong during the whole forecast period. As a result the sugar handling volumes will increase from 1.7 million tonnes in 2012 to 5.2 million tonnes in 2043 in the Base Case, to 5.6 million tonnes in the High Case, and to 4.6 million tonnes in the Low Case. The forecast is based on the population development in Bangladesh, but takes into consideration also import

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 97 demands for refineries’ exports by applying a high multiplier throughout the projection period.

Figure 21: Chittagong Sugar Handling Potentials to 2043

Source: HPC 2013

Salt Imports

In Bangladesh the salt production area comprises 28,238 ha, where some 50,000 salt farmers work in the process of drying up of seawater by solar heat. The 750 clusters of salt beds are located in the coastal zones of Chittagong and Cox’s Bazar area and of the Sathkhira area. In the Market Year 2012/13 a total of 1.63 million tonnes of salt was produced, which is 0.46 million tonnes more than in the previous year. The demand for salt amounted to 1.52 million tonnes in 2012/13. Half of the salt is consumed with food while the rest is used in textile, leather, paper, poultry, cleaning, chemical, and fishing industries.

The salt market in Bangladesh is highly regulated. Imports are only allowed upon notice of the GOB, which usually is issued in order to reduce the prices on domestic markets ahead of Ramadan or other holidays. In the past years this has happened for a time restricted to some months and for a volume limited to 10,000 tonnes per importer. Bangladesh imports salt mainly from India and Myanmar.

The market regulation also explains the volatile handling volumes experienced over the past ten years in the ports of Chittagong and Mongla, in total varying between 0 tonnes and 508,600 tonnes. It is therefore rather difficult to arrive at a basis for the forecast of future handling volumes. It has been assumed that with growing population and with an improving industrial base the demand will

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 98 Strategic Master Plan for Chittagong Port – Final Report, Part 1 increase over-proportionately compared to the production, which always can be influenced by adverse climate conditions, so that the government will have to allow higher imports.

In the forecast the multiplier resulting from the population growth and past imports through the two ports has been manually adjusted to reflect the average salt imports of the past four years. During the course of the forecast period the multiplier will be further reduced to reach 1.0 at the end so that imports only increase along the population growth, increasing from estimated 190,000 tonnes in 2013 to 410,000 tonnes in 2043 (Base Case).

In 2012 Chittagong had a market share of 95% in the salt imports through the two ports. It is anticipated that Mongla will be able to increase its market share to 10% from 2030 on. As a result the expected salt handling volumes in Chittagong will increase from 180,000 tonnes in 2013 to 360,000 tonnes in 2043 in the Base Case, to 391,000 tonnes in the High Case and to 345,000 tonnes in the Low Case.

Figure 22: Chittagong Salt Handling Potentials to 2043

Source: HPC 2013

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Fertiliser Imports

Chemical fertilisers play an important role for the increase of food grain production in Bangladesh as the country has no possibility of enlarging the cultivable land area. So farmers try to produce more crops on their limited agricultural land and use a large quantity of chemical fertilisers to increase production and therefore chemical fertilisers demand increases with the increase of cropping intensity in Bangladesh. On the other hand, soil fertility deteriorates due to an imbalanced use of fertilisers. The main types of chemical fertilisers used, especially for rice crops, are urea, phosphate and potash as well as zinc sulphate and gypsum. While urea is used partly in overdoses, phosphate and potash (which both have to be imported) are used in quantities below requirement.

Total fertiliser consumption currently stands at about 300 kg per ha agricultural land, i.e. at about 3.6 million tonnes per year. The majority is urea with some 2.3 million tonnes, while phosphate demand amounts to 0.7 million tonnes and potash demand to 0.6 million tonnes. Between 1985 and 2012 fertiliser consumption has increased on average by 4.17% per year, however, in the past six years the average annual increase was reduced to 1.35%21. Assuming a constant available agricultural area of 12.2 million ha and a fertiliser consumption rising in line with the population growth, it can be expected that by the end of the forecast period total fertiliser demand in Bangladesh will reach 4.79 million tonnes.

Bangladesh has seven urea-ammonia production facilities, six operated by Bangladesh Chemical Industries Corporation (BCIC) and one is a joint venture between GOB and private foreign companies. Two companies are located in Chittagong, i.e. Chittagong Urea Fertilizer Ltd. (CUFL) and Karnaphuli Fertilizer Company Limited (KAFCO). The production capacity of all seven plants amounts to 2,895,700 tonnes of urea and 1,886,700 tonnes of ammonia, a gas from combining natural or petroleum gas with nitrogen, which is used for the production of urea.22

21 See Mohammad Jahangir Alam, Bangladesh Agricultural University, Fertilizer Marketing, Distribution and Pricing in Bangladesh, Presentation at International Conference Agricultural Transformation in Asia: Policy Options for Food and Nutrition Security”, Cambodia, September 2013 22 See Bangladesh University of Engineering and Technology, Ammonia-Urea Industry in Bangladesh, 2010

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The actual production of urea in Bangladesh, however, is about 1 million tonnes per year, down from over 2 million tonnes in the 1990s. The difference between urea consumption and production has to be imported, i.e. 1.3 million tonnes in 2012. Furthermore, all other fertilisers like phosphate, potash, gypsum etc. have to be imported, i.e. some additional 1.3 million tonnes in 2012. The country’s fertiliser demand is assessed centrally by the GOB and imports depend on the Ministry of Agriculture’s permission with BCIC having the monopoly to import urea, while private companies are allowed to import other types of fertilisers. The sales prices are subsidised by the GOB; currently the government subsidy on fertilisers accounts for about 6% of total public expenditure.

For the purpose of this forecast it has been decided to concentrate on fertiliser imports. Although the statistics of Chittagong Port Authority show exports of urea and ammonia, these have been decreasing during the past ten years by 26.0% p.a. to only 12,658 tonnes and by 5.6% p.a. to 39,874 tonnes, respectively. Furthermore, considering the increasing domestic demand it is assumed that the complete production will be required within Bangladesh so that no export volumes are taken into consideration.

The forecast of fertiliser imports is derived from the difference of the expected demand increase to 4.79 million tonnes by 2043 and the assumed increase in domestic urea production from 1 million tonnes to 2 million tonnes by 2043. Although the available production capacity is higher than 2 million tonnes, its realisation is highly dependent on gas supply, which is a major limiting factor for the industry23 and therefore the forecast does not assume full capacity utilisation.

As a result the fertiliser imports can be expected to reach a peak of 2.85 million tonnes in 2034 before slightly reducing to 2.79 million tonnes by 2043. The imports will be handled through the ports of Chittagong and Mongla with market shares of 58-61% and 39-42% respectively. The handling volumes at Chittagong port are projected to increase from 1.4 million tonnes in 2012 to 1.7 million tonnes from mid of the forecast period. The expected volume in the High Case amounts to 1.8 million tonnes and in the Low Case to 1.6 million tonnes.

23 The article “Fertiliser factories to face closure again in March” in the business section of the newspaper Daily Sun of 06 Dec 2013 states that the ”government has decided to divert gas supply to power stations from fertiliser factories for ensuring irrigation in Boro [rice] fields across the country. We have a plan to shut down fertiliser factories from March, 2014 to divert 254mmcfd of gas for power stations during irrigation season”.

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Figure 23: Chittagong Fertiliser Handling Potentials to 2043

Source: HPC 2013

Cement Clinker Imports

Bangladesh used to import significant volumes of cement through the ports of Chittagong and Mongla. But with the establishment of cement factories across various parts of the country, from 2003 onwards only cement clinker for the cement factories is imported, mostly from India, Vietnam, Malaysia, Thailand, Indonesia, the Philippines, and China.

Bangladesh has 123 cement factories at present, of which 64 have actual production capacities and about half are fully operational. The world’s largest cement companies, including Lafarge (France), Heidelberg Cement (Germany), Holcim (Switzerland) and Cemex (Mexico), operate in the country; however, their combined market share is less than one-third of the total market, which is dominated by smaller local companies. The overall cement production capacity stands at 22 million tonnes, but only some 15 million tonnes are currently produced per year. Nevertheless, a capacity expansion by some 16 million tonnes is foreseen in the future.24

24 See IDLC Finance Ltd., Research Report: Cement Sector of Bangladesh, April 2011

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The limited production is also due to supply constraints for power as the cement industry is power intensive. About 30-35 KW are required for the production of 1 tonne of cement. Although a large share of the power requirement is met through the national grid, large cement producing companies increasingly install captive power plants to reduce costs and secure continuous power supply.

The present production of 15 million tonnes of cement corresponds to the domestic demand. Cement demand is closely linked to the development of the construction sector. In 2010, the private housing sector had a share of 25% in Bangladesh’s cement demand, the real estate developers of 35% and government organisations, i.e. the public infrastructure sector, of 40%. The present per capita cement consumption in Bangladesh is about 85 kg per year, which is low compared to India with 135 kg and Pakistan with 130 kg and the average Southeast Asian consumption of 285 kg, but has almost tripled since 2000.25

The required volume of cement clinker is on average 80% of the cement production volume.26 This corresponds to the import volume of 12.7 million tonnes of clinker through the ports of Chittagong and Mongla in 2012. Except of a very limited amount of clinker imported by rail from India the overwhelming majority is handling in the ports. Many ships carrying clinker discharge the cargo at the outer anchorage of Chittagong port into inland waterway vessels capable of Bay crossing, which then transport the cargo directly to the factories located on the banks of rivers in Dhaka and Narayanganj. Four factories located in Chittagong receive clinker at Chittagong port jetties. Similarly four cement companies receive clinker at their own jetties at the port of Mongla.

The forecast of cement clinker imports is based on the GDP development as the economic situation strongly influences the construction sector, i.e. the cement consumption and thereby the demand for clinker imports. With the huge backlog in infrastructure investments in the country, it can be expected that the construction industry will grow over the next 30 years. The elasticity between clinker imports and GDP was 1.12 in 2012 and is assumed to reduce to 1.0 by 2030 and to 0.5 at the end of the forecast period, taking into consideration the maturing market. The clinker imports of Bangladesh will rise from 12.71 million tonnes in 2012 to 69.99 million tonnes in 2043 (Base Case), provided the cement production capacities in Bangladesh are expanded accordingly.

25 See IDLC Finance Ltd., Research Report: Cement Sector of Bangladesh, April 2011 26 See Confederation of Indian Industry (CII) Newsletter, Cement Industry in India: Trade Perspectives, June 2010

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Figure 24: Chittagong Cement Clinker Handling Potentials to 2043

Source: HPC 2013

The present capacities for bulk handling at the port of Chittagong are unknown. Therefore, it has been assumed that cement clinker imports through Chittagong will rise to 28.0 million tonnes by 2043 only, i.e. by 2.8% per year on average, resulting in a market share of this port of 40%, while Mongla is expected in increase its handling volume to 3.5 million tonnes, giving it a market share of 5%. The remaining 38.5 million tonnes (55% of the expected Bangladesh import volumes) will then have to be handled either through the ports of Sonadia and Paira or via the private jetties of the cement manufacturers directly. Another possibility is of course that Chittagong increases its handling capacities to cope with larger volumes.

Coal Handling

Coal is predominantly consumed for the production of electricity as an alternative for and complement to the country’s reducing natural gas reserves. Bangladesh began commercial coal production from one mine only in April 2003, mainly caused by a lack of financing, technology and expertise. Bangladesh’s Energy Ministry judges that the country has up to 3 billion tonnes of high-quality coal reserves, which, however, may be difficult to exploit (see chapter 2.5).

Until today the relatively limited coal demand in Bangladesh is met by domestic production and imports from China and India, which, however, are not transported through the two ports of Chittagong and Mongla. Therefore, the forecast of future coal handling potentials at the ports cannot be based on past time series and a

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 104 Strategic Master Plan for Chittagong Port – Final Report, Part 1 multiplier approach. Instead the future import demand is calculated based on the projected coal consumption and the assumed domestic coal production.

As regards the expected coal demand in Bangladesh the assumptions for the Base Case scenario are explained in chapter 2.5 above. These are based on the government’s plan to achieve 20,000 MW power generating capacity from coal fired power plants by 2030, which will require an input of 60 million tonnes of coal. Although the government assumes that about 33 million tonnes can be provided from domestic production, the Consultant considers this volume too optimistic given the existing constraints and assumes that by 2030 the domestic production will amount to 11 million tonnes, rising to 20 million tonnes by 2043. These volumes can be achieved when the existing mine exploits the contracted 5.5 million tonnes per year and an additional mine is opened which produces the same volume. After 2030 a further mine may be opened and/or the existing ones increase their production volumes.

This leaves a coal demand gap of 49 million tonnes in 2030 and 50 million tonnes in 2043, which will have to be covered by imports. At present it is unclear whether a new deep sea port is built which will deal with these volumes but in any case the port of Chittagong has to be prepared to handle a considerable amount of coal in the future. This also against the background that the government plans to set up at least two coal fired power plants in the district of Chittagong, which would require some 4.8 million tonnes of coal per year alone.

It is assumed that from 2016 onwards coal handling at the port of Chittagong will start to increase in line with the establishment of a power plant. From 2021 on a clear growth is expected from then 0.8 million tonnes to 4.9 million tonnes in 2030 and up to 15 million tonnes in 2043, resulting in a market share of the total imports of 30%. For the port of Mongla also an increasing volume of coal imports is expected, leading to 0.5 million tonnes at the end of the forecast period and showing a market share of 1%. The remaining 34.5 million tonnes (69% of the expected Bangladesh import volumes) will then have to be handled either through the ports of Sonadia and Paira or via private jetties of the power plants directly. Another possibility is of course that Chittagong increases its handling capacities to cope with larger volumes.

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Figure 25: Chittagong Coal Handling Potentials to 2043

Source: HPC 2013

Dry Bulk Summary

The total dry bulk handling of the commodities described above is expected to rise from 16.89 million tonnes in 2012 to 55.47 million tonnes in 2043 within the framework of the Base Case scenario. The most important cargo for the future will continue to be cement clinker for which a dynamic development is expected due to the huge potential for the construction industry in Bangladesh. It has, however, to be kept in mind that the projections show potentials which realisation depend on the industrial development on the one hand and the availability of sufficient capacities at the port of Chittagong on the other hand.

The complete dry bulk forecast differentiated by type of cargo is presented in Table A.7 - A.9 in Annex 1.

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Figure 26: Chittagong Dry Bulk Handling Potentials to 2043 by Type of Cargo – Base Case

Source: HPC 2013

5.2.4 Liquid Bulk

Bangladesh imports crude oil and petroleum products as well as edible oils. Furthermore, naphtha, a by-product of the petroleum production is exported. As the only refinery is located in Chittagong, all crude oil and all naphtha as well as the vast majority of products is handled through this port.

Crude Oil Imports

As described in chapter 2.5 above, the current production capacity of the only refinery in Bangladesh is 1.5 million tonnes per year, which limits the imports of crude to this level. However, with the planned extension of the production facilities to 4.5 million tonnes at the present refinery, which in this forecast is assumed to be available by 2020, and the planned additional refinery, which here is assumed to come on stream after 2028, the crude oil imports will increase significantly.

As a basis for the forecast for Chittagong, where all crude imports are handled, the data provided by CPA regarding crude oil handling at the CPA facilities and the planned capacity extensions are used. Only recently, the GOB has announced that it plans to import 1.4 million tonnes of crude oil in 2014, after the average volume in the past five years has been about 1 million tonnes p.a. via the port of Chittagong.

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It is therefore assumed that during the forecast period the crude oil handling will increase from 1.4 million tonnes to 8.5 million tonnes in the Base Case, to 9.5 million tonnes per year in the High Case and to 7.0 million tonnes in the Low Case.

Figure 27: Chittagong Crude Oil Handling Potentials to 2043

Source: HPC 2013

Petroleum Products Imports

In 2012, Bangladesh imported 4.06 million tonnes refined petroleum products and for 2013 a similar volume can be expected. For the year 2014 the government announced the import of 4.79 million tonnes of all types of products, which has been included in the forecast. After that the forecast follows the more conservative approach of the projected petroleum consumption, taking into account that the growing refining capacities will lead to higher domestic production and therefore to reduced imports over the time. From 2042 on, there are no more petroleum product imports foreseen.

Although the majority of products are used in the transport sector, it is not expected that this sector grows in line with the economic development because on the one hand, many vehicles will continue to use gas a fuel and on the other hand the existing infrastructure problems will limit the growth. As a consequence the forecast considers only an average annual increase of petroleum products’ consumption of 2.3% during the forecast period and not a multiplier of the projected GDP development, which would lead to much higher consumption and thereby import volumes.

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99% of the petroleum imports are handled in the port of Chittagong, the rest in Mongla (41,300 tonnes in 2012). As the main distribution centre is Chittagong, it is assumed that handling volumes in Mongla will first remain on the same level and then decrease and end by 2041. In Chittagong the products handling is expected to end in 2042.

Figure 28: Chittagong Petroleum Products Handling Potentials to 2043

Source: HPC 2013

Naphtha Exports

Naphtha is a by-product derived from the refining of crude oil. Naphtha is used primarily as feedstock for producing high octane gasoline (via the catalytic reforming process). It is also used in the bitumen mining industry as a diluent, the petrochemical industry for producing olefins in steam crackers, and the chemical industry for solvent (cleaning) applications. Furthermore, small amounts are used for dry-cleaning, cigarette lighters, and portable camping stove and lantern fuels.

At present the naphtha produced at the ERL refinery in Chittagong is exported to the spot market (2012: 94,546 tonnes). This is done in a way that on average approximately every 45 days the state-owned Bangladesh Petroleum Corporation issues a tender to sell about 170,000 barrels of naphtha (some 20,680 tonnes), which is loaded in the port of Chittagong. The latest tender is from mid- November 2013, before that no naphtha was exported for four months due to maintenance and repair works at the refinery.

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As described in chapter 2.5 above, it is planned to build a naphtha fired power plant in the vicinity of the refinery in Chittagong, which will use the by-product for electricity generation. In combination with the increased refining capacities it can be expected that all naphtha produced will be used by the power plant, so that the export volumes will continue to decrease (as they have done already in the past ten years with -6.0% p.a. on average) and from 2030 on there will not be any naphtha exports in Chittagong. The scenarios vary only regarding the timing of the export cease; while this is expected later in the High Case, leading to higher handling volumes for the port, it is assumed to be earlier in the Low Case.

Figure 29: Chittagong Naphtha Handling Potentials to 2043

Source: HPC 2013

Edible Oil Imports

Edible oils consumed in Bangladesh are soybean oil and palm oil. Today, approximately 36,400 ha are used for soybean cultivation, which results in a production of about 100,000 tonnes per year. Most of the locally grown soybeans are used in the animal feed industry.27

Soybean oil is the preferred cooking medium in Bangladesh, and each year approximately 500,000 tonnes are consumed, out of a total edible oil consumption of 1.4 million tonnes. The average consumption in Bangladesh is about 5.6 litres per person per annum and people living in the urban areas are the main consumers. Almost all of this soybean oil is imported as crude degummed soybean oil from Brazil and Argentina and then refined in one of the 15 working refineries (another 50 refineries are non-operational, and even the 15 working

27 See Bangladesh Soybean Association; http://www.bdsoybean.org/bsof.htm

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 110 Strategic Master Plan for Chittagong Port – Final Report, Part 1 refineries are operating at only about 30% capacity). Since about ten years, palm oil has the largest market share in Bangladesh. Palm oil, imported mostly from Malaysia, is used widely in commercial food production. Palm oil dominates in the loose oil market, but soybean oil leads in the bottled edible oil market.

Table 34: Bangladesh Edible Oil Market

(1,000 tonnes per Market Year) 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13

Palm Oil Domestic Consumption 780 770 815 850 921 980 1,030 1,059 1,100

Palm Oil Imports 847 898 724 700 951 996 984 1,050 1,100

Soybean Oil Production 21 28 27 25 22 11 21 42 30

Soybean Oil Domestic Consumption 276 342 360 373 371 388 410 435 439

Soybean Oil Imports 262 327 401 254 349 376 420 397 400 Total Edible Oil Imports 1,109 1,225 1,125 954 1,300 1,372 1,404 1,447 1,500 Source: United States Department of Agriculture

Usually, edible oil imports are carried from the origin to Singapore, where they are transferred to smaller tankers, each carrying about 10,000 tonnes to the port of Chittagong (only very small quantities are handled at Mongla port). At Chittagong, the unloading capacity is approximately 150 tonnes per hour. From there, small barges carry the crude edible oils to refineries, each of which has a refining capacity of some 50,000 tonnes per year.

Since the 1990s any refinery can import edible oils by opening a Letter of Credit and there is no duty on the import of crude or refined edible oils. However, the domestic market is regulated by a distributorship order, which fixes the mill-gate, distribution and retail prices of essential products by the manufacturers, refineries and importers. Prices are fixed by the national committee after discussions with the refineries, importers and trade bodies. The manufacturer/importer must appoint agents on region, district and city corporation level and must inform the government about the appointment.28

The import of edible oils has increased rapidly over the past ten years by on average 7.5% p.a. and can be expected to continue growing. This can be attributed to the increasing demand caused by population growth, improving living standards and changing diets. Therefore, the forecast of edible oil handling at the port of Chittagong is based on the projected population growth and a multiplier which reflects the past developments. With further economic development of the country this multiplier will reduce gradually from currently 5.9 to 1.5 towards the end of the forecast period. This means that in the Base Case the import volumes

28 See Reaz Ameen Choudhury et al, Impact of Government Law on Edible Oil Supply Chain in Bangladesh Perspective, June 2012

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Figure 30: Chittagong Edible Oil Handling Potentials to 2043

Source: HPC 2013

Liquid Bulk Summary

The total liquid bulk handling of the commodities described above is expected to rise from 6.935 million tonnes in 2012 to 13.128 million tonnes in 2043 within the framework of the Base Case scenario. The most important cargo for the future will be crude oil for which a dynamic development is expected due to the expected setting up of additional refinery capacities in Chittagong. The other liquid bulk cargo are edible oils, while during the forecast period the imports of petroleum products and the exports of naphtha will stop. It has, however, to be kept in mind that the projections show potentials which realisation depend on the refinery development on the one hand and the availability of sufficient capacities at the port of Chittagong on the other hand.

The complete liquid bulk forecast differentiated by type of cargo is presented in Table A.10 - A.12 in Annex 1.

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Figure 31: Chittagong Liquid Bulk Handling Potentials to 2043 by Type of Cargo – Base Case

Source: HPC 2013

5.2.5 Other Bulk

The group “other bulk” includes the volumes handled at Chittagong port, which are not specified by commodity group in the CPA statistics. According to information from CPA traffic department received during several meetings, these comprise commodities usually classified as general cargo and break bulk, such as wood logs, steel coils and sheets, project cargo and bagged cargo etc.

The imported hardwood logs, through the port of Chittagong 155,626 tonnes in 2012, are mostly used for furniture production in Bangladesh, which is a growing industry sector of the country, not only with regard to domestic demand but also with regard to rising exports. Recently, the sector has realised a production growth of 19% per year; considering the global demand and supply trend of furniture, the local market size as well as strong track records on production and comparative advantages, the furniture sector has vast potentials to become one of the important foreign currency earning sources of the country. Although exports have only started a short time ago, local manufacturers are now exporting to the USA, Japan, Europe, and India. The average growth of furniture exports has been more than 20% annually.29

29 See The European Union’s INSPIRED Program for Bangladesh, Technical Report: Furniture Sector, January 2013

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The use of timber from local forestry is assumed to be less than 20% of the total demand. The share of imported timber is growing every year as the availability of domestic timber is decreasing due to a lack of reforestation processes. It can therefore be expected that imports of hardwood logs, the majority of which coming from Myanmar, Ghana, Ivory Coast, and Malaysia, will play an increasing role for the port of Chittagong in the future. All the more as the import duty on wood is 10.72%, while on processed wood it is 92.3%

Bangladesh’s only steel mill located in Chittagong was closed down some time ago; since then there exist no major primary steel production facilities in the country. There are, however, several manufacturing facilities of cold rolled steel sheets. The required input material of so-called hot rolled steel coils for these plants has to be completely imported. The domestic steel market is booming as the main customer is the construction sector, which experiences continued growth along with the economic development. It can be expected that also in the future the construction sector will require increasing steel supplies as the government plans major infrastructure investment programmes, which during the forecast period should materialise. Furthermore, in recent years Bangladesh has emerged as exporter mainly of corrugated iron and galvanised plain sheets mostly to African countries (about 85,000 tonnes in 2009).

Project or heavy lift cargo consists of large, heavy and/or high value pieces of equipment intended for special projects usually in the construction, mining, oil & gas or power & energy sectors. In general, the transport includes shipments of various components which require disassembly before transport and reassembly after delivery. Items include e.g. cranes, generators, turbines, reactors, transformers, locomotives, boats, helicopters, military equipment etc. With the expected investments in major infrastructure projects in Bangladesh, it is anticipated that the import of such project cargo will increase in the years to come as this equipment is not available in the country. The port of Chittagong can be expected to handle a fair share of these imports, even when the port of Sonadia becomes operational, because it is located closer to the centres of activity.

The forecast of other break bulk/general cargo handling at the port of Chittagong is based on the export and import statistics of “other bulk” handled at the current GCB berths. As the previous analysis has shown, cargo included in this group can be expected to face increasing demand in the future but the development has been irregular during the years 2010 to 2014 with volumes between 3.6 million tonnes to 4.1 million tonnes. A basic assumption is that the general cargo volumes handled at the GCB berths will decrease in the coming years due to the increasing containerisation whereas the other break-bulk volumes are forecast to increase

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 114 Strategic Master Plan for Chittagong Port – Final Report, Part 1 moderately. As a result, the “other bulk” handling is expected to increase from 4.1 million tonnes in 2012 to 4.7 million tonnes in 2043 (Base Case) as well as to 5.4 million tonnes (High Case) and 3.6 million tonnes (Low Case), respectively.

Figure 32: Chittagong Other Bulk Handling Potentials to 2043

6,000

5,000

4,000 Base Case 3,000 High Case

1,000 1,000 tonnes 2,000 Low Case

1,000

2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 Source: HPC 2015

5.3 Traffic Forecast Summary

The traffic forecast as developed above shows that the port of Chittagong has an enormous development potential based on the import demand for raw materials and food as well as on the prospects of export oriented industries of Bangladesh, even taking into account the capacities of competing ports. During the forecast period it is anticipated that total handling volumes at the port of Chittagong increase from almost 42 million tonnes in 2012 to 123.8 million tonnes in 2043 in the Base Case, to 154.6 million tonnes in the High Case and to 97.4 million tonnes in the Low Case, respectively.

Looking into more detail at the Base Case, container handling can be expected to increase by 4.2% p.a. to over 5 million TEU (i.e. 50.5 million tonnes assuming an average load of 10 tonnes per TEU as experienced over the past ten years). Vehicle handling, which consists to a large extent of small units, is assumed to grow by 6.8% annually to 35,255 units (i.e. 52,882 tonnes calculating an average weight of 1.5 tonnes per vehicle based on past years’ figures). Total bulk handling is forecast to grow by 3.2% p.a. to 73.6 million tonnes in 2043. By far the largest share is expected for dry bulk with an average annual growth of 3.9% to 55.5 million tonnes.

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While container handling is anticipated to grow in line with the economic development of the country and to continue to rely to a large extent on the garment exports, the most important developments can be expected in the bulk sector. With regard to dry bulk handling the most important commodity will continue to be cement clinker, standing for half of the total dry bulk imports in 2043, which reflects the large potential of the construction industry. Another dry bulk commodity, which is expected to become of significance for the port of Chittagong is coal due to its importance for the Bangladesh energy sector development.

Figure 33: Chittagong Port Handling Potentials to 2043 – Base Case

140,000

120,000

100,000 Vehicles 80,000 Break Bulk

tonnes Liquid Bulk 60,000 Dry Bulk 1,000 Containers 40,000

20,000

0 2012 2018 2023 2028 2033 2038 2043

Source: HPC 2015

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Table 35: Summary of Traffic Potentials for Chittagong to 2043 – Base Case

2012 2018 2023 2028 2033 2038 2043

Containers (1,000 TEU) 1,406 2,398 3,745 4,755 5,438 5,536 5,048

Containers (1,000 tonnes) 14,065 23,982 37,447 47,549 54,381 55,356 50,484

Vehicles (no.) 4,616 5,686 8,010 11,542 17,049 24,844 35,255

Vehicles (1,000 tonnes) 7 9 12 17 26 37 53

Dry Bulk (1,000 tonnes) 16,891 23,145 29,879 37,288 45,323 51,766 55,470

Liquid Bulk (1,000 tonnes) 6,935 9,368 10,372 11,184 11,853 12,414 13,128

Other Bulk (1,000 tonnes) 4,100 3,980 3,956 4,017 4,180 4,381 4,661

Total Bulk (1,000 tonnes) 27,926 36,493 44,207 52,489 61,356 68,562 73,260 Grand Total (1,000 tonnes) 41,998 60,484 81,666 100,055 115,763 123,955 123,796 Source: HPC 2013

The possibility to realise the projected traffic potentials depends on the one hand on a stabilisation of the political situation in Bangladesh so that the economy can develop positively. On the other hand the port of Chittagong will have to provide sufficient handling capacities, well organised port operations, and adequate hinterland connections.

5.4 Interpretation of Chittagong Port’s Handled Bulk Cargo Volumes

The same goes for the forecast coal import volumes of 15 million tonnes in year 2043. According to a survey carried out by HPC and KS Consultants, where all planned coal plants have been contacted30, all these planned projects have their own jetties and will directly discharge at these jetties. The available draft at

30 Survey carried out in November 2014

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Chittagong port is too limited for the large coal vessels, so this is not an alternative.

Currently discussions are going on with Japanese interests concerning the construction of four coal-fired plants of 600 MW each close to Matarbari including a deep water port31.

In a second step a new oil refinery is being planned to be constructed at Moheshkahli Island close to Cox Basar. The main reason for this location is that an increased depth is required for the large oil tankers in the future. Currently oil tankers with a capacity of 100,000 tonnes are unloading their volumes to smaller tankers (20,000 tonnes) at the “outer anchorage” and this is an inefficient and expensive solution. Currently a Single Buoy Mooring Point (SBM) is being planned at Kutobdia (Cox Basar) by the Petroleum Corporation and the Energy Ministry. The SBM will then be connected with pipelines to ERL at Chittagong.

Parallel expansion plans exist for import of LNG, but due to the required draft for the large LNG tanker vessels, the area of Cox Basar has been chosen for this planned construction. The floating terminal is also planned to be located to Moheshkahli Island. From this terminal pipelines will connect a land based terminal in Chittagong32.

The Edible oil volumes are handled by the different private operators along Karnaphuli River in Chittagong.

31 Exclusive – Bangladesh favours Japan for port and power plant, Reuters 10.9.2015 32 General Manager M. K. Alam, Eastern Refinery Limited, Chittagong

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6. VESSEL FORECAST

This chapter provides an overview of the developments of ship sizes with regard to the different ship types relevant for the port of Chittagong. After the general developments of the past years are described, the situation in Chittagong is taken into consideration and the projected number of ship calls by type derived from the traffic forecast is presented.

6.1 Container Ships

Over the years the development of the global container ship fleet has been characterised by its large expansion and the accelerating trend to larger vessels, especially since 2004. The share of ships of 8,000 TEU and larger increased from 0.4% of the fleet in 1998 to 28.9% at the beginning of 2013. The very largest vessels are typically deployed on trades between East Asia and Europe. Until today, emphasis in these trades has been on the 8,000-11,000 TEU size range; however, now attention has shifted to vessels of over 13,000 TEU. Container ships of more than 15,000 TEU are already in service and can be expected to increase their market share. Maersk has placed orders for a series of vessels with capacities of about 18,000 TEU (Triple E-Class), of which the first has entered service, CMA CGM has ordered vessels of 16,000 TEU capacity, and China Shipping Container Lines Co. has ordered five vessels, each capable of carrying 18,400 TEU, the first to be delivered in the second half of 2014.

Table 36: Size Development of the Largest Container Ships

Length Overall Maximum Draft Required Berth TEU Beam (m) (m) (m) Depth (m)

First generation, 1968 1,100 148 23.2 7.3 8.5

Second generation, 1970-1980 2,-3,000 213 27.4 10.8 12.0

Panamax, 1980-1990 3,-4,500 294 32.0 12.2 12.8-13.0

Post-Panamax, 1988-1995 4,-5,000 280-305 41.1 12.7 13.5-14.0

Fifth generation, 1996-2005 6,400-8,000 300-347 42.9 14.5 14.8-15.3

Super Post-Panamax, 1997-> 8,-11,400 320-380 43.0-47.0 15.0 15.3-15.8

Ultra Large Container Carrier, 2006-> 14,500 380-400 56.4 15.5 16.3

New-Panamax, 2010-> 12,500 366 49.0 15.2 16.0 Maersk Triple-E Class, 2013 18,000 400 59.0 15.5 16.3 Source: OSC, East Asian Containerport Markets to 2025, UK 2013

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The currently largest container ships fall in two main categories, the Ultra Large Container Carriers offer the largest capacity but they are too large to enter the new Panama Canal locks, which means the trading region concentrates on the Far East- Europe connection. The design of the New Panamax container ships represents the largest vessel that will be able to pass through the Panama Canal when expansion works are completed in 2015. The design combines the maximum achievable economies of scale consistent with the flexibility to trade between the Atlantic and the Pacific.

Only recently, OSC together with Lloyd’s Register and two shipping lines has done research into the development of even larger ships. During the TOC Container Supply Chain Conference in Rotterdam in June 2013, the idea of 22,000-24,000 TEU ships has been introduced. Technically there is no reason why 18,000 TEU ships should not be enlarged and there are further cost savings expected. Lloyd's Register research has shown that a 24,415 TEU ship would likely have a beam of 64 m and a length of 479 m.

It was concluded that while an 18,000 TEU vessel is expected to incur daily costs at sea of USD 197,198, a 22,000 TEU vessel would run at USD 220,892 a day and a 24,000 TEU ship would experience costs of USD 229,693 per day. At the same time, the per slot cost decrease with an 18,000 TEU ship incurring a cost of USD 10.96 per TEU per day at sea, while a 22,000 TEU vessel would cost USD 10.04 per TEU per day at sea, and a 24,000 TEU ship USD 9.57 per TEU per day at sea.

According to Lloyd’s List, the maximum carrying capacity of the top ASEAN and Chinese ports for the intra-Asian trade currently is 5,100 TEU. However, the maximum carrying capacity for many smaller ports in the region is lower due to limitations of wharf size and draft. If not larger vessels are used in the intra-Asian trade in the future the frequency of services will need to increase. A higher frequency of ship calls may, however, create congestion and thus longer waiting times for ships to berth.

The increase in the size of container vessels and similar developments in other shipping segments place challenges on ports to provide the required access, berth length and depth, and the necessary equipment and yard organisation to ensure rapid turnaround times. Furthermore, the hinterland connections play an important role because insufficient rail and road connections can influence the whole handling process.

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The world largest container ships have to rely on terminals that can handle them with the minimum draft limitations. This leads to a port concentration as increasing vessel size exerts pressure to reduce the number of port calls to a minimum in order to maximise economies of scale. This again is followed by increasing needs of transhipments to extend the coverage to smaller ports by means of feeder calls; at the same time transhipment containers also increase the load potential of the large vessels. The operation of large deep sea container vessels certainly influences the development of feeder vessels. As the volume of transported containers requires fast and reliable on-going transport in order to keep the door-to-door transport chain working, there exists a need for either more feeder vessels or larger feeder vessels.

Because the number of port calls also of smaller vessels is limited due to sailing schedules and port handling capacities, there is a tendency also in feeder transport to use larger ships. While in 1998 the typical average feeder vessel size amounted to 400 TEU and the largest operating feeder vessel had a capacity of about 850 TEU, in 2005 this has increased to an average size of 650 TEU and a maximum size of 1,000 TEU. A further expansion is expected to an average of 850 TEU and a maximum of 1,500 TEU.

At present Chittagong is called by 11 feeder services and three mainline services. The average ship size of the calling ships is 1,400 TEU, ranging from 500 TEU to 1,600 TEU. However, the larger ships do not approach fully laden; the two main shipping companies CMA CGM and MCC/Maersk have stated that they currently employ ships of 1,200 TEU capacity but only load 800-900 TEU, while NYK uses ships over 1,500 TEU but only transport 1,000-1,200 TEU due to the length and draft restrictions.

The port of Chittagong is accessible only for ships of up to 190m length and maximum 9.50m draft; also after further dredging it is not expected that ship sizes will increase to a significant extent. Therefore, the maximum container ship size to arrive at Chittagong is assumed to be a 1,800 TEU vessel.

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Table 37: Chittagong Container Liner Services

Total Total Service Service Route Service Service Frequency Port Rotation Operator Vessels Type Vessels TEU

Tanjung Pelepas- BAN2 / FAS Bengal 2 Middle East Gulf/Indian 1 1,576 Feeder 1/week Chittagong-Tanjung MCC MCC Java Feeder Subcontinent - Asia Pelepas

Singapore-Chittagong- Helene Rickmers, Middle East Gulf/Indian Chittagong/Mongla/BDS 4 6,901 Feeder 2/week Mongla-Penang- ACL, APL, PIL Smiley Lady, Torres Subcontinent - Asia Singapore Strait, Wehr Rissen

Middle East Gulf/Indian every 2 Singapore-Port Klang- Hanjin, X-Press CSS/SC3 1 1,708 Feeder Hanjin Surabaya Subcontinent - Asia weeks Chittagong-Singapore Feeders, Yang Ming

HRC Shipping, Feeder Middle East Gulf/Indian Chittagong-Port Klang- Banga Bodor, Banga CTG-PKL-CTG 2 968 Feeder 4-5/month Associate Systems Subcontinent - Asia Chittagong Bonik (slots only)

Middle East Gulf/Indian Chittagong-Singapore- CTG-SGP-CTG 1 512 Feeder 6-7/month HRC Shipping Banga Borti Subcontinent - Asia Chittagong

Port Klang-Penang- FAS Bangladesh Middle East Gulf/Indian every 2 Munich Trader, Vega 2 2,216 Feeder Chittagong-Penang-Port CMA CGM Feeder Subcontinent - Asia weeks Gotland Klang

Regional Middle East Chittagong-Colombo- Evergreen, NYK, Eleni I, Ever Pearl, IBS / ISC Gulf - Indian 4 6,841 Feeder 1/week Karachi-Munda- Simatech Hansa Nordburg, Subcontinent Colombo-Chittagong Shipping&Forwarding Violetta

Middle East Gulf/Indian Singapore-Chittagong- Orient Express, Yang SC1 2 3,255 Feeder 1/week Merkur Tide, Nadir Subcontinent - Asia Singapore Ming (slots only)

Gold Star, Orient Middle East Gulf/Indian Port Klang-Chittagong- Conti Hong Kong, SC2/CMX2 2 2,764 Feeder 1/week Express, Yang Ming Subcontinent - Asia Port Klang Gladys (slots only)

Orient Express, Yang Middle East Gulf/Indian Singapore-Port Klang- SCS/CMS 2 2,980 Feeder weekly Ming (slots), Gold Star Hansa Centurion, Jan Subcontinent - Asia Chittagong-Singapore (slots), MOL (slots)

Regional Middle East MCC, MOL (Slots), Colombo-Chittagong- Christa Rickmers, UBB/IBS/CBO/BAN3 Gulf - Indian 2 3,257 Feeder weekly Orient Express, X-Press Colombo Cristina A. Subcontinent Feeders

Conti Hong Kong, Gold Star, Orient Henriette Schulte, PAC Middle East Gulf/Indian Singapore-Port Klang- Express, OOCL, X- CMX/CIN/SBX/SC4 6 9,437 Mainline 2-3/week Aquila, Star of Luck, X- Subcontinent - Asia Chittagong-Singapore Press Feeders, Yang Press Karnaphuli, X- Ming (slots only) Press Padma

Regional Middle East Chittagong-Mongla- CTG-MNG-CMB-KCH- Gulf - Indian 1 500 Mainline monthly Colombo-Karachi- HRC Shipping Banga Barta CTG Subcontinent Chittagong

Chittagong-Tanjung Middle East Gulf/Indian CTG-PTP-SIN-PKL-CTG 1 846 Mainline 2/week Pelepas-Singapore-Port QC Container Line Marina Star 2 Subcontinent - Asia Klang-Chittagong Source: Lloyd’s List Intelligence Database, Status 27 August 2013

The traffic forecast assumes that the average handling of container boxes per ship call will increase from the actual 1,136 in 2012 up to 2,750 boxes per call during the course of the forecast period. These average handling volumes includes both, the boxes a ship unloads and the boxes the same ship loads, i.e. in 2012 the average container vessel discharged 568 boxes and loaded another 568 boxes. This is expected to increase to 1,375 boxes each way by 2043.

Currently Port of Chittagong is accessible for vessels up to 190m maximum length and a maximum draft of 9.50m.

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Due to the fact that the projected number of boxes increases faster than the size of the vessels calling at Chittagong, the number of ship calls will rise considerably. In 2012 a total of 845 container ships called at the port. This is expected to increase to 1,658 ships in 2030 before reducing to 1,147 ships by 2043 in the Base Case scenario. In the High Case the highest number of ships is expected in 2031 with 2,076 before reducing to 1,572 in 2043 and in the Low Case 1,312 container ships will call in 2030, decreasing to 827 at the end of the forecast period.

Figure 34: Chittagong Container Vessel Forecast

Source: HPC 2013

6.2 Dry Bulk Carriers

As regards dry bulk carriers, also here during the past years increasing size developments became obvious. The following table provides an overview of typical size classes in use with a tendency of employing larger vessels.

Table 38: Dry Bulk Carrier Size Classes

Dwt Length (m) Beam (m) Draft (m)

Handysize 10,-35,000 180.0 22.0 10.0

Handymax 35,-65,000 200.0 32.0 10.5

Panamax 65,-80,000 212.0 32.2 12.4

Capesize 80,-200,000 264.0 45.0 16.9

Valemax 400,000 362.0 65.0 23.0

Source: HPC 2013, based on Internet research

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One type of dry bulk carrier is especially popular in Asia, the 2011 launched Ultramax class bulker carrier, designed to carry coal, iron ore, grain and cement, is preferred by shippers and ship owners for the low hire and operating costs. They have a size of 57,000-66,000 dwt, which allows loading up to 55,000 tonnes of dry cargo. The technical and design features introduced on the Ultramax make them ideal for Asian trade as they come with on board gears. However, the ships’ overall length of 199m and draft of 13-14m means that they are too large to approach Chittagong and it can be expected that also in the future only smaller dry bulk carriers will call at the port of Chittagong.

As for the cargo traffic also with regard to vessel calls the CPA statistics only differentiate between container and bulk vessels without further differentiation between dry bulk carriers, tankers, general cargo, and RoRo, ships, which is required for this forecast. Based on information about vessel calls at Chittagong, which could be obtained from Lloyd’s List Intelligence for a 12 months period from mid-August 2012 to mid-August 2013, it was possible to identify the number of ships by type and size.

In order to arrive at an average handling per dry bulk carrier call the regular ship sizes of dry bulk carriers in the mentioned period have been analysed, leading to an average ship size of 35,000 dwt. It has therefore been assumed that the average ship load in 2012 was 34,000 tonnes, which means that in the base year 496 dry bulk carriers have called at Chittagong. Contrary to the container traffic, which assumes unloading and loading cargo, dry bulk handling consists only of imports, i.e. a full ship load is discharged per call and the vessel returns empty.

It is assumed that the average volume of dry bulk cargo handled per call will increase from 34,000 tonnes to 40,000 tonnes by the end of the forecast period, taking into account slightly increasing average ship sizes being able to call at Chittagong. Due to the projected significant growth of dry bulk cargo handling the number of dry bulk carrier calls will be increasing continuously over the forecast period. In the Base Case the calls at Chittagong will rise from 496 in 2012 to 1,387 in 2043. In the High Case an increase to 1,654 ship calls is expected and in the Low Case to 1,126.

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Figure 35: Chittagong Dry Bulk Vessel Forecast

Source: HPC 2013

6.3 Tankers

Increasing size developments have also been experienced with regard to tankers the past years. ULCC or Ultra Large Crude Carriers are the largest vessels in the world. Due to their huge dimensions, they need custom built terminals. As a result they serve a limited number of ports with adequate facilities to accommodate them. They are primarily used for very long distance crude oil transportation from the Persian Gulf to Europe, Asia and North America. In intra-Asian transports the Handymax tanker is especially popular as due to the size it can berth at most Asian ports transporting petroleum products.

Table 39: Tanker Size Classes

Dwt Length (m) Beam (m) Draft (m)

Handysize 10,-30,000 169.0 27.0 9.8

Handymax 40,-60,000 190.0 28.0 11.0

Aframax 80,-120,000 250.0 40.0 12.5

Suezmax 125,-180,000 285.0 45.0 16.0

VLCC 180,-300,000 470.0 60.0 20.0

ULCC 300,-550,000 415.0 63.0 25.0

Source: HPC 2013, based on Internet research

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Product tankers are specifically designed to transport different liquid chemicals on one voyage. Since the volumes to be shipped are usually significantly smaller than for crude oil such separation is mandatory to assure cost effective transport of the chemicals. However, product tankers are significantly smaller than crude oil tankers and usually fall in the Handysize category.

As for the dry bulk carrier forecast also for the tanker forecast the Lloyd’s data have been used as assistance. According to this database the average tanker size calling at Chittagong was 25,000 dwt. As other information states that edible oils are delivered in charges of maximum 10,000 tonnes, it has been assumed that the average volume of liquid cargo handled per call was 20,000 tonnes in 2012. This leads to 347 tanker calls in that year.

For the forecast period it has been assumed that the average cargo volume discharged at Chittagong will increase to 40,000 tonnes per call, which is mainly due to the expectation that much more crude oil will be imported while the product imports will stop towards the end of the forecast period, but simultaneously taking into account the ongoing ship size limitations.

The assumed increasing ship size will lead to a reduction in the number of tanker calls in the second half of the forecast period to 328 in the Base Case and to 281 in the Low Case, while in the High Case the final number of 363 tanker calls is higher than in 2012, but still shows reductions compared to earlier levels in that scenario.

Figure 36: Chittagong Liquid Bulk Vessel Forecast

Source: HPC 2013

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6.4 Break Bulk/General Cargo and RoRo Vessels

The order book for traditional general cargo vessels has been decreasing for years, which is mainly due to the still growing degree of containerisation of this type of cargo. Cargo that cannot be containerised because of its weight or dimensions is increasingly transported with multi-purpose vessels, mainly smaller bulk carriers, or with specialised vessels for heavy lift cargo.

Break bulk is typically transported in vessels of 10,-15,000 dwt size, i.e. Handysize or even smaller bulk carriers. This is a ship dimension that has also been envisaged in Chittagong with an average size of 12,975 dwt according to Lloyd’s data. As regards further size developments no fundamental changes regarding the employed vessels in this category are expected in the future due to the special features of the carried cargo. It is assumed that during the forecast period the average handling volumes will only slightly increase from 11,400 tonnes in 2012 to 15,000 tonnes per call.

As a result the number of calls of break bulk/general cargo ships will increase from 356 in 2012 to 663 at the end of the forecast period (Base Case) after a decline in 2013 taking into consideration the expected impacts of the current situation which massively hinders foreign trade. In the High Case vessel calls will rise to 780 at the end of the forecast period and in the Low Case to 564, respectively.

Figure 37: Chittagong Break Bulk/General Cargo Vessel Forecast

Source: HPC 2013

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At present the port of Chittagong is called by 32 RoRo and dedicated vehicle carriers. While the typical capacity of a vehicle carrier like the “Asian Leader”, which is a regular caller in Chittagong, is 1,500 cars, in general only a fraction of this capacity is discharged per call. Based on the information about the number of vehicles imported in 2012 and about the number of respective ship calls in one year from Lloyd’s data the number of vehicles discharged per call in Chittagong is derived, which amounted to 144 in 2012.

It is assumed that during the forecast period the size of the RoRo/vehicle carriers calling at Chittagong will remain the same; the number of vehicles unloaded per call is however expected to increase to 350. This will result in a growing number of vessel calls between 2012 and 2043 from 32 to 101 in the Base Case, to 129 in the High Case and to 79 in the Low Case.

Figure 38: Chittagong RoRo/Vehicle Carrier Forecast

Source: HPC 2013

6.5 Vessel Forecast Summary

Resulting from the developed traffic forecast and the average handling volumes per ship call, based on existing and assumed future ship size developments, the projection of the expected vessel calls in Chittagong was established. During the forecast period the number of ships calling at the port is projected to increase by 1.6% per year from 2,076 in 2012 to 3,351 in 2043.

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As for the cargo volumes also the resulting vessel calls show potentials, which can only be realised when the berths are available, the equipment is working and the storage area and hinterland transport are well organised, so that long waiting times for the ships are avoided.

Table 40: Summary of Vessel Call Potentials at Chittagong to 2043 – Base Case

No. of Vessel Calls 2012 2018 2023 2028 2033 2038 2043

Container Ships 845 1,154 1,502 1,629 1,605 1,421 1,147

Dry Bulk Carriers 496 661 834 1,017 1,202 1,333 1,387

Tankers 347 402 397 387 367 343 328

Break Bulk/General Cargo Ships 356 332 330 335 348 365 388

RoRo/Vehicle Carriers 32 32 38 48 62 80 101 Total 2,076 2,580 3,101 3,416 3,585 3,542 3,351 Source: HPC 2015

Figure 39: Summary of Vessel Call Potentials at Chittagong to 2043 – Base Case

4,000

3,500 RoRo/Vehicle Carriers 3,000 Break Bulk/General Cargo 2,500 Ships

2,000 Tankers

1,500 Dry Bulk Carriers 1,000 Container Ships 500

0 2012 2018 2023 2028 2033 2038 2043

Source: HPC 2015

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7. INVENTORY OF CHITTAGONG PORT’S FACILITIES

7.1 Inventory of Physical Facilities

7.1.1 General Overview

Physical facilities at Chittagong Port can be divided into three different types of facilities:  Berthing facilities (jetties, quay walls, mooring points, etc.)  Storage and operational facilities, logistic areas (yards, sheds, electrical substations, water tanks, internal roads and railway tracks within one of the three terminals (GCB, CCT and NCT) and in the North of the terminals, etc.).  Chittagong Port Authority´s own residential- and service facilities in the North of the terminals (CPA officer’s colony, CPA hospital, port administrative building, custom house, PA high school with adjacent facilities, CPA North colony, PA graveyard, etc.)

The port area consists of the main zone at Bandar on the right bank of the Karnaphuli river, where the principal berths for general and container cargo and all facilities of Chittagong Port Authority are located, and several land spots and minor jetties scattered along the river margins.

In the following, a schematic description of the existing facilities and their condition is presented and the development plans of the Chittagong Port Authority regarding its physical facilities are identified.

7.1.2 Current Facilities

As mentioned above, the main port area at Bandar contains the major berthing facilities of the Chittagong Port Authority, and their attached storage and operational facilities in the adjacent hinterland. These are, from North to South:  General Cargo Berths (GCB): 13 consecutive berths (total length 2,100 m approx.) constructed during 1954-1979 and used for handling of general and container cargo. The marine structures are in a very bad condition.

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 Chittagong Container Terminal (CCT): Dedicated 450 m quay wall for container traffic with STS gantry cranes. The facilities are in a good condition.  Newmooring Container Terminal (NCT): Recently built 1,000 m long quay wall (5 berths à 200 m) for container cargo operations. The structure is in a very good condition.  Arrangement of berths within the port area is represented in the following figures. For detailed information, regarding geometrical data, quay furniture, cross sections, etc., see 7.1.3.

Figure 40: Port Area – General Layout (South)

Source: Sellhorn 2014

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Figure 41: Port Area – General Layout (North)

Source: Sellhorn 2014

In addition to the main berths owned and operated by CPA at the main port area, several jetties and mooring points can be found along the Karnaphuli River. According to the CPA Website actualized listing:

For Ocean-Going Vessels: Specialised Berths for Bulk Handling  Dolphin Oil Jetty (for POL) 1 No.  Grain Silo Jetty 1 No.  Cement Clinker Jetty 1 No.  TSP Jetty 1 No.  CUFL Jetty 1 No.  KAFCO Urea Jetty 1 No.  Ammonia Jetty 1 No. Repair Berths  Dry Dock Jetty 2 Nos Mooring Berths  River Mooring 9 Nos

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For Inland Coasters & Vessels:  Jetty Berths (for POL) 1 No.  Concrete Berth (for Grain Handling) 1 No.  Pontoon Berths (for POL) 3 Nos  Pontoon Berths (for Cement) 1 No.  Single Point Mooring 10 Nos

Scarce or no information could be obtained for these jetties and berths, as they are privately operated and access was limited.

7.1.3 Berths - Key Data

In the following, key data for the different berthing facilities is presented in the form of data sheets, in order to achieve a clear and summarized overview of the most important information with regard to characteristics, actual use and condition of the quay walls.

The data sheets have been structured in 10 main bullet points: 1. Location 2. Use

3. Construction year 4. Type of quay wall

5. General condition 6. Geometric data

7. Quay furniture 8. Additional comments

9. Cross section/Drawings 10. Pictures

The data provided derives from photo documentation and measurements obtained during Consultant’s fact-finding mission in Chittagong, as well as from meetings with port representatives.

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Table 41: GCB Berth 1-6

Location Right bank, CPA main area at gates 1,2 & 3 Use General Cargo Construction Year 1979 (Reconstruction) Type of Quay Wall Reinforced concrete deck on square concrete piles General Condition Service life of the structure completely consumed. Appreciable damage is found in the concrete surface, quay wall edge, piling, expansion joints, railway tracks and fender system Geometric Data Length Berth 1 192.50 m Berth 2 137.10 m Berth 3 160.00 m Berth 4 141.70 m Berth 5 164.00 m Berth 6 144.00 m Width 36 m approx. Top Level - Berthing Depth Design Depth -9 m ISLWL, actual depths ranging from -6.6 m ISLWL (berths 1&2) to -11.2 m ISLWL (acc. to CPA Bathymetric Survey) Quay Furniture Bollards Single Bitt, spacing 20 m Fenders V-Fenders + Steel profiles with timber cover, spacing 4.5 m Safety Ladders No Cable Channel No Crane Rail Gauge 4.5 m System Other Buffer stops consisting of concrete blocks without buffer/steel element Crane locking points consisting of embedded steel plates with chain for crane anchorage, spacing 15 m approx. Additional - Comments Cross section/Drawings NOT AVAILABLE

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Pictures by Sellhorn:

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Table 42: GCB Berth 7 - 13

Location Right bank, CPA main area at gates 3, 4 & 5 Use Berths 7, 8 & 9: General Cargo Berths 10, 11, 12 & 13: Container Cargo Construction Year 1954 Type of Quay Wall Reinforced concrete deck on a steel profiles grid, which is supported by braced steel screw piles General Condition Service life of the structure completely consumed. Appreciable damage is found in the concrete surface, quay wall edge, piling, expansion joints, railway tracks and fender system. Some repair works undertaken (new concrete piles) Geometric Data Length Berth 7 194.80 m Berth 8 192.00 m Berth 9 164.90 m Berth 10 178.40 m Berth 11 165.10 m Berth 12 160.15 m Berth 13 183.40 m Width Berth 7 36 m approx. Berths 8/9 45 m approx. Berths 10/11/12/13 30 m approx. Top Level - Berthing Depth Design Depth -9 m ISLWL, actual depths ranging from -9.5 m ISLWL (berths 11&12) to -16.1 m ISLWL (acc. to CPA Bathymetric Survey) Quay Furniture Bollards T-Head, spacing 15 m Fenders Tyres attached to every bollard. Timber logs at some points Safety Ladders 1 element Cable Channel No Crane Rail Gauge 4.5 m System Other Buffer stops consisting of concrete blocks without buffer/steel element at beginning of berths, steel buffer stops at end of berths Crane locking points consisting of embedded steel plates with chain for crane anchorage, spacing 15 m approx. Additional - Comments

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Cross section/Drawings NOT AVAILABLE Pictures by Sellhorn:

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Table 43: CCT (Chittagong Container Terminal)

Location Right bank, from Mohesh Khal to start of NCT Use Container Cargo Construction Year 1986 Type of Quay Wall Reinforced concrete deck on octagonal concrete piles General Condition The structure is generally in good condition. Deck surface worn out, visible cracking. Some minor damages (broken edges). Geometric Data Length 450 m Width 40 m Top Level +6.50 ISLWL Berthing Depth Design Depth -9 m ISLWL Quay Furniture Bollards T-Head, spacing 15 m Fenders Rubber V-fenders, covering almost the whole length of the quay face, spacing 5 m Safety Ladders - Cable Channel Concrete channel, 2 cable trenches (width 12 cm) Crane Rail Gauge 30.1 m System Other Steel buffer stops Crane locking system: Additional Comments - Cross section/Drawings NOT AVAILABLE Pictures by Sellhorn:

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Table 44: NCT (Newmooring Container Terminal)

Location Right bank, between CCT and the Bangladesh Navy Area (Khal 5) Use Container Cargo Construction Year 2007 Type of Quay Wall Reinforced concrete deck on PHC circular piles (Ø900) General Condition The structure is in good condition. Minor damages are visible. Geometric Data Length 1000 m Width 43 m Top Level +6.50 ISLWL Berthing Depth Design Depth -11.50 m ISLWL Quay Furniture Bollards Kidney bollards 1000 kN, spacing 21 m Fenders Rubber V-fenders, with front panel, spacing 9 m approx. Safety Ladders Spacing 42 m Cable Channel Concrete channel, 2 cable trenches (width 12 cm) Crane Rail Gauge 30.1 m System Other Steel buffer stops Anchoring pits in deck surface Additional Comments - Cross section/Drawings

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Pictures by Sellhorn:

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7.1.4 Terminal Infrastructure

7.1.4.1 Preliminary Remarks and General

The following chapter summarize the findings of the Consultant´s on-site inspections and meetings with different counterparts in regard to terminal infrastructure. Terminal infrastructure is by definition all underground and above surface infrastructure that is necessary to allow terminal operation such as  Buildings and facilities such as sheds, warehouses, workshops, administrative buildings  Media supply systems including installations such as diverse cable ducts systems, water supply system, firefighting system, sanitary sewage system, gas supply system etc.  Traffic areas including related installations (gates, weigh bridges, pavement for roads and logistic areas, port security and illumination, storm water system etc.)

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Due to several restrictions in regard to accessibility of important structures and due to a limited filming/photo permit, furthermore not existing, missing or still pending information such as layout plans for different subsurface infrastructure layout plans (e.g. potable water network, cable duct system etc.) it was only possible to gain an unfinished overview of the terminal infrastructure.

The findings therefore are based on extensive photo documentations carried out by the Consultants and the results from meetings with diverse counterparts solely.

7.1.4.2 Sheds and Warehouses

General Cargo Berth/-Terminal

Sheds and warehouses (transit sheds 1 – 9 and 11 – 12, baggage shed) are allocated along the berths of General Cargo Berth (GCB) as well as in the connected logistic areas in the hinterland (“M”-Shed; “N”-Shed; Automotive Shed; “F”-Shed; “P”-Shed; “D”-Shed; “O”-Shed).

The base area of the transit sheds ranges from approx. 1,500 sqm (baggage shed) to approx. 9,780 sqm (shed 13). The construction types are shed roofs with corrugated iron covering as well as saddle roofs (partly with integrated skylights) supported by a steel framework and steel/reinforced concrete columns mostly.

By their outward impression those facilities seem to have reached a considerable lifespan of their service life, however occasional damages don´t seem to have an influence on structural integrity or even the limit state of serviceability.

Figure 42: Transit Sheds (Quay Wall Area)

Source: Sellhorn

An exception is the baggage shed, which by its impression shows considerable damages of the supporting walls made of brickwork.

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Figure 43: Baggage Shed

Source: Sellhorn

Further north the “O”-Shed is allocated. This shed has been built as a saddle roof construction with supporting walls made of brickwork (Figure 44).

West of the different break bulk yards of General Cargo Berth/-Terminal in the vicinity of automobile yard and container yard the relatively long “D”-Shed (Figure 45). It has been built as a pitched roof construction with corrugated iron covering with supporting massive walls made of brickwork or reinforced concrete. The “F”-Shed has been built as a saddle roof construction with corrugated iron covering (with integrated skylights) supported by a steel framework and steel/reinforced concrete columns) (Figure 46 and Figure 48).

Figure 44: “O”-Shed

Source: Sellhorn

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Figure 45: "D"-Shed

Source: Sellhorn

Figure 46: "F"-Shed

Source: Sellhorn

The “P”-Shed is allocated between the pumping station with nearby water reservoir and the “Central Workshop”. It has been built as a pitched roof construction with corrugated iron covering with supporting massive walls made of brickwork or reinforced concrete. For the “M”- and “N”- Shed only a satellite photo is available (Figure 50.)

Figure 47: Automobile Yard

Source: Sellhorn

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Figure 48: "F"-Shed

Source: Sellhorn

Figure 49: "P"-Shed

Source: Sellhorn

Figure 50: "M"- and "N"-Shed

Source: Google Earth

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New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

On the newer CCT and NCT no sheds and warehouses are allocated, however the approx. 14,400 sqm large Container Freight Station (CFS), a port facility for loading and unloading containerized cargo to and from ships, is allocated at the North-eastern border of CCT (Figure 51 and Figure 52).

It has been built as a pitch roof construction with corrugated iron covering supported by a steel framework and steel/reinforced concrete columns)

Figure 51: CCT Container Freight Station

Source: Sellhorn

Figure 52: CCT CFS

Source: Sellhorn

For more detailed information/data sheets of sheds and warehouses, see Annex 2.

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7.1.4.3 Workshops

General Cargo Berth/-Terminal

There are several workshops (B.D.C Workshop, CRE Workshop, Central Workshop, Motor Garage, Machine Shop, Ship Bldg. & Welding Shop, E & Foundry Shop, Boiler & Piping Shop) allocated around the General Cargo Terminal. It is obvious, that they are decentralised, resulting from the vicinity of specific nearby facilities, which require specialized workshop facilities (e.g. Ship Bldg. & Welding Shop, E & Foundry Shop, Boiler & Piping Shop near the jetties for ports own service vessels such as tugs, survey boats or other specialized ships/boats

The Central Workshop (Figure 53) with a base area of approx. 4,010 sqm functions as repair facility for terminals own handling and transport vehicles such as reach stacker, mobiles cranes.

Repair and maintenance of van carriers is carried out further west in the vicinity (south-west) of container yard 8 presumably at workshop C (Figure 54).

The motor garage is allocated east of “O”-Shed (Figure 55).

Figure 53: Central Workshop

Source: Sellhorn

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Figure 54: Booking Office and Workshop C

Source: Sellhorn

Figure 55: Motor Garage

Source: Sellhorn

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

On the newer CCT and NCT two workshops are allocated at the northern border of logistic areas. They are used to maintain and repair the terminal handling equipment, forklift trucks, reach stacker and Van-Carrier. CCT-Workshop is allocated next to Gate 2 (Figure 56 and Figure 57) and NCT-Workshop is allocated west of the Exit-Gate (Figure 58 and Figure 59).

Figure 56: CCT-Workshop

Source: Sellhorn

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Figure 57: CCT-Workshop - Outside Area

Source: Sellhorn

Figure 58: NCT-Workshop

Source: Sellhorn

Figure 59: Crane inside NCT-Workshop

Source: Sellhorn

For more detailed information/data sheets of workshops, see Annex 2.

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7.1.4.4 Gates

General Cargo Terminal

According to layout plans, there are 6 gates to the General Cargo Terminal that function as link (Gate 1 to 4) to the Mooring Rd (main road running parallel to the Karnaphuli River) and as link (CPAR Gate) to the Port Link Rd.) running towards North-West, all connecting the port with the hinterland and the City of Chittagong.

Figure 60: Gates of General Cargo Terminal

Source: Google Earth

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

According to layout plans, Chittagong Container Terminal (CCT) has 3 gates that function as link (Gate 1 to 3) to the Mooring Rd and Chittagong Port Flyover (main road running parallel to the Karnaphuli River). The New Container Terminal (NCT) has a 5 lanes gate that connects the terminal with the hinterland via the Chittagong Port Flyover.

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Figure 61: Gates of New Container Terminal (NCT) and Chittagong Container Terminal (CCT)

Source: Google Earth

For more detailed information/data sheets of terminal gates, see Annex 2.

7.1.4.5 Water Supply Facilities

General Cargo Berth/-Terminal

General Cargo Berth/-Terminal is directly connected to the public water supply system from WASA. In order to maintain the required pressure and design discharge 3 pumping stations and tanks are allocated in the course to the consumer as shown in Table 45 and Figure 62.

Table 45: GCB Water Supply Facilities

Name of Facility Covered Area/Connected Consumers CPA Officers colony North colony East colony T.C. Pump House CPA hospital Port high School Prospectively: General Cargo Terminal through a diversion to Saltoga Pump House and Pump House next to “O”-Shed Western areas of General Cargo Terminal Saltoga Pump House Berth 7 to 13 RCC Tanks and Pump House Western areas of General Cargo Terminal next to “O”-Shed Berth 1 to 6 Source: Sellhorn

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Figure 62: GCB Water Supply Network (with future extensions)

Source: CPA

A new water treatment plant is actually under construction at CPA port area. Water treatment plant shall be operational end of 2014 and will supply all CPA consumers: residential and offices area, port jetties and yards (see Chapter 7.2.1.1).

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

New Container Terminal (NCT)/Chittagong Container Terminal (CCT) are also directly connected to the public water supply system from WASA. In order to maintain the required pressure and design discharge two pumping stations and tanks are allocated in the course to the consumer as shown in Table 46 and Figure 63.

Table 46: NCT/CCT Water Supply Facilities (with future extensions)

Name of Facility Covered Area/Connected Consumers CCT Area CCT O.H. & Pump House CCT Berths CCT O.H. & Pump House and NCT Area Underground Tank NCT Berths Source: Sellhorn

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Figure 63: NCT/CCT Water Supply Network

Source: CPA

For more detailed information/data sheets of water supply system, see Annex 2.

7.1.4.6 Sanitary Network Facilities

General Cargo Berth/-Terminal

There is apparently no sanitary network implemented. From the meetings with the technical counterparts it is understood that sewage water will be collected locally in septic tanks.

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

There is apparently no sanitary network implemented. From the meetings with the technical counterparts it is understood that sewage water will be collected locally in septic tanks.

7.1.4.7 Storm Water System

General Cargo Berth/-Terminal

A storm water system with distinct channels and collectors that would drain the logistic areas and terminal roads has not been designed and/or foreseen at the GCB. Sporadically small ditches or even reinforced concrete channels seem to function as a drainage system in some areas, but a methodical network could not be seen during Consultant´s port visit.

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There is no gully-manhole system implemented (with the exception of the quay- wall area, where gullies have been built inside then quay wall slab, however with insufficient diameters). A slope towards the road sides is not apparent. Furthermore large parts of the terminal roads and logistic are unsecured (gravel roads, Figure 64).

Figure 64: Storm Water Facilities GCB

Reinforced Concrete Channels next to Reinforced Concrete Channels next to gravel paved areas roads

Reinforced Concrete Channels next to Gullies in quay wall slab gravel roads

Source: Sellhorn

Since there are no layout plans available that would show the allocation of small channels it is assumed, that storm water will run through channels, pipes and ditches to the large channels and from there to the Karnaphuli River as shown in Figure 65. A main channel (Mohesh Khal) draining large areas of hinterland, flows into the Karnaphuli River at the border between CCT and GCB. The estimated width of the Mohesh Khal at the confluence measures approx. 30 m (Figure 65).

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Figure 65: Outlet Structures GCB

Outlet Structures Storm Water

Source: Google Earth

Outlet Structure near Berth 1 GCB Confluence of Mohesh Khal/Karnaphuli river

Source: Sellhorn Source: Sellhorn

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

Storm Water from Terminal Areas of CCT and NCT are collected in gullies and underground channel systems and further discharged into the Karnaphuli river. A detailed description of dewatering of terminal areas is subject to the pending layout plans of CCT and NCT.

Figure 66: Storm Water Gullies and Channels

Source: Sellhorn

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7.1.4.8 Electrical Network Facilities

General Cargo Berth/-Terminal and New Container Terminal (NCT)/ Chittagong Container Terminal (CCT)

Today the port is connected to the public grid (33kV, BPDB Bangladesh Power Development Board). CPA operates two 33/11KV main sub-stations and 12 Nos of 11/0.4 KV electrical substations. Uninterrupted power supply is provided to the whole territory under CPA, i.e. all service buildings, residential area, cranes, pump house etc.

At present maximum peak hour demand of electricity at CPA is about 6.5 MW. This demand is increasing gradually and it may reach up to 15MW -16 MW in near future when NCT will be fully developed.

Backup power is provided by diesel generators including one 2.5 MW and four

2.0 MW heavy power generating sets. Actual generation power is 10.5 MW and being currently upgraded to 16.5 MW.

The power distribution system of Port of Chittagong comprising of NCT, CCT and GCB is shown in the following diagram (Figure 67) given to the Consultant from the CPA Electrical Department:

Figure 67: Power Distribution System of CPA

Source: CPA – Electrical Department

For more detailed information/data sheets of electrical network facilities, see Annex 2.

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7.1.4.9 Terminal Pavement

General Cargo Berth/-Terminal

Pavement of General Cargo Terminal varies largely in it different built-up (asphalt pavement (Reinforced) concrete Pavement, gravel pavement and thus in its load bearing capacity. Damages can be seen in many areas resulting in restrictions for the manoeuvrability for specialised terminal handling equipment (e.g. van carriers/straddle carriers) in regard to safety of personnel (Figure 68).

Figure 68: GCB Pavement Types and Damages

Unpaved Terminal Roads Damaged Asphalt Pavement

Concrete Pavement Logistic Areas Unpaved Logistic Areas

Source: Sellhorn

New Container Terminal (NCT)/Chittagong Container Terminal (CCT)

A detailed description of pavement of NCT and CCT terminal areas is subject to the pending layout plans and cross-sections of pavement built-ups of CCT and NCT.

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7.1.4.10 CPA Residential and Service Facilities

In the north of the three terminals Chittagong Port Authority´s own residential- and service facilities are situated e.g. CPA officer’s colony, CPA hospital, port administrative building, custom house, PA high school with adjacent facilities, CPA North colony, PA graveyard etc. (Figure 69).

Figure 69: CPA Residential and Service Facilities

CPA High school CPA Officer’s Colony

CPA High school CPA North Colony

Water Tower at Cross Road No.1 Custom House

Source: Sellhorn

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7.1.5 Navigational Aids 7.1.5.1 Buoys

The Marine Department of Chittagong Port Authority provided information about the position and characteristics of the channel marking light buoys at the approaches of the river Karnaphuli and the Karnaphuli River itself as shown below in Table 47 and Table 48.

Table 47: Key Data of Channel Marking Light Buoys at the approaches

SI.No. Buoys Description Present position Characteristics Lat.: 22°-16.32’ N 1 Authority Buoy Fl. White ev. 6 sec Long.: 91°-37.72’ E Lat.: 22°-14.30’ N 2 Wreck Sonar Kiran Buoy Fl. Green ev. 6 sec Long.: 91°-39.90’ E Lat.: 22°-16.99’ N 3 Wreck Evana Buoy GP Fl. Green ev. 6 sec Long.: 91°-36.75’ E Lat.: 22°-17.94’ N 4 South Sandwip Buoy Fl. Red ev. 6 sec Long.: 91°-33.56’ E Source: Chittagong Port Authority, Sellhorn

Table 48: Key Data of Channel Marking Light Buoys Karnaphuli River

SI.No. Buoy No. Buoys Description Present position Characteristics Stbd. Port. Hand Hand 1 1 Outer bar stbd. Hand conical Lat.: 22°-12’ -37.71’’ N Long Fl (G) ev. 3 type light buoy (Green Long.: 91°-47’ -44.40’’ E sec colours) 2 - 2 Outer bar port Hand can Lat.: 22°-13’ -01.35’’ N Long Fl (G) ev. 3 type light buoy (Red colours) Long.: 91°-47’ -45.54’’ E sec 3 3 - Inner Bar Stbd. Hand conical Lat.: 22°-13’ -06.27’’ N Fl. (G) ev. 3 sec type light buoy (Green Long.: 91°-48’ -12.03’’ E colours) -2 4 5 - Inner Bar Stbd. Hand conical Lat.: 22°-13’ -29.59’’ N Fl. (G) ev. 3 sec type light buoy (Green Long.: 91°-48’ -41.28’’ E colours) -2 5 7 Star-Alt-Tair “W” Stbd. Hand Lat.: 22°-13’ -58.31’’ N Fl. (G) ev. 3 sec conical Type Light buoy Long.: 91°-49’ -17.83’’ E (Green Colours) 6 - 4 Ramgati “W” Port Hand Lat.: 22°-14’ -11.36’’ N Unlit conical Type Light buoy Long.: 91°-49’ -15.50’’ E (Black Colours)

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SI.No. Buoy No. Buoys Description Present position Characteristics 7 - 6 B.D.R.S.“W” Port Hand Can Lat.: 22°-14’ -27.95’’ N Fl. (G) ev. 3 sec Type Light Buoy (Black Long.: 91°-49’ -44.51’’ E Colours) 8 9 - Training Wall No.1 Stbd. Lat.: 22°-15’ -34.99’’ N Fl. (G) ev. 3 sec Hand Conical Type Light Long.: 91°-50’ -30.13’’ E Buoy (Green Colours) 9 11 - Golconda “W” Stbd. Hand Lat.: 22°-15’ -55.89’’ N Fl. (W) ev. 3 sec Conical Type Light Buoy Long.: 91°-50’ -17.51’’ E (Black Colours) 10 13 Training Wall No.2 Stbd. Lat.: 22°-16’ -13.87’’ N Fl. (G) ev. 3 sec Hand Conical Type Light Long.: 91°-49’ -45.06’’ E Buoy (Green Colours) 11 - 8 Gupta Crossing No.1 Port. Lat.: 22°-15’ -19.17’’ N Fl. (R) ev. 3 sec Hand Conical Type Light Long.: 91°-50’ -14.46’’ E Buoy (Red Colours) 12 - 10 Gupta Crossing No.2 Port. Lat.: 22°-15’ -30.09’’ N Fl. (R) ev. 3 sec Hand Conical Type Light Long.: 91°-50’ -17.98’’ E Buoy (Red Colours) 13 - 12 Gupta Crossing No.3 Lat.: 22°-15’ -42.06’’ N Fl. (R) ev. 3 sec Port. Hand Conical Type Long.: 91°-50’ -15.96’’ E Light Buoy (Red Colours) 14 15 - Cutting Band Stbd. Hand Lat.: 22°-17’ -03.70’’ N Fl. (G) ev. 3 sec Conical Type Light Buoy Long.: 91°-48’ -01.54’’ E (Green Colours) 15 17 - Bangla Bazar “W” Stbd. Lat.: 22°-19’ -01.26’’ N Unlit Hand Conical Type Light Long.: 91°-49’ -27.09’’ E Buoy (Green Colours)

Source: Chittagong Port Authority, Sellhorn

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Figure 70: Port Buoy Karnaphuli River

Source: Sellhorn

7.1.5.2 Shore transit lights

Following position and characteristics of shore transit lines are listed below:

Inward Transit Line

Outer Bar: Disc & Diamond Line

(Red & White Horizontal Bands.)

Transit Bearing 037°-06’(T)

Front-FL(R) ev. 1 sec Lat.: 22°-13’ – 46.5’’N Long.: 91°-48’– 33.0’’ E

Rear-FL(R) ev. 1 sec Lat.: 22°-13’ – 55.5’’N Long.: 91°-48’– 40.0’’ E

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Inner Bar: Battens Mark & Coombs Pillar Line

(Red & White Horizontal Bands.)

Transit Bearing 054°-11’(T)

Front-FL(W) ev. 1 sec Lat.: 22°-14’ – 44.0’’N Long.: 91°-50’– 23.0’’ E

Rear-FL(W) ev. 1 sec Lat.: 22°-14’ – 51.0’’N Long.: 91°-50’– 33.0’’ E

Gupta Crossing: Cross Ball & Triangle Line

(Red & White Horizontal Bands.)

Transit Bearing 024°-48’(T)

Front-FL(W) ev. 1 sec Lat.: 22°-15’ – 46.21’’N Long.: 91°-50’– 35.50’’ E

Rear-FL(W) ev. 1 sec Lat.: 22°-15’ – 49.34’’N Long.: 91°-50’– 37.04’’ E

Danger Char Line

(Red & White Horizontal Bands.)

Transit Bearing 154°-34’(T)

Front-Unlit Lat.: 22°-16’ – 23.40’’N Long.: 91°-49’– 56.56’’ E

Rear-Unlit Lat.: 22°-16’ – 27.95’’N Long.: 91°-49’– 53.07’’ E

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Outward Transit Line

Gupta Crossing: Central Line

(Red & White Horizontal Bands.)

Transit Bearing 114°-28’(T)

Front-FL(W) ev. 1 sec Lat.: 22°-15’ – 41.45’’N Long.: 91°-50’– 36.84’’ E

Rear-FL(W) ev. 1 sec Lat.: 22°-15’ – 38.97’’N Long.: 91°-50’– 42.78’’ E

Active Spit Line

(Red & White Horizontal Bands.)

Transit Bearing 155°-45’(T)

Front-FL(W) ev. 1 sec Lat.: 22°-15’ – 21.20’’N Long.: 91°-50’– 31.16’’ E

Rear-FL(W) ev. 1 sec Lat.: 22°-15’ – 19.23’’N Long.: 91°-50’– 31.11’’ E

7.1.5.3 Lighthouses and Transit Lights

The Marine Department of Chittagong Port Authority provided information about the position and characteristics of lighthouses in the Karnaphuli River as shown below in Table 49:

Table 49: Lighthouses - Key Data

Flashing SI. No. Lighthouse Description Position Characteristics Patenga light house 20.12 m lattice tower Lat.: 22°-16.32’ N 1 Fl. (R) ev. 10 sec Black & White, Horizontal Long.: 91°-37.72’ E Bands Norman´s point light house 30.48 m lattice tower Lat.: 22°-14.30’ N 2 Fl. Green ev. 6 sec White & Red, Horizontal Long.: 91°-39.90’ E Bands Source: Sellhorn

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Figure 71: Lighthouses Karnaphuli River

Source: Sellhorn

7.2 Identification of Different Development Alternatives

7.2.1 Current Plans

Chittagong Port Authority provided information about the planned development options for different port areas and terminals with regard to berthing facilities. Theses development options are in different stages of construction or planning, which means that some are only preliminary ideas for the development of Chittagong Port, but could however be incorporated in the new Master Plan.

7.2.1.1 Approved/On-going Development Projects

Construction of Back-up Facilities behind Berths 4 and 5 of NCT

Yard and operational facilities for container handling are being currently constructed on the landside of berths 4 and 5 of NCT. General layout of planned back-up facilities behind the berths was provided by CPA and is shown in Figure 72 and Figure 74 below. Two different options are considered, with and without container freight station.

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Figure 72: General layout - Back-up Facilities at Berths 4 and 5 of NCT (without CFS)

Source: CPA

Figure 73: General layout - Back-up Facilities at Berths 4 and 5 of NCT (with CFS)

Source: CPA

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Progress of construction works observed during Consultant’s site visit in December 2014 is shown in Figure 78.

Figure 74: Progress of Construction Works of Back-up Facilities at Berths 4 and 5 of NCT December 2014

Source: Sellhorn/Google Earth

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New Water Treatment Plant

A new water treatment plant is actually under construction at CPA port area.

Capacity of the plant will be 400m³/h. Water sources will be the Karnaphuli River, deep wells and rain water. Water treatment plant shall be operational end of 2014 and will supply all CPA consumers: residential and offices area, port jetties and yards. Treated water will be pumped to the T.C pump house and from there distributed to all CPA areas.

The new plant shall allow CPA self-sufficient water supply and independency from WASA (Water Supply & Sewerage Authority Bangladesh).

According to BETS Consulting Services Ltd. Preliminary Design Report, actual water demand of CPA is about 200m³/h and 300m³/h. Thus, the water plant was designed with some spare capacity for the future development of CPA. According to Preliminary Design Report, design of water plant considers the full development of NCT and future KCT quays and terminal.

Figure 75: New Water Treatment Plant

Source: Sellhorn

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Figure 76: Location New Water Treatment Plant

Source: Google Earth

New Power Plant

At present maximum peak hour demand of electricity at CPA is about 6.5MW. This demand is increasing gradually and it may reach up to 15MW -16 MW in near future when NCT will be fully developed.

Backup power is provided by diesel generators including one 2.5 MW and four 2.0 MW heavy power generating sets. Actual generation power is 10.5 MW and being currently upgraded to 16.5 MW.

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Even if power Supply from BPDB is quite stable and power cuts at CPA operational areas are limited, CPA wants to get its own power generation system to get totally independent from the public network. Therefore CPA is planning a new 30 MW power plant (upgradeable to 50 MW). Feasibility and preliminary design for the new power plant are ongoing and shall be finished mid-2015.

Capital Dredging Project

The project consists of the dredging of some 3.6 million m³ to allow berthing (-4.0m ISLWL) at a new constructed 400 m long, 25 m wide jetty situated 1.6 km downstream of Shah Amanat Bridge, and the associated slope revetment works.

The jetty is made of a reinforced concrete deck on circular concrete piles and construction is on-going, at a very advanced stage. This quay wall will make four new 100 m long berths available for CPA.

Figure 77: New Jetty at Capital Dredging Project

Source: Sellhorn

Karnaphuli Container Terminal (KCT)

CPA intends to demolish the General Cargo Berths and build a modern container terminal (Karnaphuli Container Terminal) in their current location. The possible layout of the reconstructed area is shown in the following figure.

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Figure 78: Planned New Layout of KCT

Source: CPA

The construction shall be implemented in different stages, starting with the area of berths 10-13. Design works by the Bangladesh University of Engineering and Technology in Dhaka have already started.

Laldia Bulk Terminal

CPA intends to build a new bulk terminal at Laldia Char (between Khal 14 and Khal 15 on the right bank of the Karnaphuli River) under Public Private Partnership.

The proposed terminal shall have a 1000 m long jetty for bulk cargo handling and shall be operable at -9.0 m ISLWL. Construction of the terminal will release some pressure on existing cargo berths.

A study for the location of the terminal has been conducted by the Bangladesh University of Engineering and Technology and the port is now waiting for project proposals.

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Figure 79: Possible Location and Layout of New Bulk Terminal

Source: CPA

7.2.1.2 Other Development Projects

Patenga Container Terminal

Ideas about constructing a new container terminal near to the river mouth have been expressed, thus avoiding all nautical constraints caused by the navigation channel. No studies have been started yet.

Bay Terminal

CPA is considering the possibility of shifting all liquid bulk cargo facilities to a new terminal located at the Bay of Bengal, thus concentrating these activities there and not at different jetties scattered through the Karnaphuli River as it is done today. The terminal would be located north of the river mouth, and protected by a natural sand bar (see following figure). No studies or design process have been started yet.

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Figure 80: Possible Location and Layout of Bay Terminal

Source: CPA

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8. BERTH- AND TERMINAL OPERATIONAL DATA FOR CHITTAGONG PORT FACILITIES

8.1 Physical Operations Review and Check

Due to large scale political unrest in Bangladesh during the months of November and December 2013 it was not possible to carry out a detailed physical operations check and review of all the existing port facilities at Chittagong Port. This task will have to be completed during the next visit to Chittagong and thus be added into the next report.

8.2 General Overview

In a number of meetings with CPA Departments (Marine Department, Traffic Department, Terminal Management and Cargo Handling Management) the current operations were discussed, and on a very limited basis, during two days only, some port facilities and the “One Stop Shop” for clearing import cargoes and containers were inspected.

During and partly after the visit to Chittagong the following data and documents were obtained from CPA:  CPA Overview 2013;  CPA Maximum Permissible Draft tables for 2013;

 CPA Traffic Performance 2012 – 2013;  CPA Traffic data for berth-wise vessels’ arrivals and departures 2012 – 2013;  CPA non containerised Cargo data for NCT Berths 3, 4 and 5 for 2012 – 2013.

In addition to the above CPA sources a general vessel call list derived from Lloyds List Intelligence (LLI) was used to verify the types and sizes of vessels which called port of Chittagong during the period from 2012 – 2013. For further back-up of berthing and operational patterns the CPA lists of vessels as per declaration made by local agents, as well as the CPA berthing position and performance of vessels reports have been used.

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As far as privately operated facilities are concerned it was unfortunately not possible so far to visit any of them, thus the operational details are only based on CPA data, but not verified with the operators.

In this report only the commodities which were actually handled during the period from July 2012 to June 2013 have been considered. For new potential handling requirements it will be necessary to meet and discuss with CPA and other Chittagong facility operators.

8.2.1.1 Operational Handicaps

The operational handicaps, such as container stripping inside the operational port areas, berth traffic congestion; gates’ congestion and lack of security still exist, but so far could not be evaluated, as during the recent countrywide transport blockades most of these conditions had disappeared. The port had remained open and declared as operational by CPA during the period of prolonged unrest, but actually the importers and exporters, especially those from outside of Chittagong city limits, could not reach the port to either collect or deliver cargoes and/or containers. Not even the trains between Chittagong and Dhaka were operating, and neither the new CPA river vessels for container transport between Chittagong and Dhaka ICD at Pangaon. Consequently, there was only a limited operation inside the port area, at the quayside, where the vessels were mainly discharging throughout the times of trouble. It could be observed that only a few empty containers reached the port and could be loaded on board the vessels, but practically no export cargo was coming in. Thus, an operational assessment of the current facilities was not done because the port was nowhere near a “normal” operational condition during the last quarter 2013 until end of January 2014.

8.2.1.2 Operational Review of Extensions

Similarly, as already mentioned in the report, the ongoing storage yard extension behind NCT, the planned facility of KCT (phases 1 and 2) and the Laldia Bulk Terminal are existing, but so far it has not been possible to ascertain for how long these extensions will be sufficient from the operational point of view, as the capacity assessment of all the existing facilities could not be completed prior the end of the first interim phase of the project.

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8.3 Berth and Terminal Data Sheets

Based on the earlier mentioned data received from CPA for the year 2012 – 2013 the Berth and Terminal Data sheets for the GCB jetties, CCT and NCT have been populated , and for the container storage the capacity and the utilisation of berth- and yard areas has been calculated. For GC, Break Bulk and Bulk storages the capacity, and consequently utilisation has not yet been indicated because the assessment could not be completed. However, for GC, Break Bulk and Bulk jetties the berth utilisation has been completed. For the other facilities, such as private berths, river moorings and specialised berths only the annual throughput basis data received from CPA has been calculated, but the data have not been counterchecked with the respective berth operators, and the respective capacities as well have not been established.

8.4 Port Data Base

During the recent assessment processing it has been noticed that the CPA statistics and other data collections are inconsistent and have considerable gaps. This made it rather difficult for us to achieve realistic actual performance data. In order to enable CPA to set up a proper port data base and get suitable indicators for identification of improvements or development requirements for the port facilities, it is proposed to establish the data requirements and data base structure together with the relevant CPA departments responsible for performance data and planning.

8.5 Status of the Hydraulic Tender Process

8.5.1 Objectives

CPA requires Consulting Services for a comprehensive hydrologic and hydraulic study of the Karnaphuli River from the river mouth to the Kaptai Dam.

The main objectives, as explained in the Terms of Reference of the Consulting Services are to assist CPA  to define the best locations and layouts for future port developments including required basins, quay walls and jetties along the river banks  to determine the best navigation route for the future design vessels (design vessels will be determined in the project “Strategic Master Plan for Chittagong Port”) with the least costs of maintaining the river alignment and the required water depth for the design vessels

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 to determine the locations for dredging, bank protection and training walls as required for the best use of the channel with respect to the hydrodynamic river flow and the river morphology.

8.5.2 Tender Process

The Terms of Reference (TOR) for the Hydrologic and Hydraulic Study were developed by HPC-Sellhorn-KS and submitted to CPA for its review.

After that, CPA published the Request for Expression of Interest for possible tenderers in October 2013.

Figure 81: Excerpt of Request for Expression of Interest

Source: Chittagong Port Authority

The process was closed on the 2nd December 2013. The selection of the Consultant is on-going and the evaluation of EOIs for the Hydraulic Study is at last stage. Chittagong Port Authority is in the process of making a final list through CPA's evaluation committee. It is expected that the evaluation will be completed by the end of January.

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8.5.3 Time Plan

Timing of services is estimated to be twelve months.  The data collection, desk top study and all required surveys shall be completed 6 months after conclusion of the contract for the services.  The numerical and hydraulic model tests including the interpretation of the results and the cost estimate for the best river alignment alternative including the report about the investigations and findings shall be completed 12 months after conclusion of the contract for the services.

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9. DOCUMENT REGISTER AND LIST OF MEETINGS

The following documents and material have been provided and handed over to the Consultant:

Table 50: Documents Provided

Type of Document Source/Status/ Comment Published Master Plan of Chittagong May 1995, Chittagong Hard copy Port 1995-2010 Port Authority Plan for the Strategic 31 may 2008, ADB Hard copy Reforms at the Chittagong funded project by KBR, Port Authority (CPA) 2008- Australia 2011 Tariff on Goods Vessels etc. Chittagong Port Hard copy and digital copy Authority, 11 June 2008 Road Master Plan, Final 2008 Bangladesh Road Master Plan Report v4. Revised Rail Master Plan 2009 Bangladesh Rail Master Plan March 2009 Final Report SAARC SRMTS 2009 Digital copy June 2009 Sixth Five Year Plan 2011- 2011 Digital copy 2015 Strategic Master Plan for Presentation at ADB Road and Highways Chittagong Port: Relevant seminar 29 July 2013 Department Road Projects Strategic Master Plan for Presentation at ADB Bangladesh Railways Chittagong Port: Relevant seminar 29 July 2013 Rail Projects Chittagong Over View 2013 Chittagong Port Brochure on facilities, handled Authority, 2013 cargo, navigational information and development plans, hard copy Bathymetric Survey 2011- Chittagong Port Hard copy 2012 Authority, Hydrography Karnaphuli River & Sea Department Anchorage Layout of Chittagong Port Chittagong Port Hard and digital copy Authority, Planning Department CD Layout.dwg Chittagong Port Capital Dredging Project Authority, Engineering Drawings of layout Department

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Type of Document Source/Status/ Comment Published KCT Layout - layout with Chittagong Port KCT Jetty Area, drawing, container.dwg Authority, Engineering digital format Department KCT NEW _JT LINE_04-06- Chittagong Port KCT Jetty Area, drawing, 13.dwg Authority, Engineering digital format Department CPA LAYOUT PLAN CCT Chittagong Port Rehabilitation of port area RTG.dwg Authority, Engineering sheds 1 to 13, RTG operations, Department drawing, digital format Extension CCTV 080611.dwg Chittagong Port Rehabilitation of port area Authority, Engineering sheds 1 to 13, RTG operations, Department drawing, digital format NCT Drawings Chittagong Port Drawings covering the seawall Authority, Engineering structure and the wharf Department structure Area of different container Chittagong Port List with yard numbers, type of yards of CPA Authority, Engineering operation, area sizes, hard Department copy Comparison of vessels Chittagong Port List with CPA owned vessels, particulars Authority, Marine names, types, dimensions, Department hard copy Water Level Information of Chittagong Port List with tide gauges CPA (5 of 5) Authority, Hydrography information, digital format Department Capital and/ or Maintenance Chittagong Port List with information about Dredging at Chittagong Authority, Hydrography dredging volumes, digital Department format Tidal Height As Recorded List, digital format during Cyclone Wind Data Bangladesh List of information for 34 Meteorological stations, digital format Department Rainfall Data Bangladesh List of information for 35 Meteorological stations, digital format Department Rainfall Data Bangladesh Water List of information for 274 Development Board stations, digital format Major Cyclonic Storms in Bangladesh List of information, digital Bangladesh from 1960 to Meteorological format 2011 with Storm Surge Department Heights CPA Schedule of Rates 2011 Chittagong Port Unit prices for different Authority, Civil materials and works, digital Engineering format Department Activity Overview Electrical Chittagong Port Report with summary of Department.doc Authority, Electrical & organization of electrical Mechanical department, list of substations, Department power demand, digital format

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Type of Document Source/Status/ Comment Published Preliminary Report for Chittagong Port Report, drawings, diagrams, Installation of Surface Water Authority, Planning digital format Treatment Plant Department KCT Condition Survey Chittagong Port Report on damages of existing Authority, Planning berths 1-13, digital format Department Nautical Data Chittagong Port Information of buoys, Authority, Marine lighthouses, navigational aids, Department hard copy Karnaphuli River & Sea Chittagong Port Bathymetric Survey, PDF Anchorage, Sheets 1 to 10 Authority, Hydrography format Department Outer Bar Survey, Oct 2013 Chittagong Port Bathymetric Survey, PDF Authority, Hydrography format Department CPA MASTER PLAN for Chittagong Port Port Layout Consultant 11-11-013.dwg Authority, Planning Department CPA MASTER PLAN Chittagong Port Utilities Layout Telephone & Electric Authority, Electrical & Cable.dwg Mechanical Department

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants

Strategic Master Plan for Chittagong Port – Final Report, Part 1

Annex 1

TRAFFIC FORECAST RESULTS

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.1: Container Traffic Forecast – Base Case

Container Traffic Forecast - Base Case

Year 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 Project Year -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Traffic Potential Bangladesh Container Handling 1,000 TEU 1,437 1,478 1,626 1,798 1,990 2,204 2,436 2,684 2,941 3,212 3,495 3,789 4,095 4,411 4,735 5,067 5,405 5,747 6,092 6,439 6,787 7,134 7,479 7,820 8,155 8,483 8,801 9,108 9,402 9,683 9,948 10,196 Growth Factor 1.01 1.03 1.10 1.11 1.11 1.11 1.11 1.10 1.10 1.09 1.09 1.08 1.08 1.08 1.07 1.07 1.07 1.06 1.06 1.06 1.05 1.05 1.05 1.05 1.04 1.04 1.04 1.03 1.03 1.03 1.03 1.03 Growth % 1.22 2.88 10.02 10.58 10.70 10.73 10.51 10.22 9.57 9.19 8.81 8.44 8.07 7.71 7.35 7.01 6.66 6.33 6.00 5.70 5.41 5.12 4.84 4.56 4.29 4.02 3.75 3.49 3.23 2.98 2.74 2.50

GDP Growth % 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.68 6.60 6.53 6.45 6.38 6.30 6.23 6.15 6.08 6.00 5.93 5.86 5.79 5.71 5.64 5.57 5.50 5.42 5.33 5.25 5.17 5.08 5.00 Multiplier 0.50 1.67 1.63 1.59 1.54 1.50 1.46 1.42 1.38 1.33 1.29 1.25 1.21 1.17 1.13 1.08 1.04 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Container Handling 1,000 TEU 30 31 32 33 35 36 37 39 40 42 43 45 46 48 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 Share in Total 0.021 0.021 0.020 0.019 0.017 0.016 0.015 0.014 0.014 0.013 0.012 0.012 0.011 0.011 0.011 0.010 0.009 0.009 0.008 0.008 0.007 0.007 0.007 0.006 0.006 0.006 0.006 0.005 0.005 0.005 0.005 0.005

Traffic Potential Sonadia Container Handling 1,000 TEU 0 0 0 0 0 0 0 0 0 0 0 0 0 0 200 400 600 750 914 1,139 1,384 1,646 1,927 2,226 2,541 2,871 3,216 3,573 3,942 4,320 4,706 5,098 Share in Total 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.042 0.079 0.111 0.131 0.150 0.177 0.204 0.231 0.258 0.285 0.312 0.338 0.365 0.392 0.419 0.446 0.473 0.500

Traffic Potential Chittagong Container Handling 1,000 TEU 1,406 1,447 1,594 1,764 1,956 2,168 2,398 2,646 2,901 3,170 3,452 3,745 4,049 4,363 4,485 4,617 4,755 4,947 5,128 5,250 5,354 5,438 5,502 5,545 5,565 5,562 5,536 5,485 5,411 5,313 5,192 5,048 Share in Total 0.979 0.979 0.980 0.981 0.983 0.984 0.985 0.986 0.986 0.987 0.988 0.988 0.989 0.989 0.947 0.911 0.880 0.861 0.842 0.815 0.789 0.762 0.736 0.709 0.682 0.656 0.629 0.602 0.575 0.549 0.522 0.495

Traffic Potential Chittagong Total Container Handling Boxes 959,974 984,386 1,081,016 1,193,244 1,318,538 1,457,284 1,607,295 1,767,886 1,932,853 2,105,609 2,285,676 2,472,484 2,665,368 2,863,577 2,935,392 3,012,756 3,093,526 3,209,100 3,316,882 3,385,825 3,442,789 3,487,031 3,517,917 3,534,925 3,537,659 3,525,846 3,499,067 3,457,352 3,400,868 3,329,911 3,244,905 3,155,231 TEU Factor 1.465 1.470 1.474 1.479 1.483 1.488 1.492 1.497 1.501 1.506 1.510 1.515 1.519 1.524 1.528 1.533 1.537 1.542 1.546 1.551 1.555 1.560 1.564 1.569 1.573 1.578 1.582 1.587 1.591 1.596 1.600 1.600

Export Container Handling Boxes 476,969 489,098 537,301 593,294 655,825 725,094 800,020 880,267 962,750 1,049,173 1,139,301 1,232,854 1,329,505 1,428,881 1,465,236 1,504,388 1,545,268 1,603,569 1,658,015 1,693,078 1,722,173 1,744,923 1,761,002 1,770,144 1,772,140 1,766,848 1,754,049 1,733,751 1,706,029 1,671,025 1,628,942 1,583,926 Full 20' 87,031 89,244 98,828 109,997 122,552 136,560 151,844 168,366 185,554 203,749 222,923 243,037 264,040 285,872 295,294 305,391 315,956 330,228 343,872 353,628 362,231 369,575 375,563 380,109 383,137 384,584 384,371 382,466 378,852 373,530 366,512 356,383 Full 40' 154,805 158,742 175,691 195,442 217,634 242,381 269,371 298,528 328,839 360,907 394,677 430,081 467,026 505,406 521,824 539,422 557,833 582,774 606,589 623,529 638,427 651,099 661,377 669,109 674,168 676,447 675,807 672,198 665,594 655,996 643,432 625,651 Empty 20' 168,487 172,772 187,886 205,354 224,663 245,810 268,362 292,146 316,094 340,733 365,948 391,608 417,575 443,700 449,773 456,435 463,337 475,109 485,338 489,574 491,856 492,141 490,406 486,650 480,890 473,163 463,491 451,955 438,655 423,705 407,236 395,982 Empty 40' 52,450 53,784 58,603 64,179 70,356 77,138 84,393 92,070 99,835 107,857 116,103 124,533 133,105 141,775 144,070 146,573 149,172 153,365 157,087 158,893 160,082 160,634 160,538 159,786 158,380 156,325 153,622 150,292 146,361 141,862 136,831 133,050 LCL 00000000000000000000000000000000 Reefer Full 20' 383 393 430 474 523 577 635 697 761 827 896 967 1,041 1,116 1,142 1,170 1,198 1,241 1,280 1,304 1,323 1,337 1,346 1,350 1,349 1,341 1,328 1,310 1,286 1,256 1,222 1,188 Reefer Full 40' 13,813 14,164 15,857 17,838 20,081 22,603 25,381 28,414 31,609 35,026 38,665 42,522 46,591 50,864 52,969 55,216 57,571 60,630 63,606 65,888 67,972 69,835 71,453 72,803 73,865 74,622 75,052 75,142 74,884 74,272 73,302 71,277 Reefer Empty 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reefer Empty 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Import Container Handling Boxes 483,005 495,288 543,715 599,950 662,713 732,189 807,275 887,619 970,103 1,056,436 1,146,375 1,239,629 1,335,863 1,434,696 1,470,156 1,508,368 1,548,258 1,605,532 1,658,867 1,692,747 1,720,615 1,742,108 1,756,915 1,764,782 1,765,519 1,758,998 1,745,018 1,723,601 1,694,839 1,658,886 1,615,963 1,571,305 Full 20' 253,712 260,164 284,096 311,819 342,605 376,496 412,871 451,504 490,776 531,527 573,605 616,835 661,022 705,956 719,335 733,856 748,978 772,240 793,301 804,817 813,304 818,641 820,735 819,525 814,980 807,101 795,855 781,316 763,587 742,797 719,103 699,231 Full 40' 187,845 192,622 212,207 234,985 260,483 288,804 319,537 352,566 386,670 422,541 460,099 499,240 539,843 581,767 598,178 615,811 634,237 659,919 684,134 700,447 714,357 725,689 734,286 740,013 742,763 742,452 738,963 732,277 722,400 709,369 693,248 674,090 Empty 20' 0 0 375 828 1,371 2,020 2,784 3,673 4,683 5,829 7,115 8,549 10,134 11,873 13,181 14,564 16,016 17,716 19,449 21,013 22,546 24,029 25,445 26,776 28,005 29,114 30,087 30,906 31,559 32,034 32,319 31,426 Empty 40' 9,225 9,460 10,589 11,910 13,405 15,085 16,936 18,955 21,081 23,354 25,773 28,336 31,037 33,873 35,263 36,746 38,300 40,320 42,283 43,783 45,151 46,370 47,424 48,300 48,984 49,464 49,727 49,764 49,571 49,143 48,479 47,139 LCL 18,074 18,534 20,207 22,143 24,290 26,649 29,175 31,852 34,564 37,369 40,257 43,215 46,228 49,281 50,123 51,040 51,994 53,506 54,859 55,547 56,021 56,275 56,304 56,104 55,676 55,020 54,136 53,031 51,712 50,191 48,479 47,139 Reefer Full 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 65 133 203 274 345 416 486 553 617 677 732 782 825 864 Reefer Full 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 68 138 210 284 358 431 503 573 639 702 759 810 855 896 Reefer Empty 20' 383 393 430 474 523 577 635 697 761 827 896 967 1,041 1,116 1,142 1,170 1,198 1,241 1,215 1,171 1,120 1,064 1,001 934 863 788 711 633 553 474 396 324 Reefer Empty 40' 13,813 14,164 15,857 17,838 20,081 22,603 25,381 28,414 31,609 35,026 38,665 42,522 46,591 50,864 52,969 55,216 57,571 60,630 63,538 65,750 67,762 69,552 71,095 72,372 73,362 74,049 74,412 74,440 74,125 73,461 72,447 70,381

Container Vessel Forecast - Base Case

Container Handling Chittagong Boxes 959,974 984,386 1,081,016 1,193,244 1,318,538 1,457,284 1,607,295 1,767,886 1,932,853 2,105,609 2,285,676 2,472,484 2,665,368 2,863,577 2,935,392 3,012,756 3,093,526 3,209,100 3,316,882 3,385,825 3,442,789 3,487,031 3,517,917 3,534,925 3,537,659 3,525,846 3,499,067 3,457,352 3,400,868 3,329,911 3,244,905 3,155,231 Average Handling Boxes/Call 1,136 1,140 1,191 1,241 1,292 1,342 1,393 1,444 1,494 1,545 1,595 1,646 1,696 1,747 1,798 1,848 1,899 1,949 2,000 2,058 2,115 2,173 2,231 2,288 2,346 2,404 2,462 2,519 2,577 2,635 2,692 2,750

Container Vessel Calls No. of Calls 845 863 908 961 1,021 1,086 1,154 1,225 1,294 1,363 1,433 1,502 1,571 1,639 1,633 1,630 1,629 1,646 1,658 1,645 1,628 1,605 1,577 1,545 1,508 1,467 1,421 1,372 1,320 1,264 1,205 1,147 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.2: Container Traffic Forecast – High Case

Container Traffic Forecast - High Case

Traffic Potential Bangladesh Container Handling 1,000 TEU 1,437 1,498 1,674 1,878 2,109 2,369 2,654 2,964 3,289 3,637 4,006 4,396 4,805 5,234 5,680 6,142 6,617 7,105 7,603 8,109 8,622 9,140 9,659 10,177 10,692 11,200 11,697 12,182 12,650 13,100 13,529 13,935 Growth Factor 1.01 1.04 1.12 1.12 1.12 1.12 1.12 1.12 1.11 1.11 1.10 1.10 1.09 1.09 1.09 1.08 1.08 1.07 1.07 1.07 1.06 1.06 1.06 1.05 1.05 1.05 1.04 1.04 1.04 1.04 1.03 1.03 Growth % 1.22 4.31 11.69 12.21 12.29 12.35 12.02 11.68 10.99 10.56 10.14 9.73 9.32 8.92 8.52 8.13 7.75 7.37 7.00 6.66 6.33 6.00 5.68 5.37 5.05 4.75 4.44 4.14 3.85 3.56 3.28 3.00

GDP Growth % 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.68 7.60 7.53 7.45 7.38 7.30 7.23 7.15 7.08 7.00 6.93 6.86 6.79 6.71 6.64 6.57 6.50 6.42 6.33 6.25 6.17 6.08 6.00 Multiplier 0.75 1.67 1.63 1.59 1.54 1.50 1.46 1.42 1.38 1.33 1.29 1.25 1.21 1.17 1.13 1.08 1.04 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Container Handling 1,000 TEU 30 31 32 33 35 36 37 39 40 42 43 45 46 48 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 Share in Total 0.021 0.021 0.019 0.018 0.016 0.015 0.014 0.013 0.012 0.011 0.011 0.010 0.010 0.009 0.009 0.008 0.008 0.007 0.007 0.006 0.006 0.005 0.005 0.005 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004

Traffic Potential Sonadia Container Handling 1,000 TEU 0 0 0 0 0 0 0 0 0 0 0 0 0 0 200 400 600 750 1,140 1,435 1,758 2,109 2,489 2,897 3,331 3,791 4,274 4,779 5,303 5,845 6,400 6,968 Share in Total 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.035 0.065 0.091 0.106 0.150 0.177 0.204 0.231 0.258 0.285 0.312 0.338 0.365 0.392 0.419 0.446 0.473 0.500

Traffic Potential Chittagong Container Handling 1,000 TEU 1,406 1,467 1,641 1,844 2,074 2,333 2,616 2,925 3,249 3,595 3,963 4,351 4,759 5,186 5,430 5,692 5,968 6,305 6,412 6,624 6,815 6,981 7,120 7,231 7,311 7,359 7,373 7,353 7,297 7,206 7,079 6,918 Share in Total 0.979 0.979 0.981 0.982 0.984 0.985 0.986 0.987 0.988 0.989 0.989 0.990 0.990 0.991 0.956 0.927 0.902 0.887 0.843 0.817 0.790 0.764 0.737 0.710 0.684 0.657 0.630 0.604 0.577 0.550 0.523 0.496

Traffic Potential Chittagong Total Container Handling Boxes 959,974 998,438 1,113,396 1,247,361 1,398,343 1,568,320 1,753,484 1,954,423 2,164,639 2,388,009 2,624,182 2,872,648 3,132,740 3,403,626 3,553,433 3,713,869 3,882,477 4,090,261 4,147,562 4,272,386 4,382,425 4,476,228 4,552,475 4,609,996 4,647,789 4,665,040 4,660,760 4,634,586 4,586,375 4,516,213 4,424,404 4,323,585 TEU Factor 1.465 1.470 1.474 1.479 1.483 1.488 1.492 1.497 1.501 1.506 1.510 1.515 1.519 1.524 1.528 1.533 1.537 1.542 1.546 1.551 1.555 1.560 1.564 1.569 1.573 1.578 1.582 1.587 1.591 1.596 1.600 1.600

Export Container Handling Boxes 476,969 496,080 553,395 620,202 695,520 780,342 872,784 973,147 1,078,202 1,189,886 1,308,030 1,432,388 1,562,633 1,698,357 1,773,739 1,854,481 1,939,363 2,043,879 2,073,248 2,136,402 2,192,204 2,239,921 2,278,882 2,308,494 2,328,244 2,337,713 2,336,395 2,324,096 2,300,733 2,266,338 2,221,051 2,170,440 Full 20' 87,031 90,518 101,788 114,985 129,969 146,965 165,655 186,131 207,806 231,076 255,938 282,372 310,339 339,785 357,468 376,460 396,535 420,903 429,992 446,223 461,094 474,415 486,010 495,711 503,366 508,842 511,982 512,696 510,916 506,602 499,736 488,349 Full 40' 154,805 161,008 180,954 204,305 230,806 260,850 293,871 330,027 368,274 409,311 453,129 499,688 548,920 600,722 631,693 664,953 700,099 742,794 758,503 786,797 812,673 835,802 855,876 872,604 885,725 895,005 900,176 901,082 897,613 889,699 877,315 857,324 Empty 20' 168,487 175,238 193,514 214,667 238,260 264,540 292,771 322,972 353,999 386,432 420,144 454,989 490,797 527,379 544,472 562,655 581,503 605,565 606,886 617,766 626,097 631,751 634,626 634,654 631,795 626,042 617,371 605,847 591,565 574,653 555,263 542,610 Empty 40' 52,450 54,552 60,359 67,090 74,615 83,016 92,069 101,784 111,807 122,323 133,297 144,688 156,445 168,513 174,404 180,683 187,216 195,476 196,428 200,499 203,773 206,203 207,749 208,382 208,080 206,833 204,625 201,467 197,382 192,402 186,568 182,317 LCL 00000000000000000000000000000000 Reefer Full 20' 383 398 443 496 555 621 693 771 852 938 1,029 1,124 1,223 1,327 1,382 1,442 1,504 1,581 1,600 1,645 1,684 1,717 1,742 1,761 1,772 1,775 1,769 1,756 1,734 1,704 1,666 1,628 Reefer Full 40' 13,813 14,366 16,332 18,647 21,296 24,325 27,690 31,412 35,399 39,724 44,392 49,405 54,761 60,457 64,121 68,066 72,254 77,278 79,535 83,140 86,524 89,646 92,466 94,944 97,044 98,732 99,969 100,728 100,988 100,732 99,947 97,670 Reefer Empty 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reefer Empty 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Import Container Handling Boxes 483,005 502,358 560,001 627,160 702,824 787,978 880,699 981,276 1,086,437 1,198,124 1,316,152 1,440,260 1,570,106 1,705,269 1,779,694 1,859,388 1,943,115 2,046,382 2,074,314 2,135,984 2,190,221 2,236,307 2,273,592 2,301,502 2,319,546 2,327,327 2,324,365 2,310,490 2,285,642 2,249,875 2,203,353 2,153,145 Full 20' 253,712 263,878 292,606 325,961 363,341 405,182 450,422 499,145 549,629 602,815 658,555 716,668 776,932 839,094 870,789 904,635 939,992 984,282 991,976 1,015,554 1,035,278 1,050,872 1,062,099 1,068,766 1,070,724 1,067,873 1,060,080 1,047,356 1,029,765 1,007,423 980,492 958,150 Full 40' 187,845 195,371 218,564 245,642 276,249 310,809 348,600 389,766 433,039 479,212 528,239 580,041 634,505 691,484 724,124 759,120 795,989 841,120 855,469 883,855 909,326 931,552 950,226 965,072 975,845 982,336 984,300 981,618 974,221 962,086 945,239 923,699 Empty 20' 0 0 386 865 1,454 2,174 3,037 4,060 5,245 6,610 8,169 9,933 11,911 14,113 15,956 17,953 20,101 22,581 24,320 26,516 28,699 30,846 32,928 34,919 36,793 38,521 40,075 41,429 42,560 43,446 44,067 43,063 Empty 40' 9,225 9,595 10,906 12,450 14,216 16,235 18,476 20,955 23,609 26,486 29,590 32,922 36,480 40,261 42,687 45,298 48,068 51,392 52,873 55,248 57,474 59,524 61,371 62,989 64,355 65,446 66,236 66,709 66,851 66,651 66,101 64,594 LCL 18,074 18,798 20,812 23,147 25,760 28,680 31,829 35,213 38,709 42,381 46,220 50,209 54,334 58,575 60,676 62,918 65,254 68,198 68,598 70,091 71,310 72,239 72,862 73,167 73,147 72,797 72,110 71,088 69,739 68,072 66,101 64,594 Reefer Full 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 81 168 258 351 447 542 638 731 822 908 988 1,061 1,125 1,184 Reefer Full 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 84 174 268 364 463 562 661 758 852 941 1,024 1,099 1,166 1,227 Reefer Empty 20' 383 398 443 496 555 621 693 771 852 938 1,029 1,124 1,223 1,327 1,382 1,442 1,504 1,581 1,519 1,477 1,426 1,365 1,296 1,218 1,134 1,043 948 848 746 643 541 444 Reefer Empty 40' 13,813 14,366 16,332 18,647 21,296 24,325 27,690 31,412 35,399 39,724 44,392 49,405 54,761 60,457 64,121 68,066 72,254 77,278 79,451 82,966 86,256 89,282 92,003 94,382 96,383 97,974 99,117 99,787 99,964 99,632 98,781 96,442

Container Vessel Forecast - High Case

Container Handling Chittagong Boxes 959,974 998,438 1,113,396 1,247,361 1,398,343 1,568,320 1,753,484 1,954,423 2,164,639 2,388,009 2,624,182 2,872,648 3,132,740 3,403,626 3,553,433 3,713,869 3,882,477 4,090,261 4,147,562 4,272,386 4,382,425 4,476,228 4,552,475 4,609,996 4,647,789 4,665,040 4,660,760 4,634,586 4,586,375 4,516,213 4,424,404 4,323,585 Average Handling Boxes/Call 1,136 1,140 1,191 1,241 1,292 1,342 1,393 1,444 1,494 1,545 1,595 1,646 1,696 1,747 1,798 1,848 1,899 1,949 2,000 2,058 2,115 2,173 2,231 2,288 2,346 2,404 2,462 2,519 2,577 2,635 2,692 2,750

Container Vessel Calls No. of Calls 845 876 935 1,005 1,083 1,168 1,259 1,354 1,449 1,546 1,645 1,745 1,847 1,948 1,977 2,009 2,045 2,098 2,074 2,076 2,072 2,060 2,041 2,014 1,981 1,941 1,893 1,840 1,780 1,714 1,643 1,572 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.3: Container Traffic Forecast – Low Case

Container Traffic Forecast - Low Case

Traffic Potential Bangladesh Container Handling 1,000 TEU 1,437 1,445 1,565 1,705 1,861 2,033 2,217 2,411 2,607 2,811 3,021 3,237 3,458 3,682 3,910 4,140 4,371 4,602 4,832 5,061 5,288 5,512 5,732 5,947 6,156 6,359 6,553 6,739 6,915 7,081 7,237 7,382 Growth Factor 1.01 1.01 1.08 1.09 1.09 1.09 1.09 1.09 1.08 1.08 1.07 1.07 1.07 1.06 1.06 1.06 1.06 1.05 1.05 1.05 1.04 1.04 1.04 1.04 1.04 1.03 1.03 1.03 1.03 1.02 1.02 1.02 Growth % 1.22 0.58 8.35 8.95 9.12 9.26 9.01 8.76 8.16 7.81 7.47 7.14 6.82 6.50 6.19 5.88 5.58 5.29 5.00 4.74 4.48 4.23 3.99 3.75 3.52 3.29 3.06 2.83 2.62 2.40 2.20 2.00

GDP Growth % 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.68 5.60 5.53 5.45 5.38 5.30 5.23 5.15 5.08 5.00 4.93 4.86 4.79 4.71 4.64 4.57 4.50 4.42 4.33 4.25 4.17 4.08 4.00 Multiplier 0.10 1.67 1.63 1.59 1.54 1.50 1.46 1.42 1.38 1.33 1.29 1.25 1.21 1.17 1.13 1.08 1.04 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Container Handling 1,000 TEU 30 31 32 33 35 36 37 39 40 42 43 45 46 48 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 Share in Total 0.021 0.022 0.021 0.020 0.019 0.018 0.017 0.016 0.015 0.015 0.014 0.014 0.013 0.013 0.013 0.012 0.011 0.011 0.010 0.010 0.009 0.009 0.009 0.008 0.008 0.008 0.008 0.007 0.007 0.007 0.007 0.007

Traffic Potential Sonadia Container Handling 1,000 TEU 0 0 0 0 0 0 0 0 0 0 0 0 0 0 200 400 600 750 725 895 1,078 1,272 1,477 1,693 1,918 2,152 2,394 2,644 2,899 3,159 3,424 3,691 Share in Total 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.051 0.097 0.137 0.163 0.150 0.177 0.204 0.231 0.258 0.285 0.312 0.338 0.365 0.392 0.419 0.446 0.473 0.500

Traffic Potential Chittagong Container Handling 1,000 TEU 1,406 1,414 1,533 1,672 1,826 1,997 2,179 2,372 2,567 2,769 2,978 3,192 3,411 3,634 3,660 3,690 3,721 3,802 4,058 4,116 4,161 4,190 4,205 4,205 4,188 4,157 4,109 4,045 3,966 3,872 3,763 3,641 Share in Total 0.979 0.978 0.979 0.980 0.981 0.982 0.983 0.984 0.985 0.985 0.986 0.986 0.987 0.987 0.936 0.891 0.851 0.826 0.840 0.813 0.787 0.760 0.734 0.707 0.680 0.654 0.627 0.600 0.574 0.547 0.520 0.493

Traffic Potential Chittagong Total Container Handling Boxes 959,974 961,904 1,039,997 1,130,793 1,231,379 1,342,676 1,460,551 1,585,002 1,710,283 1,839,476 1,972,117 2,107,695 2,245,654 2,385,403 2,395,432 2,407,944 2,421,105 2,466,664 2,624,589 2,654,635 2,675,512 2,686,931 2,688,678 2,680,619 2,662,697 2,634,936 2,597,227 2,549,779 2,492,873 2,426,863 2,352,162 2,275,618 TEU Factor 1.465 1.470 1.474 1.479 1.483 1.488 1.492 1.497 1.501 1.506 1.510 1.515 1.519 1.524 1.528 1.533 1.537 1.542 1.546 1.551 1.555 1.560 1.564 1.569 1.573 1.578 1.582 1.587 1.591 1.596 1.600 1.600

Export Container Handling Boxes 476,969 477,928 516,913 562,243 612,473 668,069 726,979 789,205 851,888 916,565 983,007 1,050,960 1,120,148 1,190,279 1,195,709 1,202,381 1,209,382 1,232,577 1,311,957 1,327,447 1,338,361 1,344,550 1,345,901 1,342,342 1,333,840 1,320,401 1,301,965 1,278,632 1,250,538 1,217,855 1,180,785 1,142,360 Full 20' 87,031 87,206 95,078 104,240 114,451 125,820 137,981 150,949 164,187 177,997 192,342 207,179 222,462 238,135 240,975 244,084 247,278 253,829 272,100 277,260 281,502 284,776 287,036 288,246 288,376 287,407 285,304 282,066 277,703 272,231 265,677 257,031 Full 40' 154,805 155,116 169,025 185,213 203,247 223,319 244,777 267,646 290,973 315,291 340,534 366,627 393,484 421,011 425,835 431,132 436,580 447,947 479,983 488,874 496,144 501,704 505,478 507,402 507,428 505,522 501,627 495,742 487,888 478,095 466,410 451,232 Empty 20' 168,487 168,826 180,757 194,606 209,812 226,478 243,861 261,925 279,695 297,667 315,745 333,830 351,820 369,609 367,038 364,806 362,624 365,191 384,039 383,847 382,238 379,219 374,808 369,038 361,952 353,605 344,032 333,315 321,539 308,800 295,196 285,590 Empty 40' 52,450 52,555 56,380 60,820 65,706 71,072 76,688 82,545 88,339 94,225 100,175 106,159 112,145 118,101 117,569 117,148 116,748 117,883 124,300 124,579 124,405 123,777 122,696 121,170 119,208 116,825 114,028 110,840 107,285 103,390 99,186 95,958 LCL 00000000000000000000000000000000 Reefer Full 20' 383 384 414 449 488 532 577 625 673 723 773 825 877 930 932 935 938 954 1,013 1,022 1,028 1,031 1,029 1,024 1,015 1,002 986 966 942 916 886 857 Reefer Full 40' 13,813 13,841 15,256 16,904 18,753 20,825 23,064 25,474 27,969 30,599 33,361 36,249 39,255 42,371 43,225 44,132 45,057 46,603 50,330 51,659 52,824 53,812 54,610 55,208 55,596 55,766 55,708 55,417 54,891 54,130 53,135 51,406 Reefer Empty 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reefer Empty 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Import Container Handling Boxes 483,005 483,976 523,083 568,550 618,905 674,606 733,572 795,797 858,395 922,911 989,110 1,056,735 1,125,505 1,195,123 1,199,723 1,205,563 1,211,722 1,234,086 1,312,632 1,327,188 1,337,151 1,342,381 1,342,777 1,338,276 1,328,857 1,314,535 1,295,262 1,271,147 1,242,335 1,209,008 1,171,377 1,133,258 Full 20' 253,712 254,222 273,316 295,499 319,958 346,886 375,176 404,797 434,262 464,346 494,915 525,827 556,931 588,072 587,014 586,534 586,177 593,579 627,725 631,012 632,047 630,803 627,272 621,465 613,413 603,163 590,734 576,217 559,717 541,356 521,263 504,300 Full 40' 187,845 188,223 204,155 222,686 243,265 266,091 290,363 316,094 342,144 369,135 396,980 425,583 454,835 484,621 488,144 492,187 496,377 507,244 541,343 549,181 555,152 559,179 561,201 561,170 559,057 554,849 548,505 540,050 529,527 516,993 502,521 486,168 Empty 20' 0 0 361 784 1,280 1,861 2,530 3,293 4,144 5,092 6,139 7,288 8,538 9,891 10,756 11,640 12,535 13,618 15,389 16,475 17,521 18,516 19,447 20,305 21,078 21,758 22,332 22,793 23,133 23,346 23,428 22,665 Empty 40' 9,225 9,244 10,187 11,286 12,519 13,899 15,389 16,994 18,653 20,402 22,237 24,155 26,150 28,217 28,776 29,369 29,975 30,992 33,458 34,328 35,088 35,730 36,245 36,627 36,869 36,965 36,910 36,701 36,336 35,816 35,141 33,998 LCL 18,074 18,110 19,440 20,984 22,684 24,553 26,512 28,557 30,584 32,646 34,735 36,839 38,949 41,052 40,903 40,794 40,692 41,127 43,409 43,551 43,536 43,363 43,032 42,545 41,906 41,118 40,183 39,110 37,906 36,580 35,141 33,998 Reefer Full 20' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 52 104 158 211 264 315 365 413 458 499 537 570 598 623 Reefer Full 40' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 53 108 163 219 273 327 379 428 475 518 556 591 620 646 Reefer Empty 20' 383 384 414 449 488 532 577 625 673 723 773 825 877 930 932 935 938 954 961 918 871 820 765 708 650 589 528 467 406 346 287 233 Reefer Empty 40' 13,813 13,841 15,256 16,904 18,753 20,825 23,064 25,474 27,969 30,599 33,361 36,249 39,255 42,371 43,225 44,132 45,057 46,603 50,277 51,551 52,660 53,593 54,337 54,881 55,218 55,338 55,233 54,899 54,334 53,539 52,515 50,760

Container Vessel Forecast - High Case

Container Handling Chittagong Boxes 959,974 961,904 1,039,997 1,130,793 1,231,379 1,342,676 1,460,551 1,585,002 1,710,283 1,839,476 1,972,117 2,107,695 2,245,654 2,385,403 2,395,432 2,407,944 2,421,105 2,466,664 2,624,589 2,654,635 2,675,512 2,686,931 2,688,678 2,680,619 2,662,697 2,634,936 2,597,227 2,549,779 2,492,873 2,426,863 2,352,162 2,275,618 Average Handling Boxes/Call 1,136 1,140 1,191 1,241 1,292 1,342 1,393 1,444 1,494 1,545 1,595 1,646 1,696 1,747 1,798 1,848 1,899 1,949 2,000 2,058 2,115 2,173 2,231 2,288 2,346 2,404 2,462 2,519 2,577 2,635 2,692 2,750

Container Vessel Calls No. of Calls 845 844 874 911 953 1,000 1,049 1,098 1,145 1,191 1,236 1,281 1,324 1,365 1,333 1,303 1,275 1,265 1,312 1,290 1,265 1,236 1,205 1,171 1,135 1,096 1,055 1,012 967 921 874 827

Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.4: Vehicle Traffic Forecast – Base Case

Traffic Potential Bangladesh Vehicle RoRo Handling No. of Vehicles 13,604 12,040 12,401 12,829 13,316 13,866 14,472 15,137 15,840 16,600 17,421 18,309 19,269 20,305 21,425 22,633 23,938 25,347 26,868 28,464 30,137 31,891 33,727 35,649 37,658 39,757 41,944 44,219 46,585 49,043 51,594 54,238 Growth Factor 1.01 0.89 1.03 1.03 1.04 1.04 1.04 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.05 1.05 1.05 1.05 1.05 Growth % 1.22 -11.50 3.00 3.45 3.80 4.13 4.38 4.59 4.64 4.80 4.95 5.10 5.24 5.38 5.51 5.64 5.77 5.89 6.00 5.94 5.88 5.82 5.76 5.70 5.64 5.57 5.50 5.43 5.35 5.28 5.20 5.13

GDP Growth % 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.68 6.60 6.53 6.45 6.38 6.30 6.23 6.15 6.08 6.00 5.93 5.86 5.79 5.71 5.64 5.57 5.50 5.42 5.33 5.25 5.17 5.08 5.00 Multiplier -2.00 0.50 0.53 0.56 0.59 0.63 0.66 0.69 0.72 0.75 0.78 0.81 0.84 0.88 0.91 0.94 0.97 1.00 1.00 1.00 1.01 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.02 1.02 1.03

Traffic Potential Mongla Vehicle RoRo Handling No. of Vehicles 8,988 7,847 7,972 8,132 8,322 8,542 8,787 9,055 9,334 9,633 9,955 10,299 10,666 11,059 11,477 11,923 12,396 12,900 13,434 13,903 14,373 14,842 15,307 15,768 16,222 16,667 17,100 17,518 17,917 18,297 18,653 18,983 Share in Total 0.661 0.652 0.643 0.634 0.625 0.616 0.607 0.598 0.589 0.580 0.571 0.562 0.554 0.545 0.536 0.527 0.518 0.509 0.500 0.488 0.477 0.465 0.454 0.442 0.431 0.419 0.408 0.396 0.385 0.373 0.362 0.350

Traffic Potential Chittagong Vehicle RoRo Handling No. of Vehicles 4,616 4,193 4,429 4,697 4,994 5,324 5,686 6,082 6,506 6,966 7,466 8,010 8,602 9,246 9,947 10,710 11,542 12,447 13,434 14,560 15,764 17,049 18,420 19,881 21,436 23,090 24,844 26,702 28,668 30,746 32,941 35,255 Share in Total 0.339 0.348 0.357 0.366 0.375 0.384 0.393 0.402 0.411 0.420 0.429 0.438 0.446 0.455 0.464 0.473 0.482 0.491 0.500 0.512 0.523 0.535 0.546 0.558 0.569 0.581 0.592 0.604 0.615 0.627 0.638 0.650

RoRo /Vehicle Carrier Forecast - Base Case

Vehicle RoRo Handling Chittagong No. of Vehicles 4,616 4,193 4,429 4,697 4,994 5,324 5,686 6,082 6,506 6,966 7,466 8,010 8,602 9,246 9,947 10,710 11,542 12,447 13,434 14,560 15,764 17,049 18,420 19,881 21,436 23,090 24,844 26,702 28,668 30,746 32,941 35,255 Average Handling Vehicles/Call 144 150 156 162 168 174 179 185 191 197 203 209 215 221 226 232 238 244 250 258 265 273 281 288 296 304 312 319 327 335 342 350

RoRo /Vehicle Carrier Calls No. of Calls 32 28 28 29 30 31 32 33 34 35 37 38 40 42 44 46 48 51 54 57 59 62 66 69 72 76 80 84 88 92 96 101 Source: HPC 2013

Table A.5: Vehicle Traffic Forecast – High Case

Traffic Potential Bangladesh Vehicle RoRo Handling No. of Vehicles 13,604 12,040 12,461 12,957 13,522 14,165 14,873 15,654 16,488 17,397 18,389 19,470 20,648 21,933 23,334 24,862 26,529 28,347 30,331 32,437 34,670 37,036 39,542 42,194 44,998 47,963 51,087 54,379 57,843 61,485 65,312 69,329 Growth Factor 1.01 0.89 1.04 1.04 1.04 1.05 1.05 1.05 1.05 1.06 1.06 1.06 1.06 1.06 1.06 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.06 1.06 1.06 1.06 1.06 Growth % 1.22 -11.50 3.50 3.98 4.36 4.75 5.00 5.25 5.33 5.52 5.70 5.88 6.05 6.22 6.39 6.55 6.70 6.85 7.00 6.94 6.88 6.82 6.77 6.71 6.65 6.59 6.52 6.44 6.37 6.30 6.22 6.15

GDP Growth % 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.68 7.60 7.53 7.45 7.38 7.30 7.23 7.15 7.08 7.00 6.93 6.86 6.79 6.71 6.64 6.57 6.50 6.42 6.33 6.25 6.17 6.08 6.00 Multiplier -2.00 0.50 0.53 0.56 0.59 0.63 0.66 0.69 0.72 0.75 0.78 0.81 0.84 0.88 0.91 0.94 0.97 1.00 1.00 1.00 1.01 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.02 1.02 1.03

Traffic Potential Mongla Vehicle RoRo Handling No. of Vehicles 8,988 7,847 8,010 8,214 8,451 8,726 9,030 9,364 9,716 10,096 10,508 10,952 11,430 11,946 12,500 13,097 13,738 14,427 15,166 15,844 16,535 17,236 17,946 18,663 19,384 20,107 20,828 21,542 22,247 22,939 23,613 24,265 Share in Total 0.661 0.652 0.643 0.634 0.625 0.616 0.607 0.598 0.589 0.580 0.571 0.562 0.554 0.545 0.536 0.527 0.518 0.509 0.500 0.488 0.477 0.465 0.454 0.442 0.431 0.419 0.408 0.396 0.385 0.373 0.362 0.350

Traffic Potential Chittagong Vehicle RoRo Handling No. of Vehicles 4,616 4,193 4,451 4,744 5,071 5,438 5,843 6,290 6,772 7,301 7,881 8,518 9,218 9,988 10,834 11,765 12,791 13,920 15,166 16,593 18,135 19,800 21,596 23,531 25,614 27,855 30,259 32,837 35,596 38,547 41,699 45,064 Share in Total 0.339 0.348 0.357 0.366 0.375 0.384 0.393 0.402 0.411 0.420 0.429 0.438 0.446 0.455 0.464 0.473 0.482 0.491 0.500 0.512 0.523 0.535 0.546 0.558 0.569 0.581 0.592 0.604 0.615 0.627 0.638 0.650

RoRo /Vehicle Carrier Forecast - High Case

Vehicle RoRo Handling Chittagong No. of Vehicles 4,616 4,193 4,451 4,744 5,071 5,438 5,843 6,290 6,772 7,301 7,881 8,518 9,218 9,988 10,834 11,765 12,791 13,920 15,166 16,593 18,135 19,800 21,596 23,531 25,614 27,855 30,259 32,837 35,596 38,547 41,699 45,064 Average Handling Vehicles/Call 144 150 156 162 168 174 179 185 191 197 203 209 215 221 226 232 238 244 250 258 265 273 281 288 296 304 312 319 327 335 342 350

RoRo /Vehicle Carrier Calls No. of Calls 32 28 29 29 30 31 33 34 35 37 39 41 43 45 48 51 54 57 61 64 68 73 77 82 86 92 97 103 109 115 122 129 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.6: Vehicle Traffic Forecast – Low Case

Traffic Potential Bangladesh Vehicle RoRo Handling No. of Vehicles 13,604 12,040 12,341 12,701 13,112 13,579 14,088 14,643 15,222 15,843 16,508 17,221 17,983 18,799 19,671 20,602 21,597 22,658 23,791 24,966 26,184 27,444 28,748 30,095 31,487 32,923 34,399 35,916 37,471 39,066 40,698 42,366 Growth Factor 1.01 0.89 1.03 1.03 1.03 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.04 1.04 1.04 1.04 1.04 1.04 Growth % 1.22 -11.50 2.50 2.92 3.23 3.56 3.75 3.94 3.95 4.08 4.20 4.32 4.43 4.54 4.64 4.74 4.83 4.92 5.00 4.94 4.88 4.81 4.75 4.69 4.62 4.56 4.48 4.41 4.33 4.25 4.18 4.10

GDP Growth % 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.68 5.60 5.53 5.45 5.38 5.30 5.23 5.15 5.08 5.00 4.93 4.86 4.79 4.71 4.64 4.57 4.50 4.42 4.33 4.25 4.17 4.08 4.00 Multiplier -2.00 0.50 0.53 0.56 0.59 0.63 0.66 0.69 0.72 0.75 0.78 0.81 0.84 0.88 0.91 0.94 0.97 1.00 1.00 1.00 1.01 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.02 1.02 1.03

Traffic Potential Mongla Vehicle RoRo Handling No. of Vehicles 8,988 7,847 7,933 8,051 8,195 8,365 8,553 8,759 8,970 9,194 9,433 9,686 9,955 10,238 10,538 10,853 11,184 11,531 11,896 12,195 12,488 12,772 13,047 13,311 13,564 13,802 14,024 14,228 14,412 14,575 14,714 14,828 Share in Total 0.661 0.652 0.643 0.634 0.625 0.616 0.607 0.598 0.589 0.580 0.571 0.562 0.554 0.545 0.536 0.527 0.518 0.509 0.500 0.488 0.477 0.465 0.454 0.442 0.431 0.419 0.408 0.396 0.385 0.373 0.362 0.350

Traffic Potential Chittagong Vehicle RoRo Handling No. of Vehicles 4,616 4,193 4,408 4,650 4,917 5,214 5,535 5,884 6,252 6,648 7,075 7,534 8,028 8,560 9,133 9,749 10,413 11,127 11,896 12,771 13,696 14,672 15,701 16,784 17,923 19,120 20,375 21,687 23,059 24,491 25,984 27,538 Share in Total 0.339 0.348 0.357 0.366 0.375 0.384 0.393 0.402 0.411 0.420 0.429 0.438 0.446 0.455 0.464 0.473 0.482 0.491 0.500 0.512 0.523 0.535 0.546 0.558 0.569 0.581 0.592 0.604 0.615 0.627 0.638 0.650

RoRo /Vehicle Carrier Forecast - Low Case

Vehicle RoRo Handling Chittagong No. of Vehicles 4,616 4,193 4,408 4,650 4,917 5,214 5,535 5,884 6,252 6,648 7,075 7,534 8,028 8,560 9,133 9,749 10,413 11,127 11,896 12,771 13,696 14,672 15,701 16,784 17,923 19,120 20,375 21,687 23,059 24,491 25,984 27,538 Average Handling Vehicles/Call 144 150 156 162 168 174 179 185 191 197 203 209 215 221 226 232 238 244 250 258 265 273 281 288 296 304 312 319 327 335 342 350

RoRo /Vehicle Carrier Calls No. of Calls 32 28 28 29 29 30 31 32 33 34 35 36 37 39 40 42 44 46 48 50 52 54 56 58 61 63 65 68 71 73 76 79 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.7: Dry Bulk Traffic Forecast – Base Case

Traffic Potential Bangladesh Rice Imports 1,000 tonnes 300 266 239 216 197 181 168 157 148 140 133 128 124 121 118 116 115 114 114 114 115 115 115 115 116 116 116 117 117 118 118 118 Growth Factor 5.6604 0.8877 0.8961 0.9043 0.9122 0.9197 0.9270 0.9341 0.9410 0.9478 0.9543 0.9607 0.9668 0.9728 0.9786 0.9843 0.9897 0.9949 1.0000 1.0006 1.0012 1.0017 1.0022 1.0025 1.0028 1.0031 1.0033 1.0035 1.0036 1.0037 1.0037 1.0037

Wheat Imports 1,000 tonnes 2,600 2,764 2,930 3,097 3,265 3,433 3,601 3,768 3,933 4,096 4,256 4,412 4,564 4,711 4,853 4,989 5,118 5,240 5,356 5,464 5,566 5,660 5,747 5,827 5,900 5,966 6,027 6,081 6,131 6,175 6,214 6,249 Growth Factor 1.2897 1.0631 1.0600 1.0571 1.0542 1.0515 1.0489 1.0464 1.0439 1.0414 1.0390 1.0367 1.0344 1.0322 1.0301 1.0280 1.0259 1.0239 1.0220 1.0203 1.0186 1.0170 1.0154 1.0139 1.0125 1.0112 1.0101 1.0091 1.0081 1.0072 1.0064 1.0056

Sugar Imports 1,000 tonnes 1,656 1,765 1,876 1,991 2,109 2,229 2,353 2,478 2,606 2,736 2,868 3,001 3,135 3,270 3,405 3,541 3,676 3,811 3,945 4,075 4,199 4,317 4,429 4,535 4,633 4,724 4,810 4,890 4,965 5,033 5,095 5,152 Growth Factor 1.0774 1.0656 1.0634 1.0612 1.0591 1.0572 1.0553 1.0534 1.0516 1.0498 1.0481 1.0464 1.0447 1.0430 1.0414 1.0398 1.0382 1.0367 1.0352 1.0328 1.0304 1.0282 1.0260 1.0238 1.0217 1.0197 1.0182 1.0166 1.0152 1.0138 1.0124 1.0111

Salt Imports 1,000 tonnes 509 190 203 217 231 245 258 271 284 296 307 318 329 338 347 355 361 367 372 377 381 385 388 392 395 397 400 402 404 406 408 410 Growth Factor 8.0182 1.0769 1.0721 1.0675 1.0630 1.0588 1.0547 1.0507 1.0468 1.0430 1.0393 1.0357 1.0322 1.0288 1.0255 1.0223 1.0191 1.0161 1.0132 1.0122 1.0113 1.0103 1.0095 1.0086 1.0078 1.0070 1.0064 1.0058 1.0052 1.0047 1.0042 1.0037

Fertilizer Demand 1,000 tonnes 3,660 3,703 3,746 3,788 3,831 3,873 3,915 3,957 4,000 4,042 4,084 4,126 4,167 4,209 4,250 4,291 4,332 4,373 4,413 4,452 4,489 4,525 4,559 4,591 4,621 4,649 4,676 4,702 4,726 4,749 4,770 4,789 Urea Production 1,000 tonnes 1,000 1,032 1,065 1,097 1,129 1,161 1,194 1,226 1,258 1,290 1,323 1,355 1,387 1,419 1,452 1,484 1,516 1,548 1,581 1,613 1,645 1,677 1,710 1,742 1,774 1,806 1,839 1,871 1,903 1,935 1,968 2,000 Fertiliser Imports 1,000 tonnes 2,660 2,671 2,681 2,691 2,701 2,712 2,722 2,732 2,742 2,751 2,761 2,771 2,780 2,789 2,798 2,807 2,816 2,824 2,832 2,839 2,844 2,847 2,849 2,849 2,847 2,843 2,838 2,831 2,823 2,813 2,802 2,789 Growth Factor 1.0000 1.0040 1.0039 1.0038 1.0038 1.0037 1.0037 1.0037 1.0036 1.0036 1.0035 1.0035 1.0034 1.0033 1.0033 1.0032 1.0031 1.0030 1.0029 1.0023 1.0018 1.0012 1.0006 0.9999 0.9993 0.9986 0.9981 0.9976 0.9971 0.9966 0.9960 0.9954

Cement Clinker Imports 1,000 tonnes 12,713 13,532 14,435 15,473 16,621 17,882 19,240 20,692 22,187 23,762 25,419 27,159 28,985 30,898 32,900 34,991 37,174 39,448 41,815 44,198 46,588 48,972 51,340 53,680 55,981 58,231 60,415 62,521 64,541 66,465 68,284 69,991 Growth Factor 1.0935 1.0644 1.0668 1.0719 1.0742 1.0759 1.0759 1.0754 1.0723 1.0710 1.0697 1.0685 1.0672 1.0660 1.0648 1.0636 1.0624 1.0612 1.0600 1.0570 1.0541 1.0512 1.0484 1.0456 1.0429 1.0402 1.0375 1.0349 1.0323 1.0298 1.0274 1.0250

Coal Demand 1,000 tonnes 1,955 2,000 2,125 2,249 5,500 5,977 6,495 7,058 7,669 20,000 24,444 28,889 33,333 37,778 42,222 46,667 51,111 55,556 60,000 60,769 61,538 62,308 63,077 63,846 64,615 65,385 66,154 66,923 67,692 68,462 69,231 70,000 Coal Domestic Production 1,000 tonnes 1,095 1,050 1,635 2,221 2,806 3,391 3,976 4,562 5,147 5,732 6,318 6,903 7,488 8,074 8,659 9,244 9,829 10,415 11,000 11,692 12,385 13,077 13,769 14,462 15,154 15,846 16,538 17,231 17,923 18,615 19,308 20,000 Coal Imports 1,000 tonnes 860 950 489 29 2,694 2,586 2,518 2,496 2,522 14,268 18,127 21,986 25,845 29,704 33,563 37,423 41,282 45,141 49,000 49,077 49,154 49,231 49,308 49,385 49,462 49,538 49,615 49,692 49,769 49,846 49,923 50,000 Growth Factor 1.0000 1.1045 0.5151 0.0585 94.0799 0.9597 0.9740 0.9911 1.0106 5.6565 1.2705 1.2129 1.1755 1.1493 1.1299 1.1150 1.1031 1.0935 1.0855 1.0016 1.0016 1.0016 1.0016 1.0016 1.0016 1.0016 1.0016 1.0016 1.0015 1.0015 1.0015 1.0015

Population Growth % 1.19 1.17 1.15 1.13 1.11 1.09 1.08 1.06 1.04 1.03 1.01 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.84 0.79 0.75 0.70 0.66 0.61 0.57 0.54 0.50 0.47 0.44 0.40 0.37 Multiplier Rice Imports -9.60 -9.04 -8.47 -7.91 -7.34 -6.78 -6.21 -5.65 -5.08 -4.52 -3.95 -3.39 -2.82 -2.26 -1.69 -1.13 -0.56 0.00 0.08 0.15 0.23 0.31 0.38 0.46 0.54 0.62 0.69 0.77 0.85 0.92 1.00 Multiplier Wheat Imports 5.39 5.22 5.05 4.88 4.71 4.54 4.37 4.20 4.03 3.86 3.69 3.52 3.35 3.18 3.01 2.84 2.67 2.50 2.42 2.35 2.27 2.19 2.12 2.04 1.96 1.88 1.81 1.73 1.65 1.58 1.50 Multiplier Sugar Imports 5.61 5.51 5.42 5.32 5.23 5.13 5.04 4.94 4.85 4.76 4.66 4.57 4.47 4.38 4.28 4.19 4.09 4.00 3.92 3.85 3.77 3.69 3.62 3.54 3.46 3.38 3.31 3.23 3.15 3.08 3.00 Multiplier Salt Imports 6.57 6.27 5.97 5.68 5.38 5.08 4.78 4.48 4.18 3.89 3.59 3.29 2.99 2.69 2.39 2.10 1.80 1.50 1.46 1.42 1.38 1.35 1.31 1.27 1.23 1.19 1.15 1.12 1.08 1.04 1.00 Multiplier Fertiliser Demand 1.00 1.00 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.03 1.03 1.03 1.04 1.04 1.04 1.04 1.05 1.05 1.05 1.06 1.06 1.07 1.07 1.07 1.08 1.08 1.08 1.09 1.09 1.10 1.10

GDP Growth % 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.68 6.60 6.53 6.45 6.38 6.30 6.23 6.15 6.08 6.00 5.93 5.86 5.79 5.71 5.64 5.57 5.50 5.42 5.33 5.25 5.17 5.08 5.00 Multiplier Cement Clinker Imports 1.12 1.11 1.11 1.10 1.09 1.08 1.08 1.07 1.06 1.06 1.05 1.04 1.04 1.03 1.02 1.01 1.01 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Rice Imports 1,000 tonnes 29 25 37 34 31 28 26 24 23 21 20 20 19 18 18 18 17 17 17 18 18 19 19 20 20 21 21 22 22 23 23 24 Share in Total 0.096 0.096 0.156 0.156 0.155 0.155 0.155 0.154 0.154 0.153 0.153 0.153 0.152 0.152 0.152 0.151 0.151 0.150 0.150 0.154 0.158 0.162 0.165 0.169 0.173 0.177 0.181 0.185 0.188 0.192 0.196 0.200

Wheat Imports 1,000 tonnes 258 275 732 765 796 826 855 883 910 934 958 979 998 1,016 1,031 1,044 1,056 1,064 1,071 1,080 1,087 1,093 1,096 1,098 1,098 1,097 1,094 1,090 1,085 1,078 1,071 1,062 Share in Total 0.099 0.099 0.250 0.247 0.244 0.241 0.238 0.234 0.231 0.228 0.225 0.222 0.219 0.216 0.213 0.209 0.206 0.203 0.200 0.198 0.195 0.193 0.191 0.188 0.186 0.184 0.182 0.179 0.177 0.175 0.172 0.170

Salt Imports 1,000 tonnes 20 9 11 12 14 15 17 18 20 22 24 25 27 29 31 32 34 36 37 38 38 38 39 39 39 40 40 40 40 41 41 41 Share in Total 0.040 0.050 0.053 0.056 0.059 0.062 0.065 0.068 0.071 0.074 0.076 0.079 0.082 0.085 0.088 0.091 0.094 0.097 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100

Fertiliser Imports 1,000 tonnes 1,028 1,122 1,123 1,124 1,125 1,126 1,127 1,128 1,129 1,130 1,130 1,131 1,132 1,132 1,133 1,133 1,133 1,133 1,133 1,133 1,133 1,132 1,131 1,129 1,126 1,122 1,118 1,113 1,107 1,101 1,095 1,088 Share in Total 0.387 0.420 0.419 0.418 0.416 0.415 0.414 0.413 0.412 0.411 0.409 0.408 0.407 0.406 0.405 0.404 0.402 0.401 0.400 0.399 0.398 0.398 0.397 0.396 0.395 0.395 0.394 0.393 0.392 0.392 0.391 0.390

Cement Clinker Imports 1,000 tonnes 887 947 1,002 1,065 1,134 1,210 1,290 1,375 1,462 1,552 1,645 1,741 1,841 1,945 2,051 2,161 2,274 2,390 2,509 2,618 2,724 2,825 2,922 3,014 3,100 3,180 3,253 3,318 3,376 3,426 3,467 3,500 Share in Total 0.070 0.070 0.069 0.069 0.068 0.068 0.067 0.066 0.066 0.065 0.065 0.064 0.064 0.063 0.062 0.062 0.061 0.061 0.060 0.059 0.058 0.058 0.057 0.056 0.055 0.055 0.054 0.053 0.052 0.052 0.051 0.050

Coal Imports 1,000 tonnes 0 0 0 0 2 2 3 4 4 27 38 52 67 84 103 123 146 170 196 219 242 265 288 312 335 358 382 405 429 452 476 500 Share in Total 0.000 0.000 0.000 0.000 0.001 0.001 0.001 0.001 0.002 0.002 0.002 0.002 0.003 0.003 0.003 0.003 0.004 0.004 0.004 0.004 0.005 0.005 0.006 0.006 0.007 0.007 0.008 0.008 0.009 0.009 0.010 0.010

Traffic Potential Chittagong Rice Imports 1,000 tonnes 24 21 106 97 89 82 77 72 69 65 63 61 59 58 57 57 57 57 57 58 58 59 59 60 60 61 62 62 63 64 64 65 Share in Total 0.078 0.078 0.444 0.448 0.451 0.455 0.458 0.462 0.465 0.469 0.472 0.476 0.479 0.483 0.486 0.490 0.493 0.497 0.500 0.504 0.508 0.512 0.515 0.519 0.523 0.527 0.531 0.535 0.538 0.542 0.546 0.550

Wheat Imports 1,000 tonnes 1,500 1,594 2,197 2,332 2,469 2,607 2,746 2,885 3,024 3,162 3,298 3,433 3,566 3,695 3,822 3,944 4,062 4,176 4,285 4,384 4,478 4,567 4,651 4,729 4,802 4,869 4,933 4,991 5,046 5,097 5,144 5,187 Share in Total 0.577 0.577 0.750 0.753 0.756 0.759 0.763 0.766 0.769 0.772 0.775 0.778 0.781 0.784 0.788 0.791 0.794 0.797 0.800 0.802 0.805 0.807 0.809 0.812 0.814 0.816 0.818 0.821 0.823 0.825 0.828 0.830

Sugar Imports 1,000 tonnes 1,656 1,765 1,876 1,991 2,109 2,229 2,353 2,478 2,606 2,736 2,868 3,001 3,135 3,270 3,405 3,541 3,676 3,811 3,945 4,075 4,199 4,317 4,429 4,535 4,633 4,724 4,810 4,890 4,965 5,033 5,095 5,152 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Salt Imports 1,000 tonnes 488 180 193 205 217 229 241 253 264 274 284 293 302 309 316 322 327 331 335 339 343 346 349 353 355 358 360 362 364 366 367 369 Share in Total 0.960 0.950 0.947 0.944 0.941 0.938 0.935 0.932 0.929 0.926 0.924 0.921 0.918 0.915 0.912 0.909 0.906 0.903 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900

Fertiliser Imports 1,000 tonnes 1,381 1,549 1,558 1,567 1,576 1,585 1,595 1,604 1,613 1,622 1,631 1,640 1,648 1,657 1,666 1,674 1,683 1,691 1,699 1,706 1,711 1,715 1,718 1,720 1,721 1,721 1,720 1,718 1,715 1,712 1,707 1,701 Share in Total 0.519 0.580 0.581 0.582 0.584 0.585 0.586 0.587 0.588 0.589 0.591 0.592 0.593 0.594 0.595 0.596 0.598 0.599 0.600 0.601 0.602 0.602 0.603 0.604 0.605 0.605 0.606 0.607 0.608 0.608 0.609 0.610

Cement Clinker Imports 1,000 tonnes 11,826 12,585 13,145 13,789 14,489 15,242 16,026 16,833 17,619 18,408 19,199 19,986 20,767 21,538 22,294 23,032 23,747 24,434 25,089 25,839 26,519 27,123 27,645 28,079 28,421 28,667 28,813 28,856 28,795 28,631 28,364 27,997 Share in Total 0.930 0.930 0.911 0.891 0.872 0.852 0.833 0.814 0.794 0.775 0.755 0.736 0.716 0.697 0.678 0.658 0.639 0.619 0.600 0.585 0.569 0.554 0.538 0.523 0.508 0.492 0.477 0.462 0.446 0.431 0.415 0.400

Coal Imports 1,000 tonnes 17 18 12 1 90 98 108 119 132 815 1,122 1,465 1,846 2,263 2,717 3,207 3,735 4,299 4,900 5,663 6,428 7,195 7,965 8,737 9,512 10,289 11,068 11,850 12,634 13,420 14,209 15,000 Share in Total 0.019 0.019 0.024 0.029 0.033 0.038 0.043 0.048 0.052 0.057 0.062 0.067 0.071 0.076 0.081 0.086 0.090 0.095 0.100 0.115 0.131 0.146 0.162 0.177 0.192 0.208 0.223 0.238 0.254 0.269 0.285 0.300

Dry Bulk Vessel Forecast - Base Case

Dry Bulk Handling Chittagong tonnes 16,891,430 17,711,476 19,087,034 19,982,814 21,039,560 22,074,014 23,144,771 24,243,758 25,325,877 27,082,647 28,464,250 29,879,205 31,322,953 32,790,729 34,277,572 35,778,337 37,287,707 38,800,211 40,310,234 42,062,622 43,735,788 45,322,637 46,816,746 48,212,445 49,504,883 50,690,083 51,765,842 52,730,250 53,582,379 54,322,275 54,950,933 55,470,273 Average Handling tonnes/call 34,000 34,167 34,333 34,500 34,667 34,833 35,000 35,167 35,333 35,500 35,667 35,833 36,000 36,167 36,333 36,500 36,667 36,833 37,000 37,231 37,462 37,692 37,923 38,154 38,385 38,615 38,846 39,077 39,308 39,538 39,769 40,000

Dry Bulk Carrier Calls No. of Calls 496 518 556 579 607 634 661 689 717 763 798 834 870 907 943 980 1,017 1,053 1,089 1,130 1,167 1,202 1,235 1,264 1,290 1,313 1,333 1,349 1,363 1,374 1,382 1,387 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.8: Dry Bulk Traffic Forecast – High Case

Traffic Potential Bangladesh Rice Imports 1,000 tonnes 300 266 237 213 193 177 163 151 142 134 127 122 117 114 111 109 108 107 107 108 108 108 108 108 109 109 110 110 110 111 111 112 Growth Factor 5.6604 0.8857 0.8925 0.8992 0.9059 0.9138 0.9216 0.9291 0.9365 0.9437 0.9507 0.9575 0.9641 0.9706 0.9768 0.9829 0.9888 0.9945 1.0000 1.0007 1.0013 1.0019 1.0024 1.0028 1.0032 1.0034 1.0037 1.0040 1.0042 1.0043 1.0044 1.0044

Wheat Imports 1,000 tonnes 2,600 2,767 2,939 3,115 3,296 3,478 3,661 3,844 4,025 4,205 4,382 4,556 4,725 4,890 5,050 5,203 5,350 5,490 5,621 5,746 5,863 5,972 6,074 6,168 6,254 6,333 6,405 6,472 6,532 6,587 6,636 6,680 Growth Factor 1.2897 1.0641 1.0621 1.0601 1.0581 1.0553 1.0525 1.0498 1.0472 1.0446 1.0421 1.0397 1.0373 1.0349 1.0326 1.0304 1.0282 1.0261 1.0240 1.0222 1.0204 1.0187 1.0170 1.0155 1.0140 1.0126 1.0114 1.0104 1.0093 1.0084 1.0075 1.0066

Sugar Imports 1,000 tonnes 1,656 1,766 1,882 2,004 2,131 2,261 2,396 2,533 2,674 2,818 2,964 3,112 3,263 3,415 3,568 3,723 3,877 4,032 4,187 4,337 4,482 4,621 4,754 4,880 4,998 5,109 5,214 5,313 5,405 5,492 5,572 5,645 Growth Factor 1.0774 1.0667 1.0656 1.0645 1.0633 1.0613 1.0594 1.0575 1.0556 1.0537 1.0519 1.0501 1.0483 1.0466 1.0449 1.0432 1.0416 1.0400 1.0384 1.0359 1.0334 1.0310 1.0287 1.0264 1.0243 1.0222 1.0205 1.0190 1.0174 1.0160 1.0146 1.0132

Salt Imports 1,000 tonnes 509 190 204 218 233 248 263 277 291 304 317 329 341 352 361 370 378 384 390 395 400 404 409 413 416 420 423 425 428 430 432 434 Growth Factor 8.0182 1.0782 1.0747 1.0711 1.0676 1.0631 1.0588 1.0545 1.0504 1.0464 1.0424 1.0386 1.0348 1.0312 1.0276 1.0242 1.0208 1.0176 1.0144 1.0134 1.0124 1.0114 1.0105 1.0096 1.0087 1.0079 1.0072 1.0066 1.0060 1.0055 1.0049 1.0044

Fertilizer Demand 1,000 tonnes 3,660 3,704 3,748 3,793 3,838 3,884 3,929 3,975 4,021 4,066 4,112 4,157 4,203 4,248 4,293 4,338 4,383 4,428 4,473 4,516 4,557 4,597 4,635 4,671 4,706 4,738 4,769 4,799 4,827 4,854 4,879 4,903 Urea Production 1,000 tonnes 1,000 1,032 1,065 1,097 1,129 1,161 1,194 1,226 1,258 1,290 1,323 1,355 1,387 1,419 1,452 1,484 1,516 1,548 1,581 1,613 1,645 1,677 1,710 1,742 1,774 1,806 1,839 1,871 1,903 1,935 1,968 2,000 Fertiliser Imports 1,000 tonnes 2,660 2,671 2,683 2,696 2,709 2,722 2,736 2,749 2,762 2,776 2,789 2,802 2,816 2,829 2,842 2,854 2,867 2,880 2,892 2,903 2,912 2,920 2,926 2,930 2,932 2,932 2,931 2,928 2,924 2,918 2,911 2,903 Growth Factor 1.0000 1.0042 1.0045 1.0047 1.0049 1.0049 1.0049 1.0049 1.0049 1.0048 1.0048 1.0047 1.0047 1.0046 1.0046 1.0045 1.0045 1.0044 1.0043 1.0037 1.0032 1.0026 1.0020 1.0014 1.0007 1.0001 0.9996 0.9991 0.9986 0.9981 0.9976 0.9970

Cement Clinker Imports 1,000 tonnes 12,713 13,532 14,586 15,796 17,141 18,638 20,256 22,002 23,827 25,772 27,842 30,040 32,373 34,845 37,460 40,224 43,141 46,215 49,450 52,744 56,082 59,449 62,826 66,197 69,544 72,847 76,083 79,234 82,281 85,208 87,999 90,639 Growth Factor 1.0935 1.0644 1.0779 1.0829 1.0852 1.0873 1.0868 1.0862 1.0830 1.0816 1.0803 1.0790 1.0777 1.0764 1.0751 1.0738 1.0725 1.0712 1.0700 1.0666 1.0633 1.0600 1.0568 1.0537 1.0505 1.0475 1.0444 1.0414 1.0385 1.0356 1.0328 1.0300

Coal Demand 1,000 tonnes 1,955 2,000 2,125 2,249 7,500 8,150 8,856 9,624 10,458 30,000 33,889 37,778 41,667 45,556 49,444 53,333 57,222 61,111 65,000 65,769 66,538 67,308 68,077 68,846 69,615 70,385 71,154 71,923 72,692 73,462 74,231 75,000 Coal Domestic Production 1,000 tonnes 1,095 1,050 1,635 2,221 2,806 3,391 3,976 4,562 5,147 5,732 6,318 6,903 7,488 8,074 8,659 9,244 9,829 10,415 11,000 11,692 12,385 13,077 13,769 14,462 15,154 15,846 16,538 17,231 17,923 18,615 19,308 20,000 Coal Imports 1,000 tonnes 860 950 489 29 4,694 4,759 4,880 5,062 5,311 24,268 27,571 30,875 34,178 37,482 40,786 44,089 47,393 50,696 54,000 54,077 54,154 54,231 54,308 54,385 54,462 54,538 54,615 54,692 54,769 54,846 54,923 55,000 Growth Factor 1.0000 1.1045 0.5151 0.0585 163.9209 1.0138 1.0254 1.0374 1.0492 4.5691 1.1361 1.1198 1.1070 1.0967 1.0881 1.0810 1.0749 1.0697 1.0652 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014 1.0014

Population Growth % 1.19 1.19 1.19 1.19 1.19 1.17 1.16 1.14 1.12 1.11 1.09 1.08 1.06 1.04 1.03 1.01 0.99 0.98 0.96 0.91 0.87 0.82 0.78 0.73 0.69 0.64 0.61 0.57 0.54 0.51 0.47 0.44 Multiplier Rice Imports -9.60 -9.04 -8.47 -7.91 -7.34 -6.78 -6.21 -5.65 -5.08 -4.52 -3.95 -3.39 -2.82 -2.26 -1.69 -1.13 -0.56 0.00 0.08 0.15 0.23 0.31 0.38 0.46 0.54 0.62 0.69 0.77 0.85 0.92 1.00 Multiplier Wheat Imports 5.39 5.22 5.05 4.88 4.71 4.54 4.37 4.20 4.03 3.86 3.69 3.52 3.35 3.18 3.01 2.84 2.67 2.50 2.42 2.35 2.27 2.19 2.12 2.04 1.96 1.88 1.81 1.73 1.65 1.58 1.50 Multiplier Sugar Imports 5.61 5.51 5.42 5.32 5.23 5.13 5.04 4.94 4.85 4.76 4.66 4.57 4.47 4.38 4.28 4.19 4.09 4.00 3.92 3.85 3.77 3.69 3.62 3.54 3.46 3.38 3.31 3.23 3.15 3.08 3.00 Multiplier Salt Imports 6.57 6.27 5.97 5.68 5.38 5.08 4.78 4.48 4.18 3.89 3.59 3.29 2.99 2.69 2.39 2.10 1.80 1.50 1.46 1.42 1.38 1.35 1.31 1.27 1.23 1.19 1.15 1.12 1.08 1.04 1.00 Multiplier Fertiliser Demand 1.00 1.00 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.03 1.03 1.03 1.04 1.04 1.04 1.04 1.05 1.05 1.05 1.06 1.06 1.07 1.07 1.07 1.08 1.08 1.08 1.09 1.09 1.10 1.10

GDP Growth % 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.68 7.60 7.53 7.45 7.38 7.30 7.23 7.15 7.08 7.00 6.93 6.86 6.79 6.71 6.64 6.57 6.50 6.42 6.33 6.25 6.17 6.08 6.00 Multiplier Cement Clinker Imports 1.12 1.11 1.11 1.10 1.09 1.08 1.08 1.07 1.06 1.06 1.05 1.04 1.04 1.03 1.02 1.01 1.01 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Rice Imports 1,000 tonnes 29 25 37 33 30 27 25 23 22 20 19 19 18 17 17 17 16 16 16 17 17 17 18 18 19 19 20 20 21 21 22 22 Share in Total 0.096 0.096 0.156 0.156 0.155 0.155 0.155 0.154 0.154 0.153 0.153 0.153 0.152 0.152 0.152 0.151 0.151 0.150 0.150 0.154 0.158 0.162 0.165 0.169 0.173 0.177 0.181 0.185 0.188 0.192 0.196 0.200

Wheat Imports 1,000 tonnes 258 275 735 769 803 837 869 901 931 959 986 1,011 1,034 1,054 1,073 1,089 1,103 1,115 1,124 1,136 1,146 1,153 1,159 1,162 1,164 1,164 1,163 1,160 1,156 1,150 1,143 1,136 Share in Total 0.099 0.099 0.250 0.247 0.244 0.241 0.238 0.234 0.231 0.228 0.225 0.222 0.219 0.216 0.213 0.209 0.206 0.203 0.200 0.198 0.195 0.193 0.191 0.188 0.186 0.184 0.182 0.179 0.177 0.175 0.172 0.170

Salt Imports 1,000 tonnes 20 9 11 12 14 15 17 19 21 22 24 26 28 30 32 34 36 37 39 40 40 40 41 41 42 42 42 43 43 43 43 43 Share in Total 0.040 0.050 0.053 0.056 0.059 0.062 0.065 0.068 0.071 0.074 0.076 0.079 0.082 0.085 0.088 0.091 0.094 0.097 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100

Fertiliser Imports 1,000 tonnes 1,028 1,122 1,124 1,126 1,128 1,131 1,133 1,135 1,137 1,140 1,142 1,144 1,146 1,148 1,150 1,152 1,154 1,155 1,157 1,159 1,160 1,161 1,161 1,161 1,159 1,157 1,154 1,151 1,147 1,143 1,138 1,132 Share in Total 0.387 0.420 0.419 0.418 0.416 0.415 0.414 0.413 0.412 0.411 0.409 0.408 0.407 0.406 0.405 0.404 0.402 0.401 0.400 0.399 0.398 0.398 0.397 0.396 0.395 0.395 0.394 0.393 0.392 0.392 0.391 0.390

Cement Clinker Imports 1,000 tonnes 887 947 1,012 1,087 1,170 1,261 1,358 1,462 1,570 1,683 1,802 1,926 2,057 2,193 2,336 2,484 2,639 2,800 2,967 3,124 3,279 3,430 3,576 3,717 3,852 3,979 4,097 4,205 4,304 4,392 4,468 4,532 Share in Total 0.070 0.070 0.069 0.069 0.068 0.068 0.067 0.066 0.066 0.065 0.065 0.064 0.064 0.063 0.062 0.062 0.061 0.061 0.060 0.059 0.058 0.058 0.057 0.056 0.055 0.055 0.054 0.053 0.052 0.052 0.051 0.050

Coal Imports 1,000 tonnes 0 0 0 0 3 4 6 7 9 46 58 73 88 106 125 145 167 191 216 241 267 292 317 343 369 394 420 446 472 498 524 550 Share in Total 0.000 0.000 0.000 0.000 0.001 0.001 0.001 0.001 0.002 0.002 0.002 0.002 0.003 0.003 0.003 0.003 0.004 0.004 0.004 0.004 0.005 0.005 0.006 0.006 0.007 0.007 0.008 0.008 0.009 0.009 0.010 0.010

Traffic Potential Chittagong Rice Imports 1,000 tonnes 24 21 105 95 87 80 75 70 66 63 60 58 56 55 54 53 53 53 54 54 55 55 56 56 57 58 58 59 59 60 61 62 Share in Total 0.078 0.078 0.444 0.448 0.451 0.455 0.458 0.462 0.465 0.469 0.472 0.476 0.479 0.483 0.486 0.490 0.493 0.497 0.500 0.504 0.508 0.512 0.515 0.519 0.523 0.527 0.531 0.535 0.538 0.542 0.546 0.550

Wheat Imports 1,000 tonnes 1,500 1,596 2,204 2,346 2,493 2,641 2,792 2,943 3,094 3,246 3,396 3,545 3,692 3,836 3,977 4,114 4,247 4,374 4,497 4,610 4,717 4,819 4,915 5,006 5,090 5,169 5,242 5,312 5,376 5,437 5,493 5,544 Share in Total 0.577 0.577 0.750 0.753 0.756 0.759 0.763 0.766 0.769 0.772 0.775 0.778 0.781 0.784 0.788 0.791 0.794 0.797 0.800 0.802 0.805 0.807 0.809 0.812 0.814 0.816 0.818 0.821 0.823 0.825 0.828 0.830

Sugar Imports 1,000 tonnes 1,656 1,766 1,882 2,004 2,131 2,261 2,396 2,533 2,674 2,818 2,964 3,112 3,263 3,415 3,568 3,723 3,877 4,032 4,187 4,337 4,482 4,621 4,754 4,880 4,998 5,109 5,214 5,313 5,405 5,492 5,572 5,645 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Salt Imports 1,000 tonnes 488 180 193 206 220 233 246 258 270 282 293 303 313 322 329 336 342 347 351 356 360 364 368 371 375 378 380 383 385 387 389 391 Share in Total 0.960 0.950 0.947 0.944 0.941 0.938 0.935 0.932 0.929 0.926 0.924 0.921 0.918 0.915 0.912 0.909 0.906 0.903 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900

Fertiliser Imports 1,000 tonnes 1,381 1,549 1,559 1,570 1,581 1,592 1,603 1,614 1,625 1,636 1,647 1,658 1,669 1,681 1,692 1,703 1,714 1,724 1,735 1,744 1,752 1,759 1,764 1,769 1,773 1,775 1,776 1,777 1,777 1,776 1,774 1,771 Share in Total 0.519 0.580 0.581 0.582 0.584 0.585 0.586 0.587 0.588 0.589 0.591 0.592 0.593 0.594 0.595 0.596 0.598 0.599 0.600 0.601 0.602 0.602 0.603 0.604 0.605 0.605 0.606 0.607 0.608 0.608 0.609 0.610

Cement Clinker Imports 1,000 tonnes 11,826 12,585 13,282 14,077 14,943 15,886 16,872 17,899 18,922 19,966 21,029 22,106 23,194 24,289 25,385 26,477 27,559 28,626 29,670 30,835 31,924 32,926 33,830 34,626 35,307 35,863 36,286 36,569 36,710 36,705 36,554 36,256 Share in Total 0.930 0.930 0.911 0.891 0.872 0.852 0.833 0.814 0.794 0.775 0.755 0.736 0.716 0.697 0.678 0.658 0.639 0.619 0.600 0.585 0.569 0.554 0.538 0.523 0.508 0.492 0.477 0.462 0.446 0.431 0.415 0.400

Coal Imports 1,000 tonnes 17 18 12 1 156 181 209 241 278 1,386 1,706 2,058 2,441 2,855 3,301 3,779 4,288 4,828 5,400 6,240 7,082 7,926 8,773 9,622 10,473 11,327 12,183 13,042 13,903 14,766 15,632 16,500 Share in Total 0.019 0.019 0.024 0.029 0.033 0.038 0.043 0.048 0.052 0.057 0.062 0.067 0.071 0.076 0.081 0.086 0.090 0.095 0.100 0.115 0.131 0.146 0.162 0.177 0.192 0.208 0.223 0.238 0.254 0.269 0.285 0.300

Dry Bulk Vessel Forecast - High Case

Dry Bulk Handling Chittagong tonnes 16,891,430 17,715,329 19,237,690 20,299,105 21,609,921 22,874,668 24,190,616 25,557,741 26,929,131 29,395,877 31,094,766 32,840,560 34,628,145 36,452,004 38,306,213 40,184,439 42,079,945 43,985,593 45,893,849 48,175,623 50,371,612 52,469,996 54,459,623 56,330,158 58,072,239 59,677,602 61,140,133 62,454,322 63,616,087 64,622,817 65,473,392 66,168,183 Average Handling tonnes/call 34,000 34,167 34,333 34,500 34,667 34,833 35,000 35,167 35,333 35,500 35,667 35,833 36,000 36,167 36,333 36,500 36,667 36,833 37,000 37,231 37,462 37,692 37,923 38,154 38,385 38,615 38,846 39,077 39,308 39,538 39,769 40,000

Dry Bulk Carrier Calls No. of Calls 496 518 560 588 623 657 691 727 762 828 872 916 962 1,008 1,054 1,101 1,148 1,194 1,240 1,294 1,345 1,392 1,436 1,476 1,513 1,545 1,574 1,598 1,618 1,634 1,646 1,654 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.9: Dry Bulk Traffic Forecast – Low Case

Traffic Potential Bangladesh Rice Imports 1,000 tonnes 300 267 240 219 201 186 174 163 154 147 141 136 132 129 126 124 123 123 123 123 123 123 123 124 124 124 124 125 125 126 126 126 Growth Factor 5.6604 0.8898 0.9001 0.9100 0.9193 0.9263 0.9331 0.9397 0.9461 0.9523 0.9584 0.9642 0.9699 0.9754 0.9807 0.9858 0.9907 0.9954 1.0000 1.0006 1.0011 1.0015 1.0019 1.0022 1.0025 1.0027 1.0028 1.0029 1.0028 1.0028 1.0026 1.0024

Wheat Imports 1,000 tonnes 2,600 2,761 2,920 3,077 3,230 3,383 3,534 3,684 3,832 3,977 4,118 4,255 4,389 4,517 4,640 4,757 4,868 4,973 5,071 5,163 5,249 5,328 5,401 5,468 5,528 5,582 5,630 5,672 5,709 5,739 5,765 5,786 Growth Factor 1.2897 1.0618 1.0577 1.0537 1.0498 1.0473 1.0448 1.0424 1.0401 1.0378 1.0356 1.0334 1.0313 1.0292 1.0272 1.0253 1.0234 1.0215 1.0198 1.0181 1.0166 1.0151 1.0137 1.0123 1.0110 1.0098 1.0086 1.0075 1.0064 1.0054 1.0045 1.0036

Sugar Imports 1,000 tonnes 1,656 1,763 1,870 1,977 2,085 2,194 2,305 2,418 2,532 2,647 2,763 2,880 2,997 3,114 3,230 3,346 3,462 3,576 3,689 3,797 3,901 3,999 4,091 4,177 4,257 4,331 4,398 4,458 4,511 4,557 4,597 4,630 Growth Factor 1.0774 1.0643 1.0609 1.0575 1.0543 1.0525 1.0507 1.0489 1.0472 1.0455 1.0438 1.0422 1.0406 1.0390 1.0375 1.0359 1.0345 1.0330 1.0316 1.0294 1.0272 1.0251 1.0231 1.0211 1.0192 1.0173 1.0155 1.0137 1.0120 1.0103 1.0087 1.0072

Salt Imports 1,000 tonnes 509 190 203 216 228 241 253 264 276 287 297 307 315 324 331 338 344 349 353 357 360 364 367 369 372 374 376 378 380 381 382 383 Growth Factor 8.0182 1.0754 1.0693 1.0635 1.0579 1.0540 1.0501 1.0464 1.0428 1.0392 1.0358 1.0325 1.0292 1.0261 1.0230 1.0201 1.0173 1.0145 1.0119 1.0109 1.0101 1.0092 1.0084 1.0076 1.0069 1.0062 1.0054 1.0048 1.0041 1.0035 1.0029 1.0024

Fertilizer Demand 1,000 tonnes 3,660 3,702 3,743 3,783 3,822 3,861 3,899 3,938 3,976 4,014 4,052 4,090 4,128 4,165 4,202 4,239 4,275 4,311 4,347 4,381 4,414 4,445 4,475 4,503 4,529 4,553 4,576 4,596 4,615 4,631 4,646 4,658 Urea Production 1,000 tonnes 1,000 1,032 1,065 1,097 1,129 1,161 1,194 1,226 1,258 1,290 1,323 1,355 1,387 1,419 1,452 1,484 1,516 1,548 1,581 1,613 1,645 1,677 1,710 1,742 1,774 1,806 1,839 1,871 1,903 1,935 1,968 2,000 Fertiliser Imports 1,000 tonnes 2,660 2,670 2,679 2,686 2,693 2,699 2,706 2,712 2,718 2,724 2,730 2,735 2,741 2,746 2,750 2,755 2,759 2,763 2,766 2,768 2,769 2,768 2,765 2,761 2,755 2,747 2,737 2,725 2,712 2,696 2,678 2,658 Growth Factor 1.0000 1.0037 1.0033 1.0029 1.0025 1.0024 1.0024 1.0023 1.0022 1.0022 1.0021 1.0020 1.0019 1.0018 1.0017 1.0016 1.0015 1.0014 1.0013 1.0007 1.0002 0.9996 0.9990 0.9984 0.9978 0.9971 0.9964 0.9957 0.9950 0.9942 0.9934 0.9925

Cement Clinker Imports 1,000 tonnes 12,713 13,532 14,285 15,154 16,111 17,167 18,284 19,466 20,664 21,912 23,208 24,554 25,948 27,392 28,885 30,426 32,015 33,652 35,334 37,009 38,668 40,305 41,913 43,485 45,014 46,494 47,916 49,273 50,562 51,777 52,916 53,974 Growth Factor 1.0935 1.0644 1.0556 1.0608 1.0632 1.0655 1.0651 1.0647 1.0616 1.0604 1.0592 1.0580 1.0568 1.0556 1.0545 1.0534 1.0522 1.0511 1.0500 1.0474 1.0448 1.0423 1.0399 1.0375 1.0352 1.0329 1.0306 1.0283 1.0262 1.0240 1.0220 1.0200

Coal Demand 1,000 tonnes 1,955 2,000 2,125 2,249 3,500 3,803 4,133 4,491 4,881 10,000 14,444 18,889 23,333 27,778 32,222 36,667 41,111 45,556 50,000 50,769 51,538 52,308 53,077 53,846 54,615 55,385 56,154 56,923 57,692 58,462 59,231 60,000 Coal Domestic Production 1,000 tonnes 1,095 1,050 1,576 2,103 2,629 3,156 3,682 4,209 4,735 5,262 5,788 6,315 6,841 7,368 7,894 8,421 8,947 9,474 10,000 10,769 11,538 12,308 13,077 13,846 14,615 15,385 16,154 16,923 17,692 18,462 19,231 20,000 Coal Imports 1,000 tonnes 860 950 548 146 871 647 451 282 145 4,738 8,656 12,574 16,492 20,410 24,328 28,246 32,164 36,082 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 Growth Factor 1.0000 1.1045 0.5770 0.2668 5.9514 0.7437 0.6960 0.6267 0.5142 32.6250 1.8269 1.4526 1.3116 1.2376 1.1920 1.1610 1.1387 1.1218 1.1086 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000

Population Growth % 1.19 1.15 1.11 1.06 1.02 1.00 0.99 0.97 0.95 0.94 0.92 0.91 0.89 0.87 0.86 0.84 0.82 0.81 0.79 0.75 0.71 0.67 0.62 0.58 0.54 0.50 0.46 0.41 0.37 0.33 0.28 0.24 Multiplier Rice Imports -9.60 -9.04 -8.47 -7.91 -7.34 -6.78 -6.21 -5.65 -5.08 -4.52 -3.95 -3.39 -2.82 -2.26 -1.69 -1.13 -0.56 0.00 0.08 0.15 0.23 0.31 0.38 0.46 0.54 0.62 0.69 0.77 0.85 0.92 1.00 Multiplier Wheat Imports 5.39 5.22 5.05 4.88 4.71 4.54 4.37 4.20 4.03 3.86 3.69 3.52 3.35 3.18 3.01 2.84 2.67 2.50 2.42 2.35 2.27 2.19 2.12 2.04 1.96 1.88 1.81 1.73 1.65 1.58 1.50 Multiplier Sugar Imports 5.61 5.51 5.42 5.32 5.23 5.13 5.04 4.94 4.85 4.76 4.66 4.57 4.47 4.38 4.28 4.19 4.09 4.00 3.92 3.85 3.77 3.69 3.62 3.54 3.46 3.38 3.31 3.23 3.15 3.08 3.00 Multiplier Salt Imports 6.57 6.27 5.97 5.68 5.38 5.08 4.78 4.48 4.18 3.89 3.59 3.29 2.99 2.69 2.39 2.10 1.80 1.50 1.46 1.42 1.38 1.35 1.31 1.27 1.23 1.19 1.15 1.12 1.08 1.04 1.00 Multiplier Fertiliser Demand 1.00 1.00 1.01 1.01 1.01 1.01 1.02 1.02 1.02 1.03 1.03 1.03 1.04 1.04 1.04 1.04 1.05 1.05 1.05 1.06 1.06 1.07 1.07 1.07 1.08 1.08 1.08 1.09 1.09 1.10 1.10

GDP Growth % 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.68 5.60 5.53 5.45 5.38 5.30 5.23 5.15 5.08 5.00 4.93 4.86 4.79 4.71 4.64 4.57 4.50 4.42 4.33 4.25 4.17 4.08 4.00 Multiplier Cement Clinker Imports 1.12 1.11 1.11 1.10 1.09 1.08 1.08 1.07 1.06 1.06 1.05 1.04 1.04 1.03 1.02 1.01 1.01 1.00 0.96 0.92 0.88 0.85 0.81 0.77 0.73 0.69 0.65 0.62 0.58 0.54 0.50

Traffic Potential Mongla Rice Imports 1,000 tonnes 29 26 37 34 31 29 27 25 24 23 22 21 20 20 19 19 19 18 18 19 19 20 20 21 21 22 23 23 24 24 25 25 Share in Total 0.096 0.096 0.156 0.156 0.155 0.155 0.155 0.154 0.154 0.153 0.153 0.153 0.152 0.152 0.152 0.151 0.151 0.150 0.150 0.154 0.158 0.162 0.165 0.169 0.173 0.177 0.181 0.185 0.188 0.192 0.196 0.200

Wheat Imports 1,000 tonnes 258 274 730 760 787 814 839 863 886 907 927 944 960 974 986 996 1,004 1,010 1,014 1,021 1,026 1,029 1,030 1,030 1,029 1,026 1,022 1,017 1,010 1,002 993 984 Share in Total 0.099 0.099 0.250 0.247 0.244 0.241 0.238 0.234 0.231 0.228 0.225 0.222 0.219 0.216 0.213 0.209 0.206 0.203 0.200 0.198 0.195 0.193 0.191 0.188 0.186 0.184 0.182 0.179 0.177 0.175 0.172 0.170

Salt Imports 1,000 tonnes 20 9 11 12 13 15 16 18 19 21 23 24 26 28 29 31 32 34 35 36 36 36 37 37 37 37 38 38 38 38 38 38 Share in Total 0.040 0.050 0.053 0.056 0.059 0.062 0.065 0.068 0.071 0.074 0.076 0.079 0.082 0.085 0.088 0.091 0.094 0.097 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100 0.100

Fertiliser Imports 1,000 tonnes 1,028 1,121 1,122 1,122 1,122 1,121 1,121 1,120 1,119 1,119 1,118 1,117 1,116 1,114 1,113 1,112 1,110 1,108 1,107 1,105 1,103 1,101 1,098 1,094 1,089 1,084 1,078 1,071 1,064 1,055 1,046 1,037 Share in Total 0.387 0.420 0.419 0.418 0.416 0.415 0.414 0.413 0.412 0.411 0.409 0.408 0.407 0.406 0.405 0.404 0.402 0.401 0.400 0.399 0.398 0.398 0.397 0.396 0.395 0.395 0.394 0.393 0.392 0.392 0.391 0.390

Cement Clinker Imports 1,000 tonnes 887 947 992 1,043 1,099 1,161 1,226 1,294 1,361 1,431 1,502 1,574 1,648 1,724 1,801 1,879 1,959 2,039 2,120 2,192 2,261 2,325 2,386 2,442 2,493 2,539 2,580 2,615 2,645 2,669 2,686 2,699 Share in Total 0.070 0.070 0.069 0.069 0.068 0.068 0.067 0.066 0.066 0.065 0.065 0.064 0.064 0.063 0.062 0.062 0.061 0.061 0.060 0.059 0.058 0.058 0.057 0.056 0.055 0.055 0.054 0.053 0.052 0.052 0.051 0.050

Coal Imports 1,000 tonnes 0 0 0 0 1 1 1 0 0 9 18 30 43 58 74 93 114 136 160 178 197 215 234 252 271 289 308 326 345 363 382 400 Share in Total 0.000 0.000 0.000 0.000 0.001 0.001 0.001 0.001 0.002 0.002 0.002 0.002 0.003 0.003 0.003 0.003 0.004 0.004 0.004 0.004 0.005 0.005 0.006 0.006 0.007 0.007 0.008 0.008 0.009 0.009 0.010 0.010

Traffic Potential Chittagong Rice Imports 1,000 tonnes 24 21 107 98 91 85 80 75 72 69 67 65 63 62 61 61 61 61 61 62 62 63 64 64 65 65 66 67 67 68 69 69 Share in Total 0.078 0.078 0.444 0.448 0.451 0.455 0.458 0.462 0.465 0.469 0.472 0.476 0.479 0.483 0.486 0.490 0.493 0.497 0.500 0.504 0.508 0.512 0.515 0.519 0.523 0.527 0.531 0.535 0.538 0.542 0.546 0.550

Wheat Imports 1,000 tonnes 1,500 1,592 2,190 2,317 2,443 2,569 2,695 2,821 2,946 3,069 3,191 3,311 3,429 3,543 3,654 3,761 3,864 3,963 4,057 4,142 4,223 4,299 4,371 4,437 4,499 4,556 4,608 4,656 4,699 4,737 4,772 4,802 Share in Total 0.577 0.577 0.750 0.753 0.756 0.759 0.763 0.766 0.769 0.772 0.775 0.778 0.781 0.784 0.788 0.791 0.794 0.797 0.800 0.802 0.805 0.807 0.809 0.812 0.814 0.816 0.818 0.821 0.823 0.825 0.828 0.830

Sugar Imports 1,000 tonnes 1,656 1,763 1,870 1,977 2,085 2,194 2,305 2,418 2,532 2,647 2,763 2,880 2,997 3,114 3,230 3,346 3,462 3,576 3,689 3,797 3,901 3,999 4,091 4,177 4,257 4,331 4,398 4,458 4,511 4,557 4,597 4,630 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Salt Imports 1,000 tonnes 488 180 192 204 215 226 236 247 256 266 274 282 289 296 302 307 311 315 317 321 324 327 330 332 335 337 339 340 342 343 344 345 Share in Total 0.960 0.950 0.947 0.944 0.941 0.938 0.935 0.932 0.929 0.926 0.924 0.921 0.918 0.915 0.912 0.909 0.906 0.903 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900

Fertiliser Imports 1,000 tonnes 1,381 1,548 1,557 1,564 1,571 1,578 1,585 1,592 1,599 1,606 1,612 1,619 1,625 1,631 1,637 1,643 1,649 1,654 1,660 1,663 1,666 1,667 1,668 1,667 1,666 1,663 1,659 1,654 1,648 1,640 1,631 1,621 Share in Total 0.519 0.580 0.581 0.582 0.584 0.585 0.586 0.587 0.588 0.589 0.591 0.592 0.593 0.594 0.595 0.596 0.598 0.599 0.600 0.601 0.602 0.602 0.603 0.604 0.605 0.605 0.606 0.607 0.608 0.608 0.609 0.610

Cement Clinker Imports 1,000 tonnes 11,826 12,585 13,008 13,505 14,045 14,632 15,229 15,836 16,410 16,975 17,529 18,069 18,591 19,094 19,574 20,028 20,452 20,844 21,201 21,636 22,011 22,323 22,568 22,746 22,853 22,889 22,852 22,741 22,558 22,304 21,980 21,590 Share in Total 0.930 0.930 0.911 0.891 0.872 0.852 0.833 0.814 0.794 0.775 0.755 0.736 0.716 0.697 0.678 0.658 0.639 0.619 0.600 0.585 0.569 0.554 0.538 0.523 0.508 0.492 0.477 0.462 0.446 0.431 0.415 0.400

Coal Imports 1,000 tonnes 17 18 13 4 29 25 19 13 8 271 536 838 1,178 1,555 1,969 2,421 2,910 3,436 4,000 4,615 5,231 5,846 6,462 7,077 7,692 8,308 8,923 9,538 10,154 10,769 11,385 12,000 Share in Total 0.019 0.019 0.024 0.029 0.033 0.038 0.043 0.048 0.052 0.057 0.062 0.067 0.071 0.076 0.081 0.086 0.090 0.095 0.100 0.115 0.131 0.146 0.162 0.177 0.192 0.208 0.223 0.238 0.254 0.269 0.285 0.300

Dry Bulk Vessel Forecast - Low Case

Dry Bulk Handling Chittagong tonnes 16,891,430 17,707,143 18,936,109 19,669,395 20,478,491 21,308,223 22,150,050 23,002,449 23,822,454 24,902,501 25,972,190 27,063,252 28,172,011 29,294,737 30,427,654 31,566,963 32,708,848 33,849,497 34,985,117 36,237,001 37,417,867 38,524,031 39,552,386 40,500,422 41,366,249 42,148,606 42,844,529 43,454,244 43,978,622 44,419,153 44,777,909 45,057,499 Average Handling tonnes/call 34,000 34,167 34,333 34,500 34,667 34,833 35,000 35,167 35,333 35,500 35,667 35,833 36,000 36,167 36,333 36,500 36,667 36,833 37,000 37,231 37,462 37,692 37,923 38,154 38,385 38,615 38,846 39,077 39,308 39,538 39,769 40,000

Dry Bulk Carrier Calls No. of Calls 496 518 552 570 591 612 633 654 674 701 728 755 783 810 837 865 892 919 946 973 999 1,022 1,043 1,062 1,078 1,091 1,103 1,112 1,119 1,123 1,126 1,126 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.10: Liquid Bulk Traffic Forecast – Base Case Year 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 Project Year -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Traffic Potential Bangladesh Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,420 1,440 1,460 1,480 1,500 4,000 4,196 4,391 4,587 4,783 4,978 5,174 5,370 5,565 5,761 5,957 6,152 6,348 6,543 6,739 6,935 7,130 7,326 7,522 7,717 7,913 8,109 8,304 8,500 Growth Factor 0.9501 1.0113 1.0127 1.0101 1.0101 1.0101 1.0101 1.0101 1.0267 1.0105 1.0105 1.0104 1.0104 1.0104 1.0104 1.0104 1.0104 1.0104 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0102 1.0102 1.0102

Petroleum Products Imports 1,000 tonnes 4,058 4,106 4,790 4,909 5,028 5,147 5,265 5,384 2,941 2,801 2,662 2,523 2,383 2,244 2,105 1,966 1,826 1,687 1,548 1,408 1,269 1,130 990 851 712 573 433 294 155 15 0 0 Growth Factor 0.9106 1.0101 1.0117 1.0102 1.0102 1.0102 1.0102 1.0102 1.0055 1.0095 1.0095 1.0095 1.0094 1.0094 1.0094 1.0093 1.0093 1.0092 1.0092 1.0091 1.0090 1.0089 1.0088 1.0086 1.0084 1.0080 1.0076 1.0068 1.0053 1.0010 1.0000 1.0000

Naphtha Exports 1,000 tonnes 95 89 84 78 72 65 60 54 49 44 40 36 32 28 25 22 20 17 00000000000000 Growth Factor 0.7738 0.9434 0.9374 0.9283 0.9215 0.9150 0.9102 0.9060 0.9053 0.9024 0.8996 0.8968 0.8941 0.8916 0.8891 0.8867 0.8844 0.8821 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000

Edible Oil Imports 1,000 tonnes 1,855 1,983 2,114 2,246 2,379 2,512 2,645 2,778 2,909 3,038 3,164 3,287 3,407 3,522 3,632 3,737 3,836 3,929 4,015 4,096 4,172 4,243 4,309 4,369 4,423 4,473 4,518 4,559 4,596 4,629 4,659 4,685 Growth Factor 1.3140 1.0694 1.0659 1.0624 1.0591 1.0560 1.0530 1.0501 1.0472 1.0444 1.0416 1.0389 1.0363 1.0338 1.0313 1.0289 1.0265 1.0242 1.0220 1.0203 1.0186 1.0170 1.0154 1.0139 1.0125 1.0112 1.0101 1.0091 1.0081 1.0072 1.0064 1.0056

GDP Growth % 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.68 6.60 6.53 6.45 6.38 6.30 6.23 6.15 6.08 6.00 5.93 5.86 5.79 5.71 5.64 5.57 5.50 5.42 5.33 5.25 5.17 5.08 5.00 Multiplier Crude Imports 0.20 0.21 0.16 0.15 0.15 0.14 0.14 0.40 0.16 0.16 0.16 0.16 0.16 0.16 0.17 0.17 0.17 0.17 0.17 0.18 0.18 0.18 0.18 0.18 0.19 0.19 0.19 0.20 0.20 0.20 0.20 Multiplier Products Imports 0.18 0.19 0.16 0.15 0.15 0.15 0.15 0.08 0.14 0.14 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.14 0.13 0.10 0.02 0.00 0.00 Multiplier Naphtha Exports -0.98 -1.04 -1.10 -1.16 -1.22 -1.28 -1.34 -1.40 -1.46 -1.52 -1.58 -1.64 -1.70 -1.76 -1.82 -1.88 -1.94 -2.00 -1.85 -1.69 -1.54 -1.38 -1.23 -1.08 -0.92 -0.77 -0.62 -0.46 -0.31 -0.15 0.00

Population Growth % 1.19 1.17 1.15 1.13 1.11 1.09 1.08 1.06 1.04 1.03 1.01 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.84 0.79 0.75 0.70 0.66 0.61 0.57 0.54 0.50 0.47 0.44 0.40 0.37 Multiplier Edible Oil Imports 5.93 5.73 5.53 5.32 5.12 4.92 4.72 4.52 4.32 4.11 3.91 3.71 3.51 3.31 3.11 2.90 2.70 2.50 2.42 2.35 2.27 2.19 2.12 2.04 1.96 1.88 1.81 1.73 1.65 1.58 1.50

Traffic Potential Mongla Petroleum Products Imports 1,000 tonnes 41 42 52 56 60 64 69 73 42 41 41 40 39 38 37 36 34 33 31 29 27 25 23 20 18 15 11 8 4 0 0 0 Share in Total 0.010 0.010 0.011 0.011 0.012 0.012 0.013 0.014 0.014 0.015 0.015 0.016 0.017 0.017 0.018 0.018 0.019 0.019 0.020 0.021 0.022 0.022 0.023 0.024 0.025 0.025 0.026 0.027 0.028 0.028 0.029 0.030

Edible Oil Imports 1,000 tonnes 8 9 8 10 11 12 13 15 16 17 19 21 22 24 25 27 29 30 32 34 36 38 40 42 44 45 47 49 51 53 54 56 Share in Total 0.004 0.004 0.004 0.004 0.005 0.005 0.005 0.005 0.006 0.006 0.006 0.006 0.007 0.007 0.007 0.007 0.008 0.008 0.008 0.008 0.009 0.009 0.009 0.010 0.010 0.010 0.010 0.011 0.011 0.011 0.012 0.012

Traffic Potential Chittagong Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,420 1,440 1,460 1,480 1,500 4,000 4,196 4,391 4,587 4,783 4,978 5,174 5,370 5,565 5,761 5,957 6,152 6,348 6,543 6,739 6,935 7,130 7,326 7,522 7,717 7,913 8,109 8,304 8,500 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Petroleum Products Imports 1,000 tonnes 4,017 4,065 4,739 4,854 4,969 5,083 5,197 5,311 2,899 2,760 2,621 2,483 2,344 2,206 2,068 1,930 1,792 1,654 1,517 1,379 1,242 1,105 968 831 694 558 422 286 150 15 0 0 Share in Total 0.990 0.990 0.989 0.989 0.988 0.988 0.987 0.986 0.986 0.985 0.985 0.984 0.984 0.983 0.982 0.982 0.981 0.981 0.980 0.979 0.978 0.978 0.977 0.976 0.975 0.975 0.974 0.973 0.972 0.972 0.971 0.970

Naphtha Exports 1,000 tonnes 95 89 84 78 72 65 60 54 49 44 40 36 32 28 25 22 20 17 00000000000000 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Edible Oil Imports 1,000 tonnes 1,847 1,975 2,105 2,236 2,368 2,500 2,632 2,763 2,892 3,020 3,145 3,266 3,384 3,498 3,606 3,709 3,807 3,898 3,983 4,062 4,136 4,205 4,269 4,327 4,380 4,427 4,471 4,510 4,545 4,577 4,604 4,628 Share in Total 0.996 0.996 0.996 0.996 0.995 0.995 0.995 0.995 0.994 0.994 0.994 0.994 0.993 0.993 0.993 0.993 0.992 0.992 0.992 0.992 0.991 0.991 0.991 0.990 0.990 0.990 0.990 0.989 0.989 0.989 0.988 0.988

Liquid Bulk Vessel Forecast - Base Case

Liquid Bulk Handling Chittagong tonnes 6,934,621 7,229,171 8,328,003 8,587,648 8,847,724 9,108,124 9,368,419 9,628,052 9,840,280 10,019,777 10,197,103 10,371,659 10,542,864 10,710,168 10,873,051 11,031,036 11,183,687 11,330,616 11,456,139 11,593,589 11,726,006 11,853,316 11,975,488 12,092,527 12,204,475 12,311,409 12,414,353 12,513,399 12,608,656 12,700,256 12,908,674 13,128,439 Average Handling tonnes/call 20,000 20,556 21,111 21,667 22,222 22,778 23,333 23,889 24,444 25,000 25,556 26,111 26,667 27,222 27,778 28,333 28,889 29,444 30,000 30,769 31,538 32,308 33,077 33,846 34,615 35,385 36,154 36,923 37,692 38,462 39,231 40,000

Tanker Calls No. of Calls 347 352 394 396 398 400 402 403 403 401 399 397 395 393 391 389 387 385 382 377 372 367 362 357 353 348 343 339 335 330 329 328 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.11: Liquid Bulk Traffic Forecast – High Case

Traffic Potential Bangladesh Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,440 1,480 1,520 1,560 1,600 4,000 4,239 4,478 4,717 4,957 5,196 5,435 5,674 5,913 6,152 6,391 6,630 6,870 7,109 7,348 7,587 7,826 8,065 8,304 8,543 8,783 9,022 9,261 9,500 Growth Factor 0.9501 1.0113 1.0127 1.0103 1.0103 1.0103 1.0103 1.0103 1.0250 1.0106 1.0106 1.0105 1.0105 1.0105 1.0105 1.0104 1.0104 1.0104 1.0104 1.0104 1.0104 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103

Petroleum Products Imports 1,000 tonnes 4,058 4,106 4,790 4,943 5,097 5,250 5,403 5,557 3,055 2,910 2,766 2,622 2,478 2,333 2,189 2,045 1,901 1,756 1,612 1,468 1,324 1,179 1,035 891 747 602 458 314 170 25 0 0 Growth Factor 0.9106 1.0101 1.0117 1.0103 1.0103 1.0103 1.0103 1.0103 1.0055 1.0095 1.0095 1.0095 1.0094 1.0094 1.0094 1.0093 1.0093 1.0092 1.0092 1.0091 1.0090 1.0089 1.0088 1.0086 1.0084 1.0081 1.0076 1.0069 1.0054 1.0015 1.0000 1.0000

Naphtha Exports 1,000 tonnes 95 89 83 77 72 67 63 58 55 52 49 46 44 42 40 38 37 35 34 33 32 31 0 0 0 0 0 0 0 0 0 0 Growth Factor 0.7738 0.9434 0.9331 0.9305 0.9304 0.9304 0.9327 0.9350 0.9392 0.9420 0.9447 0.9474 0.9500 0.9526 0.9552 0.9577 0.9602 0.9626 0.9650 0.9680 0.9710 0.9739 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000

Edible Oil Imports 1,000 tonnes 1,855 1,983 2,115 2,248 2,383 2,520 2,657 2,795 2,933 3,071 3,207 3,341 3,473 3,602 3,727 3,849 3,967 4,079 4,187 4,289 4,386 4,477 4,562 4,640 4,712 4,779 4,841 4,900 4,955 5,007 5,055 5,099 Growth Factor 1.3140 1.0694 1.0662 1.0631 1.0601 1.0573 1.0546 1.0519 1.0493 1.0468 1.0443 1.0419 1.0395 1.0372 1.0349 1.0327 1.0305 1.0284 1.0264 1.0244 1.0225 1.0207 1.0189 1.0172 1.0156 1.0140 1.0131 1.0122 1.0113 1.0104 1.0096 1.0088

GDP Growth % 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.68 7.60 7.53 7.45 7.38 7.30 7.23 7.15 7.08 7.00 6.93 6.86 6.79 6.71 6.64 6.57 6.50 6.42 6.33 6.25 6.17 6.08 6.00 Multiplier Crude Imports 0.20 0.18 0.14 0.13 0.13 0.13 0.13 0.32 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.16 0.16 0.16 0.16 0.16 0.16 0.17 0.17 0.17 Multiplier Products Imports 0.18 0.17 0.14 0.13 0.13 0.13 0.13 0.07 0.12 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.12 0.12 0.11 0.09 0.02 0.00 0.00 Multiplier Naphtha Exports -0.98 -0.96 -0.93 -0.90 -0.87 -0.84 -0.81 -0.78 -0.76 -0.73 -0.70 -0.67 -0.64 -0.61 -0.59 -0.56 -0.53 -0.50 -0.46 -0.42 -0.38 -0.35 -0.31 -0.27 -0.23 -0.19 -0.15 -0.12 -0.08 -0.04 0.00

Population Growth % 1.19 1.17 1.15 1.13 1.11 1.09 1.08 1.06 1.04 1.03 1.01 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.84 0.79 0.75 0.70 0.66 0.61 0.57 0.55 0.53 0.51 0.48 0.46 0.44 Multiplier Edible Oil Imports 5.93 5.76 5.59 5.41 5.24 5.07 4.90 4.72 4.55 4.38 4.21 4.03 3.86 3.69 3.52 3.34 3.17 3.00 2.92 2.85 2.77 2.69 2.62 2.54 2.46 2.38 2.31 2.23 2.15 2.08 2.00

Traffic Potential Mongla Petroleum Products Imports 1,000 tonnes 41 42 52 56 61 66 71 76 43 43 43 42 41 40 39 37 36 34 32 30 29 26 24 21 18 15 12 8 5 1 0 0 Share in Total 0.010 0.010 0.011 0.011 0.012 0.012 0.013 0.014 0.014 0.015 0.015 0.016 0.017 0.017 0.018 0.018 0.019 0.019 0.020 0.021 0.022 0.022 0.023 0.024 0.025 0.025 0.026 0.027 0.028 0.028 0.029 0.030

Edible Oil Imports 1,000 tonnes 8 9 8 10 11 12 13 15 16 18 19 21 23 24 26 28 30 32 33 36 38 40 42 44 46 49 51 53 55 57 59 61 Share in Total 0.004 0.004 0.004 0.004 0.005 0.005 0.005 0.005 0.006 0.006 0.006 0.006 0.007 0.007 0.007 0.007 0.008 0.008 0.008 0.008 0.009 0.009 0.009 0.010 0.010 0.010 0.010 0.011 0.011 0.011 0.012 0.012

Traffic Potential Chittagong Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,440 1,480 1,520 1,560 1,600 4,000 4,239 4,478 4,717 4,957 5,196 5,435 5,674 5,913 6,152 6,391 6,630 6,870 7,109 7,348 7,587 7,826 8,065 8,304 8,543 8,783 9,022 9,261 9,500 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Petroleum Products Imports 1,000 tonnes 4,017 4,065 4,739 4,888 5,037 5,185 5,333 5,482 3,012 2,868 2,724 2,580 2,437 2,294 2,150 2,008 1,865 1,722 1,580 1,437 1,295 1,153 1,011 870 728 587 446 305 165 25 0 0 Share in Total 0.990 0.990 0.989 0.989 0.988 0.988 0.987 0.986 0.986 0.985 0.985 0.984 0.984 0.983 0.982 0.982 0.981 0.981 0.980 0.979 0.978 0.978 0.977 0.976 0.975 0.975 0.974 0.973 0.972 0.972 0.971 0.970

Naphtha Exports 1,000 tonnes 95 89 83 77 72 67 63 58 55 52 49 46 44 42 40 38 37 35 34 33 32 31 0 0 0 0 0 0 0 0 0 0 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Edible Oil Imports 1,000 tonnes 1,847 1,975 2,106 2,238 2,372 2,507 2,644 2,780 2,917 3,052 3,187 3,320 3,450 3,577 3,701 3,821 3,937 4,048 4,154 4,254 4,348 4,437 4,519 4,596 4,666 4,730 4,790 4,847 4,900 4,950 4,996 5,038 Share in Total 0.996 0.996 0.996 0.996 0.995 0.995 0.995 0.995 0.994 0.994 0.994 0.994 0.993 0.993 0.993 0.993 0.992 0.992 0.992 0.992 0.991 0.991 0.991 0.990 0.990 0.990 0.990 0.989 0.989 0.989 0.988 0.988

Liquid Bulk Vessel Forecast - High Case

Liquid Bulk Handling Chittagong tonnes 6,934,621 7,229,171 8,328,291 8,643,685 8,960,834 9,279,614 9,599,626 9,920,275 9,983,183 10,210,919 10,437,865 10,663,435 10,887,058 11,108,185 11,326,288 11,540,871 11,751,466 11,957,642 12,159,006 12,354,692 12,545,054 12,729,880 12,878,443 13,052,378 13,220,333 13,382,294 13,540,837 13,695,958 13,847,666 13,995,989 14,256,483 14,538,005 Average Handling tonnes/call 20,000 20,556 21,111 21,667 22,222 22,778 23,333 23,889 24,444 25,000 25,556 26,111 26,667 27,222 27,778 28,333 28,889 29,444 30,000 30,769 31,538 32,308 33,077 33,846 34,615 35,385 36,154 36,923 37,692 38,462 39,231 40,000

Tanker Calls No. of Calls 347 352 394 399 403 407 411 415 408 408 408 408 408 408 408 407 407 406 405 402 398 394 389 386 382 378 375 371 367 364 363 363 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.12: Liquid Bulk Traffic Forecast – Low Case

Traffic Potential Bangladesh Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,410 1,420 1,430 1,440 1,450 4,000 4,130 4,261 4,391 4,522 4,652 4,783 4,913 5,043 5,174 5,304 5,435 5,565 5,696 5,826 5,957 6,087 6,217 6,348 6,478 6,609 6,739 6,870 7,000 Growth Factor 0.9501 1.0113 1.0127 1.0101 1.0101 1.0101 1.0101 1.0101 1.0276 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0103 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102 1.0102

Petroleum Products Imports 1,000 tonnes 4,058 4,106 4,790 4,859 4,928 4,997 5,065 5,134 2,468 2,352 2,235 2,118 2,002 1,885 1,769 1,652 1,535 1,419 1,302 1,186 1,069 953 836 719 603 486 370 253 136 20 0 0 Growth Factor 0.9106 1.0101 1.0117 1.0101 1.0101 1.0101 1.0101 1.0101 1.0048 1.0095 1.0095 1.0095 1.0094 1.0094 1.0094 1.0093 1.0093 1.0092 1.0092 1.0091 1.0090 1.0089 1.0088 1.0086 1.0084 1.0081 1.0076 1.0068 1.0054 1.0015 1.0000 1.0000

Naphtha Exports 1,000 tonnes 95 89 84 79 73 66 60 54 48 43 38 33 29 25 22 19 16 14 00000000000000 Growth Factor 0.7738 0.9434 0.9449 0.9328 0.9230 0.9125 0.9054 0.8983 0.8957 0.8903 0.8851 0.8801 0.8753 0.8706 0.8661 0.8618 0.8577 0.8538 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000

Edible Oil Imports 1,000 tonnes 1,855 1,983 2,113 2,244 2,374 2,504 2,633 2,760 2,884 3,005 3,122 3,235 3,342 3,443 3,539 3,627 3,709 3,783 3,850 3,911 3,969 4,021 4,069 4,112 4,151 4,186 4,215 4,241 4,262 4,279 4,293 4,303 Growth Factor 1.3140 1.0694 1.0655 1.0618 1.0581 1.0547 1.0514 1.0482 1.0450 1.0419 1.0389 1.0360 1.0331 1.0304 1.0277 1.0250 1.0225 1.0200 1.0176 1.0161 1.0146 1.0132 1.0119 1.0106 1.0095 1.0083 1.0071 1.0060 1.0050 1.0040 1.0032 1.0024

GDP Growth % 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.68 5.60 5.53 5.45 5.38 5.30 5.23 5.15 5.08 5.00 4.93 4.86 4.79 4.71 4.64 4.57 4.50 4.42 4.33 4.25 4.17 4.08 4.00 Multiplier Crude Imports 0.20 0.25 0.18 0.18 0.17 0.17 0.17 0.48 0.18 0.18 0.19 0.19 0.19 0.19 0.20 0.20 0.20 0.21 0.21 0.21 0.21 0.22 0.22 0.22 0.23 0.23 0.24 0.24 0.24 0.25 0.25 Multiplier Products Imports 0.18 0.23 0.18 0.18 0.17 0.17 0.17 0.08 0.17 0.17 0.17 0.17 0.18 0.18 0.18 0.18 0.18 0.18 0.18 0.19 0.19 0.19 0.19 0.18 0.18 0.17 0.16 0.13 0.04 0.00 0.00 Multiplier Naphtha Exports -0.98 -1.10 -1.22 -1.34 -1.46 -1.58 -1.70 -1.81 -1.93 -2.05 -2.17 -2.29 -2.41 -2.53 -2.64 -2.76 -2.88 -3.00 -2.77 -2.54 -2.31 -2.08 -1.85 -1.62 -1.38 -1.15 -0.92 -0.69 -0.46 -0.23 0.00

Population Growth % 1.19 1.17 1.15 1.13 1.11 1.09 1.08 1.06 1.04 1.03 1.01 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.84 0.79 0.75 0.70 0.66 0.61 0.57 0.52 0.46 0.41 0.35 0.30 0.24 Multiplier Edible Oil Imports 5.93 5.70 5.47 5.24 5.01 4.77 4.54 4.31 4.08 3.85 3.62 3.39 3.16 2.92 2.69 2.46 2.23 2.00 1.92 1.85 1.77 1.69 1.62 1.54 1.46 1.38 1.31 1.23 1.15 1.08 1.00

Traffic Potential Mongla Petroleum Products Imports 1,000 tonnes 41 42 52 55 59 62 66 70 35 35 34 34 33 32 31 30 29 28 26 25 23 21 19 17 15 12 10 7 4 1 0 0 Share in Total 0.010 0.010 0.011 0.011 0.012 0.012 0.013 0.014 0.014 0.015 0.015 0.016 0.017 0.017 0.018 0.018 0.019 0.019 0.020 0.021 0.022 0.022 0.023 0.024 0.025 0.025 0.026 0.027 0.028 0.028 0.029 0.030

Edible Oil Imports 1,000 tonnes 8 9 8 10 11 12 13 14 16 17 19 20 22 23 25 26 28 29 31 32 34 36 38 39 41 42 44 46 47 49 50 52 Share in Total 0.004 0.004 0.004 0.004 0.005 0.005 0.005 0.005 0.006 0.006 0.006 0.006 0.007 0.007 0.007 0.007 0.008 0.008 0.008 0.008 0.009 0.009 0.009 0.010 0.010 0.010 0.010 0.011 0.011 0.011 0.012 0.012

Traffic Potential Chittagong Crude Oil Imports 1,000 tonnes 976 1,100 1,400 1,410 1,420 1,430 1,440 1,450 4,000 4,130 4,261 4,391 4,522 4,652 4,783 4,913 5,043 5,174 5,304 5,435 5,565 5,696 5,826 5,957 6,087 6,217 6,348 6,478 6,609 6,739 6,870 7,000 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Petroleum Products Imports 1,000 tonnes 4,017 4,065 4,739 4,805 4,870 4,935 5,000 5,065 2,433 2,317 2,201 2,085 1,969 1,853 1,737 1,622 1,507 1,391 1,276 1,161 1,046 931 817 702 588 474 360 246 133 19 0 0 Share in Total 0.990 0.990 0.989 0.989 0.988 0.988 0.987 0.986 0.986 0.985 0.985 0.984 0.984 0.983 0.982 0.982 0.981 0.981 0.980 0.979 0.978 0.978 0.977 0.976 0.975 0.975 0.974 0.973 0.972 0.972 0.971 0.970

Naphtha Exports 1,000 tonnes 95 89 84 79 73 66 60 54 48 43 38 33 29 25 22 19 16 14 00000000000000 Share in Total 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Edible Oil Imports 1,000 tonnes 1,847 1,975 2,104 2,234 2,363 2,492 2,620 2,745 2,868 2,988 3,103 3,214 3,320 3,420 3,514 3,601 3,681 3,754 3,819 3,879 3,934 3,985 4,031 4,073 4,110 4,143 4,171 4,195 4,215 4,230 4,242 4,251 Share in Total 0.996 0.996 0.996 0.996 0.995 0.995 0.995 0.995 0.994 0.994 0.994 0.994 0.993 0.993 0.993 0.993 0.992 0.992 0.992 0.992 0.991 0.991 0.991 0.990 0.990 0.990 0.990 0.989 0.989 0.989 0.988 0.988

Liquid Bulk Vessel Forecast - Low Case

Liquid Bulk Handling Chittagong tonnes 6,934,621 7,229,171 8,328,003 8,527,104 8,725,523 8,923,045 9,119,334 9,313,758 9,349,540 9,477,952 9,602,859 9,723,651 9,839,754 9,950,626 10,055,775 10,154,759 10,247,192 10,332,748 10,399,319 10,474,761 10,545,666 10,612,067 10,674,027 10,731,639 10,785,022 10,834,324 10,879,098 10,919,593 10,956,079 10,988,850 11,112,059 11,251,352 Average Handling tonnes/call 20,000 20,556 21,111 21,667 22,222 22,778 23,333 23,889 24,444 25,000 25,556 26,111 26,667 27,222 27,778 28,333 28,889 29,444 30,000 30,769 31,538 32,308 33,077 33,846 34,615 35,385 36,154 36,923 37,692 38,462 39,231 40,000

Tanker Calls No. of Calls 347 352 394 394 393 392 391 390 382 379 376 372 369 366 362 358 355 351 347 340 334 328 323 317 312 306 301 296 291 286 283 281 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.13: Break Bulk/General Cargo Traffic Forecast – Base Case

Traffic Potential Chittagong Break Bulk/General Cargo Exports 1,000 tonnes 246 218 255 299 350 407 470 537 605 674 742 810 873 932 985 1,030 1,067 1,094 1,110 1,125 1,139 1,152 1,163 1,173 1,182 1,190 1,196 1,201 1,204 1,207 1,208 1,208 Growth Factor 1.71 0.89 1.17 1.17 1.17 1.16 1.15 1.14 1.13 1.11 1.10 1.09 1.08 1.07 1.06 1.05 1.04 1.03 1.02 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.00 1.00 1.00 1.00 1.00 Growth % 70.90 -11.50 17.07 17.43 17.01 16.39 15.37 14.24 12.63 11.41 10.21 9.04 7.89 6.76 5.66 4.58 3.53 2.50 1.50 1.37 1.24 1.11 0.99 0.87 0.75 0.63 0.52 0.41 0.30 0.20 0.10 0.00

Break Bulk / General Cargo Imports 1,000 tonnes 3,824 3,384 3,540 3,713 3,898 4,092 4,293 4,499 4,702 4,906 5,111 5,317 5,523 5,729 5,934 6,137 6,338 6,537 6,733 6,925 7,113 7,295 7,471 7,641 7,805 7,962 8,111 8,253 8,386 8,511 8,627 8,735 Growth Factor 1.22 0.89 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.04 1.04 1.04 1.04 1.04 1.04 1.03 1.03 1.03 1.03 1.03 1.03 1.03 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.01 1.01 1.01 Growth % 22.46 -11.50 4.61 4.89 4.96 4.99 4.91 4.79 4.51 4.35 4.19 4.03 3.87 3.72 3.57 3.43 3.28 3.14 3.00 2.85 2.70 2.56 2.42 2.28 2.14 2.01 1.88 1.74 1.62 1.49 1.37 1.25

GDP Growth % 6.13 5.75 6.00 6.50 6.75 6.95 7.00 7.00 6.75 6.68 6.60 6.53 6.45 6.38 6.30 6.23 6.15 6.08 6.00 5.93 5.86 5.79 5.71 5.64 5.57 5.50 5.42 5.33 5.25 5.17 5.08 5.00 Multiplier Exports -2.00 2.84 2.68 2.52 2.36 2.20 2.03 1.87 1.71 1.55 1.39 1.22 1.06 0.90 0.74 0.57 0.41 0.25 0.23 0.21 0.19 0.17 0.15 0.13 0.12 0.10 0.08 0.06 0.04 0.02 0.00 Multiplier Imports -2.00 0.77 0.75 0.74 0.72 0.70 0.68 0.67 0.65 0.63 0.62 0.60 0.58 0.57 0.55 0.53 0.52 0.50 0.48 0.46 0.44 0.42 0.40 0.38 0.37 0.35 0.33 0.31 0.29 0.27 0.25

Break Bulk/General Cargo Vessel Forecast - Base Case Break Bulk/General Cargo Handling tonnes 4,069,815 3,601,786 3,794,987 4,012,401 4,247,516 4,499,501 4,763,047 5,035,704 5,306,341 5,579,672 5,853,851 6,126,904 6,396,792 6,661,470 6,918,961 7,167,419 7,405,199 7,630,903 7,843,427 8,050,535 8,251,690 8,446,380 8,634,125 8,814,475 8,987,015 9,151,367 9,306,847 9,453,177 9,590,124 9,717,499 9,835,157 9,942,998 Average Handling tonnes/call 11,432 12,000 12,088 12,176 12,265 12,353 12,441 12,529 12,618 12,706 12,794 12,882 12,971 13,059 13,147 13,235 13,324 13,412 13,500 13,615 13,731 13,846 13,962 14,077 14,192 14,308 14,423 14,538 14,654 14,769 14,885 15,000

Break Bulk/General Cargo Vessel Calls No. of Calls 356 300 314 330 346 364 383 402 421 439 458 476 493 510 526 542 556 569 581 591 601 610 618 626 633 640 645 650 654 658 661 663 Source: HPC 2013

Table A.14: Break Bulk/General Cargo Traffic Forecast – High Case

Traffic Potential Chittagong Break Bulk/General Cargo Exports 1,000 tonnes 246 218 261 313 375 445 523 609 697 788 881 973 1,061 1,144 1,220 1,284 1,337 1,376 1,400 1,423 1,443 1,462 1,479 1,494 1,507 1,519 1,528 1,536 1,541 1,545 1,547 1,547 Growth Factor 1.71 0.89 1.20 1.20 1.20 1.19 1.18 1.16 1.15 1.13 1.12 1.10 1.09 1.08 1.07 1.05 1.04 1.03 1.02 1.02 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.00 1.00 1.00 1.00 1.00 Growth % 70.90 -11.50 19.91 20.12 19.53 18.86 17.57 16.27 14.50 13.12 11.76 10.42 9.11 7.82 6.56 5.32 4.11 2.92 1.75 1.60 1.45 1.30 1.16 1.02 0.88 0.75 0.62 0.49 0.36 0.24 0.12 0.00

Break Bulk / General Cargo Imports 1,000 tonnes 3,824 3,384 3,566 3,767 3,982 4,211 4,447 4,691 4,934 5,180 5,430 5,682 5,936 6,192 6,448 6,705 6,961 7,215 7,468 7,716 7,961 8,200 8,432 8,659 8,877 9,088 9,290 9,483 9,665 9,837 9,998 10,148 Growth Factor 1.22 0.89 1.05 1.06 1.06 1.06 1.06 1.05 1.05 1.05 1.05 1.05 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.03 1.03 1.03 1.03 1.03 1.03 1.02 1.02 1.02 1.02 1.02 1.02 1.02 Growth % 22.46 -11.50 5.38 5.64 5.70 5.75 5.61 5.48 5.18 5.00 4.82 4.65 4.48 4.31 4.14 3.98 3.82 3.66 3.50 3.33 3.16 3.00 2.84 2.68 2.53 2.38 2.22 2.07 1.92 1.78 1.64 1.50

GDP Growth % 6.13 5.75 7.00 7.50 7.75 8.00 8.00 8.00 7.75 7.68 7.60 7.53 7.45 7.38 7.30 7.23 7.15 7.08 7.00 6.93 6.86 6.79 6.71 6.64 6.57 6.50 6.42 6.33 6.25 6.17 6.08 6.00 Multiplier Exports -2.00 2.84 2.68 2.52 2.36 2.20 2.03 1.87 1.71 1.55 1.39 1.22 1.06 0.90 0.74 0.57 0.41 0.25 0.23 0.21 0.19 0.17 0.15 0.13 0.12 0.10 0.08 0.06 0.04 0.02 0.00 Multiplier Imports -2.00 0.77 0.75 0.74 0.72 0.70 0.68 0.67 0.65 0.63 0.62 0.60 0.58 0.57 0.55 0.53 0.52 0.50 0.48 0.46 0.44 0.42 0.40 0.38 0.37 0.35 0.33 0.31 0.29 0.27 0.25

Break Bulk/General Cargo Vessel Forecast - High Case Break Bulk/General Cargo Handling tonnes 4,069,815 3,601,786 3,827,187 4,080,762 4,356,576 4,656,039 4,970,547 5,299,290 5,630,357 5,968,315 6,310,722 6,654,853 6,997,778 7,336,468 7,667,905 7,989,207 8,297,741 8,591,230 8,867,841 9,138,979 9,403,825 9,661,585 9,911,496 10,152,828 10,384,890 10,607,036 10,818,272 11,018,071 11,205,964 11,381,543 11,544,460 11,694,429 Average Handling tonnes/call 11,432 12,000 12,088 12,176 12,265 12,353 12,441 12,529 12,618 12,706 12,794 12,882 12,971 13,059 13,147 13,235 13,324 13,412 13,500 13,615 13,731 13,846 13,962 14,077 14,192 14,308 14,423 14,538 14,654 14,769 14,885 15,000

Break Bulk/General Cargo Vessel Calls No. of Calls 356 300 317 335 355 377 400 423 446 470 493 517 540 562 583 604 623 641 657 671 685 698 710 721 732 741 750 758 765 771 776 780 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Table A.15: Break Bulk/General Cargo Traffic Forecast – Low Case

Traffic Potential Chittagong Break Bulk/General Cargo Exports 1,000 tonnes 246 218 249 285 326 373 422 473 524 575 625 673 717 758 795 825 849 867 878 888 897 905 913 919 925 930 934 937 939 941 941 941 Growth Factor 1.71 0.89 1.14 1.15 1.14 1.14 1.13 1.12 1.11 1.10 1.09 1.08 1.07 1.06 1.05 1.04 1.03 1.02 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.00 1.00 1.00 1.00 1.00 1.00 Growth % 70.90 -11.50 14.22 14.75 14.49 14.15 13.17 12.20 10.76 9.70 8.66 7.65 6.66 5.70 4.76 3.85 2.96 2.09 1.25 1.14 1.03 0.92 0.82 0.71 0.62 0.52 0.42 0.33 0.25 0.16 0.08 0.00

Break Bulk / General Cargo Imports 1,000 tonnes 3,824 3,384 3,514 3,660 3,814 3,979 4,146 4,316 4,482 4,648 4,813 4,977 5,140 5,301 5,461 5,618 5,772 5,924 6,072 6,215 6,355 6,489 6,619 6,743 6,861 6,974 7,081 7,181 7,275 7,363 7,443 7,518 Growth Factor 1.22 0.89 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.03 1.03 1.03 1.03 1.03 1.03 1.03 1.03 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.01 1.01 1.01 1.01 1.01 Growth % 22.46 -11.50 3.84 4.14 4.23 4.31 4.21 4.11 3.84 3.69 3.55 3.41 3.27 3.14 3.01 2.88 2.75 2.62 2.50 2.37 2.24 2.12 1.99 1.88 1.76 1.64 1.53 1.42 1.31 1.20 1.10 1.00

GDP Growth % 6.13 5.75 5.00 5.50 5.75 6.00 6.00 6.00 5.75 5.68 5.60 5.53 5.45 5.38 5.30 5.23 5.15 5.08 5.00 4.93 4.86 4.79 4.71 4.64 4.57 4.50 4.42 4.33 4.25 4.17 4.08 4.00 Multiplier Exports -2.00 2.84 2.68 2.52 2.36 2.20 2.03 1.87 1.71 1.55 1.39 1.22 1.06 0.90 0.74 0.57 0.41 0.25 0.23 0.21 0.19 0.17 0.15 0.13 0.12 0.10 0.08 0.06 0.04 0.02 0.00 Multiplier Imports -2.00 0.77 0.75 0.74 0.72 0.70 0.68 0.67 0.65 0.63 0.62 0.60 0.58 0.57 0.55 0.53 0.52 0.50 0.48 0.46 0.44 0.42 0.40 0.38 0.37 0.35 0.33 0.31 0.29 0.27 0.25

Break Bulk/General Cargo Vessel Forecast - Low Case Break Bulk/General Cargo Handling tonnes 4,069,815 3,601,786 3,762,787 3,944,764 4,140,759 4,351,325 4,567,877 4,789,666 5,006,357 5,222,820 5,437,737 5,649,758 5,857,539 6,059,777 6,255,251 6,442,856 6,621,631 6,790,786 6,949,715 7,103,570 7,252,031 7,394,804 7,531,623 7,662,245 7,786,459 7,904,080 8,014,654 8,118,079 8,214,285 8,303,231 8,384,910 8,459,345 Average Handling tonnes/call 11,432 12,000 12,088 12,176 12,265 12,353 12,441 12,529 12,618 12,706 12,794 12,882 12,971 13,059 13,147 13,235 13,324 13,412 13,500 13,615 13,731 13,846 13,962 14,077 14,192 14,308 14,423 14,538 14,654 14,769 14,885 15,000

Break Bulk/General Cargo Vessel Calls No. of Calls 356 300 311 324 338 352 367 382 397 411 425 439 452 464 476 487 497 506 515 522 528 534 539 544 549 552 556 558 561 562 563 564 Source: HPC 2013

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Annex 2

DATA SHEETS TERMINAL INFRASTRUCTURE

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants

Strategic Master Plan for Chittagong Port – Final Report, Part 1

Buildings and Facilities: Sheds and Warehouses GCB Transit Sheds (Quay Wall Area) 1. Location

2. List of Facilities Baggage Shed; Transit Sheds 1 – 9 and 12 - 13 3. Construction Year - 4. Type of Construction Baggage Shed Shed roof with corrugated iron covering and walls brickwork Transit Sheds 1 – 9 and 12 - 13 Saddle roof (partly with integrated skylights) with corrugated iron covering – walls partly made of brickwork. 5. Dimensions / Base area Baggage Shed: Approx. 1,500 sqm Shed 1: Approx. 5,540 sqm Shed 2: Approx. 5,540 sqm Shed 3: Approx. 3,480 sqm Shed 4: Approx. 5,520 sqm Shed 5: Approx. 5,900 sqm Shed 6: Approx. 6,120 sqm Shed 7: Approx. 7,970 sqm Shed 8: Approx. 8,180 sqm Shed 9: Approx. 9,160 sqm Shed 12: Approx. 9,460 sqm Shed 13: Approx. 9,780 sqm 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: Sellhorn)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

GCB Warehouses / Sheds (Logistic Area) 1. Location

2. List of Facilities “M”-Shed; “N”-Shed; Automobile Shed; “F”-Shed; “P”-Shed; “D”- Shed; “O”-Shed; 3. Construction Year - 4. Type of Construction - 5. Dimensions / Base “M”-Shed: area Approx. 9,690 sqm “N”-Shed: Approx. 9,200 sqm Automotive-Shed: Approx. 1,670 sqm “F”-Shed: Approx. 7,940 sqm “P”-Shed: Approx. 2,530 sqm “D”-Shed: Approx. 2,740 sqm “O”-Shed: Approx. 5,780 sqm 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: Sellhorn / Google Earth ) “O”-Shed D”-Shed

“M”-Shed “N”-Shed

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

“Automobile”-Shed “P”-Shed

“F”-Shed

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 Buildings and Facilities: Container Freight Stations NCT/CCT Warehouses / Sheds (Logistic Area) 1. Location CCT 2. List of Facilities Container Freight Station (CFS) 3. Construction Year Unknown →tbd 4. Type of Construction Pitch Roof / steel framework 5. Dimensions / Base Container Freight Station (CFS): area Approx. 14,400 sqm

6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: Sellhorn / Google Earth) Container Freight Station (CFS): Container Freight Station (CFS):

Container Freight Station (CFS):

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 Buildings and Facilities: Workshops GCB Workshops 1. Location 2. List of Facilities B.D.C Workshop, CRE Workshop, Central Workshop Motor Garage, Machine Shop, Ship Bldg. & Welding Shop, E & Foundry Shop, Boiler & Piping Shop 3. Construction Year Unknown → tbd 4. Type of Construction 5. Dimensions / Base B.D.C Workshop: area Approx. 610 sqm CRE Workshop: Approx. 450 sqm Central Workshop: Approx. 4,010 sqm Motor Garage Approx. 2,670 sqm Machine Shop: Approx. 1,280 sqm Ship Bldg. & Welding Shop: Approx. 1,620 sqm E & Foundry Shop: Approx. 1,350 sqm Boiler & Piping Shop: Approx. 520 sqm 6. General Condition 7. Additional Comments 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: Sellhorn) Central Workshop Central Workshop

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 Terminal Gates GCB Gates 1. Location

Source: Google Earth 2. List of Facilities Gate No. 1 to 5 and CPAR Gate 3. Construction Year Unknown → tbd. 4. Key data e.g. Number Gate No. 1 and 2: of lanes / barriers / 1 lane permanently used for both directions, 1 additional lane (not used) / light-signal system, No Barriers additional Gate No. 3: installations Unknown due to restricted photo permits → tbd (weighbridges, height Gate No. 4: control, scanning 1 lane permanently used for both directions, 1 additional lane (not used) sites etc.) light-signal system, height control, scanning sites etc., no Barriers CPAR Gate: 7 lanes, , light-signal system, height control, scanning sites etc., 7 barriers Gate No. 5: Approx. light-signal system, height control, scanning sites

5. General Condition Gate No.1, 2: Old structures but no apparent damages. Security concept to be questioned Gate No. 3: Unknown due to restricted photo permits → tbd Gate No. 4: Old structure but no apparent damages. Cargo scanning site and height control apparently new structures CPAR Gate: New, modern gate with all necessary installation Gate No. 5: New structure. Cargo scanning site and height control apparently new structures

6. Additional Comments 7. Cross section / Drawings NOT AVAILABLE 8. Pictures (Source: Sellhorn)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Gate 1 Gate 4 incl. Height Control and Cargo Scanning Site

Height Control and Cargo Scanning Site near CPAR Gate Gate 4

CPAR Gate Gate 5

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Panorama Shot CPAR Gate

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

CCT / NCT Gates 1. Location

Source: Google Earth 2. List of Facilities Gate No. 1 to 3 (CCT) and Entrance- / Exit-Gate (NCT) 3. Construction Year Unknown → tbd. 4. Key data e.g. Number Gate No. 1: of lanes / barriers / 5 lanes, 2 weighbridges, No Barriers light-signal system, Gate No. 2: additional installations 1 lane permanently used for both directions, 1 additional lane (not used) (weighbridges, height light-signal system, height control, scanning sites etc., no Barriers control, scanning sites Gate No. 3: etc.) 1 lane permanently used for both directions -Gate (NCT) 5 lanes, 2 weighbridges, No Barriers 5. General Condition Gate No.1: Good conditions Gate No. 2: Relatively new installations Gate No. 3: Old structures but no apparent damages. Security concept to be questioned -Gate (NCT) New Construction 6. Additional Comments - 7. Cross section / Drawings NOT AVAILABLE 8. Pictures (Source: Sellhorn) Gate 1 Gate 1

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Gate 2 incl. Height Control and Cargo Scanning Gate 3 Site

NCT Gate NCT Gate

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 Electrical Network GCB 33KV CENTRAL ELECTRICAL STATION 1. Location Near republic club. 2. Construction Year Unknown 3. Transformer 2X12.5 MVA, 33/11kV 4. Coverage area All operational & residential area of CPA. 5. General Condition - 6. Additional Comments - 7. Cross section / Drawings NOT AVAILABLE 8. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 1 1. Location Marine Workshops 2. Construction Year Unknown 3. Transformer 2x500 KVA, 11/0.4kV 4. Generator: 1 x 350 KVA, 400V 5. Coverage area Marine Workshops, Army Camp, Store Building, Gate#1 etc. 6. General Condition 7. Additional Comments 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 2 1. Location Near Jetty gate No-2 2. Construction Year Unknown 3. Transformer 2x500 KVA, 11/0.4kV 4. Generator 2 x 300 KVA, 400V 5. Coverage area Shore cranes for berth no. 1-6, yard, shed, Service Building. 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 3 1. Location Near Central Workshop 2. Construction Year Unknown 1 3. Transformer 2x1500 KVA , 11/0.4kV 4. Generator: 2 X 300 KVA, 400V 5. Coverage Area Shore Cranes Berth No. 7-10, Yard, Sheds Workshops, Service Building, Reefer Yard. 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 4 1. Location Near Shed No.-12 2. Construction Year Unknown 3. Transformer 2x500 KVA, 11/0.4kV 4. Generator 2x300 KVA, 400V 5. Coverage Area Shore Crane For Berth No. 7-10, Shed, Yard, Pump Houses, One Stop Service Center. 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 5 1. Location Chittagong Container Terminal. 2. Construction Year Unknown 3. Transformer 2x1500 KVA, 11/0.4kV 4. Generator: 2x820 KVA, 400V 1 x2.5 MVA, 11kV. 5. Reefer Point: 210 Nos (415v). 6. Coverage Area CCT Area(Including Qgc). 7. General Condition - 8. Additional Comments - 9. Cross section / Drawings NOT AVAILABLE 10. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 7 1. Location Port South R/A 2. Construction Year Unknown 3. Transformer 2x250 KVA, 11/0.4kV 4. Generator 1 X 660 KVA, 400V 5. Coverage Area: Port South R/A 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 8 1. Location Between Pab And Cpa Hospital. 2. Construction Year Unknown 3. Transformer 2x500 KVA, 11/0.4kV 4. Generator 2 x300 KVA, 400V 5. Coverage Area Port Administration Building, Hospital, Traning Complex, Pump House, High School R/A, North Container Yard. 6. General Condition - 7. Additional Comments -

8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 9 1. Location Near Cpa Stadium. 2. Construction Year Unknown 3. Transformer 2x 250 KVA, 11/0.4kV 4. Generator 1 x 200 KVA, 400V 5. Coverage Area: Stadium, Market, Police Line, R/A. 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 10 1. Location Port North R/A(Road#7) 2. Construction Year Unknown 3. Transformer 2 x 750 KVA, 11/0.4kV 1 x 500 KVA, 11/0.4kV 4. Generator 1 x 660 KVA, 400V 5. Coverage Area Port North R/A 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ELECTRICAL SERVICE STATION 11 1. Location Port East r/a. 2. Construction Year Unknown 3. Transformer 2x750 KVA, 11/0.4kV 4. Generator 1 x 643 KVA, 400V 5. Coverage area Port East r/a 6. General Condition - 7. Additional Comments - 8. Cross section / Drawings NOT AVAILABLE 9. Pictures (Source: CPA)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

NCT SUB-STATION 1. Location NCT 2. Construction Year Unknown 3. Transformer 2 x 12.5 MVA, 33/11kV 2 x 2 MVA, 11/0.4kV 4. Generating sets 4X2.5 MVA, 11kV 5. Coverage area All operational & residential area of CPA . 6. General Condition Good conditions 7. Additional Comments - 8. Cross section / Drawings As-built drawings, Construction of a Container Terminal at new Mooring Chittagong, China Harbour Engineering Company Limited, December 2007

9. Pictures (Source: Google Earth)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1 Water Supply System GCB Water Supply System Pump House 1. Location NEAR X-POWER HOUSE AREA 2. List of Facilities 3. Construction Year Unknown 4. Coverage Area Service building inside / outside jetty, shore water supply Jetty – 1 to -6 and supply to the fire hydrants 5. Water feeding From CWASA 6. Type of Pumps Unknown 7. Key Data Unknown 8. General Condition 9. Additional Comments 10. Cross section / Drawings/Specifications NOT AVAILABLE 11. Pictures NOT AVAILABLE

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Water Supply System Complex Pump House 1. Location Near CPA Training Complex Area 2. Construction Year Unknown 3. Coverage Area Service and residential building outside jetty, PAB, Hospital 4. Water feeding From CWASA 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Unknown 8. Additional Comments 9. Cross section / Drawings/Specifications NOT AVAILABLE 10. Pictures (Source: Google Earth)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Water Supply System Saltoga Pump House 1. Location Near CPAR Gate Area 2. Construction Year Unknown 3. Coverage Area Service building inside/outside jetty, Shore water supply jetty 7 to 13 and supply to water berge 4. Water feeding From CWASA 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Old structure – Interior installation unknown 8. Additional Comments - 9. Cross section / Drawings/Specifications NOT AVAILABLE 10. Pictures (Source: Sellhorn)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

CCT Water Supply System CCT Pump House 1. Location Near CCT Terminal Building 2. Construction Year Unknown → tbd. 3. Coverage Area Service building inside CCT, shore water supply MPB -1 to -3 and supply to the fire hydrants 4. Water feeding From CWASA 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Average 8. Additional Comments - 9. Cross section / Drawings/Specifications NOT AVAILABLE 10. Pictures (Source: Sellhorn)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

NCT Water Supply System NCT Pump House 1. Location Near NCT Terminal Building 2. Construction Year 2007 3. Coverage Area Service building inside NCT, shore water supply NCT berth -1 to -5 and supply to the fire hydrants 4. Water feeding From CWASA 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Good 8. Additional Comments - 9. Cross section / Drawings/Specifications As-built drawings, Construction of a Container Terminal at new Mooring Chittagong, China Harbour Engineering Company Limited, December 2007

10. Pictures (Source: Google Earth)

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

North R/A Water Supply System North R/A Pump House 1. Location At road #12 of North R/A 2. Construction Year Unknown 3. Coverage Area Residential building of North and South R/A 4. Water feeding From COMPLEX PUMP HOUSE 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Unknown 8. Additional Comments - 9. Cross section / Drawings/Specifications NOT AVAILABLE 10. Pictures

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

North R/A Water Supply System Avoymitraghat Pump House 1. Location Avoymitraghat R/A Area 2. Construction Year Unknown 3. Coverage Area Service and Residential Area 4. Water feeding From CWASA 5. Type of Pumps Unknown 6. Key Data Unknown 7. General Condition Unknown 8. Additional Comments - 9. Cross section / Drawings/Specifications NOT AVAILABLE 10. Pictures

NOT AVAILABLE

HPC Hamburg Port Consulting, Sellhorn Ingenieurgesellschaft, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

Annex 3

TERMINAL DATA SHEETS

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees Specialized Bulk – Cement Clinker Jetty

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Maximum Storage Average Utilisation 2012 - 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Total rail length on terminal Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Number Of Cranes Quay-side belt conveyors Others:

Berths Numbers tbc Numbers Numbers Numbers Numbers Length (meters) Max LOA 167.63 m Maximum Draft (meters) 8.55 m Special Installations Main type of cargo handled Cement Clinker Throughput 2012 - 2013 685,733 tonnes Average load per vessel 22,858 tonnes Number of vessel calls 2012 – 2013 30 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 53.18%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Cement Clinker Jetty

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length Total Terminal Net Operational Area Number of Established Occupied of Quay Wall Area excluding Buildings Employees CCT - Chittagong Container Terminal 1986 CCT 01 - 03 450 m 192,886 m2 150,000 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage 3,656x20’ + 2,360x40’ = 8,376 TEUS Covered Storage CFS: 13,671 m2 Maximum Storage 615,381 TEUS Average Utilisation 2012 – 2013 76.37% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard 2 Total rail length on terminal 2 x 550 m Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) 4 x 40 tonnes each Number Of Cranes 1 Mobile Harbour Crane x 42 tonnes Quay-side belt conveyors Nil Others: 12 RTGs x 40 tonnes each, CPA. Some horizontal Container Handling Equipment in use from CPA Pool. Terminal Tractor Trailers from CCT Operator Saif Powertec Ltd. Berths Numbers Numbers CCT 01 – 03 Numbers Numbers Numbers Length (meters) 450 m Maximum Draft (meters) 9.14 m Special Installations Covered CFS Shed and Reefer Plugs Main type of cargo handled Containers Throughput 2012 – 2013 326,202 Containers – 469,967 TEUS Average load per vessel 1,153 Containers – 1,661 TEUS Number of vessel calls 2012 – 2013 283 Average number of non-operational days 2 Utilisation 2012 – 2013 (%) 86.58%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: CCT – Chittagong Container Terminal

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others For yard capacity of the total 8,376 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 7,287 operational slots are used. 50% has been nominated for Import Full with Dwell time 15 days, 5% has been nominated for Import Empty with Dwell time 5 days, 25% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 3,643 slots for IMP Full = 62,791 TEUS, plus 365 slots for IMP Empty = 18,874 TEUS, plus 1,822 slots for EXP Full = 157,021 TEUS, plus 1,457 slots for EXP Empty =376,695 TEUS, total annual capacity = 615,381 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees Specialized Bulk – CUFL Jetty

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Maximum Storage Average Utilisation 2012 – 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Total rail length on terminal Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Number Of Cranes Quay-side belt conveyors Others:

Berths *Numbers tbc Numbers *Numbers tbc Numbers Numbers Length (meters) Max LOA 176 m Maximum Draft (meters) 8.50 m Special Installations Main type of cargo handled Fertilizer Bagged Fertilizer Throughput 2012 – 2013 83,308 tonnes 12,140 tonnes Average load per vessel 20,827 tonnes 12,140 tonnes Number of vessel calls 2012 – 2013 4 1 Average number of non-operational days 2012 tbc tbc Utilisation 2012 – 2013 (%) *7.09% <-*

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – CUFL Jetty

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths Numbers Numbers Numbers Number DOJ-5 Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 9.15 m Special Installations tbc Main type of cargo handled Petroleum, Oil, Lubricants Throughput 2012 - 2013 1,463,998 tonnes Average load per vessel 31,826 tonnes Number of vessel calls 2012 – 2013 46 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 25.2%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Dolphin Oil Jetty 5 (for POL)

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths Numbers Numbers Numbers Number DOJ-6 Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 9.15m Special Installations tbc Main type of cargo handled Petroleum, Oil, Lubricants Throughput 2012 - 2013 1,585,058 tonnes Average load per vessel 27,808 tonnes Number of vessel calls 2012 – 2013 57 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 26.03%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Dolphin Oil Jetty 6 (for POL)

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths Numbers Numbers Numbers Number DOJ-7 Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 9.15 m Special Installations tbc Main type of cargo handled Petroleum, Oil, Lubricants Throughput 2012 - 2013 118,390 tonnes Average load per vessel 16,913 tonnes Number of vessel calls 2012 – 2013 7 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 2.08%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Dolphin Oil Jetty 7 (for POL)

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 02 – Break Bulk / Dry Bulk 1979 1 Berth 137 m 71,280 m2 41,752 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Yard A, B, C Covered Storage B-Shed 1 (1,789 m2) + Sheds 1 & 2 (12,881 m2) + Car Shed (2,258 m2)– total 16,928 m2 Maximum Storage Average Utilisation 2012 – 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment from CPA Pool Berths *Numbers Numbers *Number (01) + 02 Numbers Numbers Length (meters) (133) + 137 m Maximum Draft (meters) 8.55 m Special Installations Workshop for Heavy Cargo Handling Equipment (12,600 m2) behind O Shed Main type of cargo handled Dry Bulk Break Bulk Throughput 2012 – 2013 23,340 tonnes 206,312 tonnes Average load per vessel * -> 7,408 tonnes Number of vessel calls 2012 – 2013 2 29 Average number of non-operational days 2012 2 2 Utilisation 2012 – 2013 (%) * -> 54.95%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 02 – Break Bulk /Dry Bulk

Observations Existing limiting factors Low Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Nil. expansion (if any)

Others Nearest Gates: Nos. 1 and 2. Open quay- and yard spaces for Break Bulk storage (logs, larger size machinery etc.) Covered storage in O Shed: ?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 03 – Break Bulk / Dry Bulk 1979 1 Berth 160 m 31,200 m2 19,276 m2

Storage Capacity Dry Bulk Contr Break Bulk Liquid Bulk Ro-Ro / Others Open Storage J4 – Heavy Equipment area Covered Storage Shed 3 (3,840 m2) + O Shed (8,084 m2) – total 11,924 m2 Maximum Storage Average Utilisation 2012 - 2013 Rail Capacity Dry Bulk Contr Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Contr Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment from CPA Pool Berths Number 03 Nbrs *Number 03 Number 03 Numbers Length (meters) 160 m Maximum Draft (meters) 8.55 m Special Installations Workshop for Heavy Cargo Handling Equipment behind O Shed Main type of cargo handled Dry Bulk Break Bulk TOTAL Throughput 2012 – 2013 320,462 tonnes 131,438 tonnes 451,900 tonnes Average load per vessel 14,566 tonnes 11,949 tonnes 13,694 tonnes Number of vessel calls 2012 – 2013 22 11 33 Avrg number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) * -> *-> *58.5%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 03 – Break Bulk / Dry Bulk

Observations Existing limiting factors Low Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Nil. expansion (if any)

Others Nearest Gates: No 2, but also possible to use Gates Nos 3 or 1? Open quay- and yard spaces for Break Bulk storage (logs, larger size machinery etc.) Covered storage in O Shed: ?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 04 – Break Bulk / Dry Bulk 1979 1 Berth 160 m 42,400 m2 35,959 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Shed 4 (6,441 m2) Maximum Storage Average Utilisation 2012 - 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment from CPA Pool Berths *Number 04 Numbers *Number 04 *Number 04 Numbers Length (meters) 160 m Maximum Draft (meters) 8.55 m Special Installations Nil Main type of cargo handled Dry Bulk Break Bulk TOTAL Throughput 2012 - 2013 363,231 tonnes 135,086 tonnes 498,317 tonnes Average load per vessel 15,135 tonnes 12,281 tonnes 14,238 tonnes Number of vessel calls 2012 – 2013 24 11 35 Avrge number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) *-> *-> 62.04%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 04 – Break Bulk / Dry Bulk

Observations Existing limiting factors Low Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Nil. expansion (if any)

Others Nearest Gate: No 3, but also possible to use Gate No 2. Open quay- and area behind Shed 4 for Break Bulk storage (logs, larger size machinery etc.) Covered storage in Shed 4: ?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 05 – Break Bulk / Dry Bulk 1979 1 Berth 165 m 48,900 m2 42,460 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Shed 5 (6,440 m2) Maximum Storage Average Utilisation 2012 - 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment from CPA Pool Berths *Number 05 Numbers *Number 05 *Number 05 Numbers Length (meters) 165 m Maximum Draft (meters) 8.55 m Special Installations Reefer Plugs J6 Main type of cargo handled Dry Bulk Break Bulk TOTAL Throughput 2012 – 2013 309,518 tonnes 171,266 tonnes 480,784 tonnes Average load per vessel 17,195 tonnes 13,174 tonnes 15,509 tonnes Number of vessel calls 2012 – 2013 18 13 31 Average number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) *-> *-> *54.95%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 05 – Break Bulk / Dry Bulk

Observations Existing limiting factors Low Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Nil. expansion (if any)

Others Nearest Gate: No 3, but also possible to use Gates Nos.4 and 2? Covered storage in Shed 5: ?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 06 - Container 1979 1 Berth 155 m 46,500 m2 40,059 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage J6 (Reefer): 465 TEUS + J1: 880 TEUS + DR 1: 380 TEUS – total 1,725 TEUS physical slots Covered Storage Shed 6 (6,441 m2) Maximum Storage 131,908 TEUS Average Utilisation 2012 – 2013 98.51% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Container Handling Equipment from CPA Pool Berths Numbers *Number 06 *Number 06 *Number 06 Numbers Length (meters) 155 m Maximum Draft (meters) 8.55 m Special Installations Central Workshop for Heavy Cargo Handling Equipment Main type of cargo handled Containers Break Bulk Throughput 2012 – 2013 87,711 Containers – 129,948 TEUS 127,493 tonnes Average load per vessel 1,139 Containers – 1,688 TEUS 12,749 tonnes TOTAL Number of vessel calls 2012 77 10 87 Average number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) 70.67% 17.73% 88.40%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 06 Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Nil. expansion (if any)

Others Nearest Gate: No 3, but also possible to use Gates Nos.4 and 2? For yard capacity of the total 1,725 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,501 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 690 slots for IMP Full = 11,893 TEUS, plus 46 slots for IMP Empty = 2,379 TEUS, plus 465 slots for EXP Full = 40,074 TEUS, plus 300 slots for EXP Empty = 77,562 TEUS, total annual capacity = 131,908 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 07 – Break Bulk / Dry Bulk 1954 1 Berth 165 m 33,000 m2 24,094 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage F Shed Yard: for Cars Covered Storage Shed 7 (8,906 m2) F Shed for Cars Maximum Storage Total 6,439 m2 Average Utilisation 2012 -2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment from CPA Pool Berths *Number 07 Numbers *Number 07 *Number 07 Numbers Length (meters) 165 m Maximum Draft (meters) 8.55 m Special Installations Central Workshop for Heavy Cargo Handling Equipment Main type of cargo handled Dry Bulk Break Bulk TOTAL Throughput 2012 – 2013 343,008 tonnes 231,172 tonnes 574,180 tonnes Average load per vessel 20,177 tonnes 10,051 tonnes 14,355 tonnes Number of vessel calls 2012 – 2013 17 23 40 Average number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) *-> *-> *70.90%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 07 – Break Bulk / Dry Bulk

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), as part of conversion Phase 2 (J7 – J9). expansion (if any)

Others Nearest Gate: No 4, but also possible to use Gates No 3? Covered storage in Shed 7: ?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 08 – Break Bulk / Dry Bulk 1954 1 Berth 183 m 32,940 m2 23,786 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Shed 8 (9,154 m2) Maximum Storage Average Utilisation 2012 - 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Cargo Handling Equipment. from CPA Pool Berths *Number 08 Numbers *Number 08 *Number 08 Numbers Length (meters) 183 m Maximum Draft (meters) 8.55 m Special Installations Part of Yard 8A is used as Parking Lot for Heavy Container Handling Equipment Main type of cargo handled Dry Bulk Break Bulk TOTAL Throughput 2012 – 2013 445,126 tonnes 193,198 tonnes 638,324 tonnes Average load per vessel 23,428 tonnes 16,100 tonnes 20,591 tonnes Number of vessel calls 2012 – 2013 19 12 31 Avrge number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) *-> *-> *54.95%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 08 – Break Bulk / Dry Bulk

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), as part of conversion Phase 2 (J7 – J9). expansion (if any)

Others Nearest Gate: No 4, but also possible to use CPAR Gate and GATE No 3?

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 09 - Container 1954 1 Berth 193 m 40,530 m2 27,342 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage CW: 180x20’ + 90x40’ = 360 TEUS + DR 2 = 380 TEUS + Y 7 = 310 TEUS + Y 8 = 858 TEUS - total 1,908 TEUS physical slots Covered Storage N Shed = CFS (8,084 m2) Shed 9 (5,104 m2) Maximum Storage 145,886 TEUS Average Utilisation 2012 - 2013 89.07% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Container Handling Equipment from CPA Pool Berths *Number 09 *Number 09 *Number 09 *Number 09 Numbers Length (meters) 193 m Maximum Draft (meters) 8.55 m Special Installations Nil Main type of cargo handled Dry Bulk Container Break Bulk Throughput 2012 – 2013 47,348 tonnes 87,712 Containers – 129,948 TEUS 20,284 tonnes Average load per vessel 23,674 tonnes 1,139 Containers – 1,688 TEUS 20,284 tonnes TOTAL Number of vessel calls 2012 – 2013 2 77 1 80 Avrg number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) 3.55% 70.67% 1.77% 75.98%

24/01/2013_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 09 - Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), as part of conversion Phase 2 (J7 – J9). expansion (if any)

Others Nearest Gate: CPAR Gate, but also possible to use Gate No.4? Covered storage in Shed 9: and N Shed? For yard capacity of the total 1,908 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,660 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 764 slots for IMP Full = 13,168 TEUS, plus 50 slots for IMP Empty = 2,585 TEUS, plus 514 slots for EXP Full = 44,297 TEUS, plus 332 slots for EXP Empty = 85,836 TEUS, total annual capacity = 145,886 TEUS.

24/01/2013_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 10 - Container 1954 1 Berth 163 m 39,120 m2 34,016 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Y 8A: 262x40’ = 524 TEUS, + Y 8B: 120 TEUS + Y 9: 290 TEUS + part JR: 300 TEUS + Y 10: 600 TEUS for Export only - total 1,834 TEUS physical slots. Covered Storage Shed 9 (5,104 m2) Maximum Storage 140,181 TEUS Average Utilisation 2012 - 2013 92.70% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Handling Equipment from CPA Pool Berths Numbers *Number 10 *Number 10 *Number 10 Numbers Length (meters) 163 m Maximum Draft (meters) 8.55 m Special Installations Yard 8A partially used for Heavy Cargo Handling Equipment Parking. Main type of cargo handled Container Break Bulk Throughput 2012 - 2013 87,711 Containers – 129,948 TEUS 6,875 tonnes Average load per vessel 1,139 Containers – 1,688 TEUS 6,875 tonnes TOTAL Number of vessel calls 2012 - 2013 77 1 78 Average number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) 70.67% 1.10% 71.77%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 10 - Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), as part of conversion Phase 1 (J10 – J13). expansion (if any)

Others Nearest Gate: CPAR Gate, but also possible to use Gate No.4? For yard capacity of the total 1,834 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,595 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 734 slots for IMP Full = 12,651 TEUS, plus 48 slots for IMP Empty = 2,482 TEUS, plus 494 slots for EXP Full = 42,573 TEUS, plus 319 slots for EXP Empty = 82,475 TEUS, total annual capacity = 140,181 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 11 - Container 1954 1 Berth 174 m 41,760 m2 32,635 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Part JR: 900 TEUS + Y 11: 395 TEUS for Import Off-Dock transfer + Y 2: 318 TEUS + Y D: 216 TEUS - 1,829 TEUS physical slots Covered Storage Shed 12 = CFS (5,083 m2) + M Shed = CFS (4,042 m2) Maximum Storage 139,802 TEUS Average Utilisation 2012 - 2013 92.95% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Container Handling Equipment from CPA Pool Berths Numbers Number 11 Numbers Numbers Numbers Length (meters) 174 m Maximum Draft (meters) 8.55m Special Installations Nil Main type of cargo handled Container Throughput 2012 - 2013 87,712 Containers – 129,948 TEUS Average load per vessel 1,139 Containers – 1,688 TEUS Number of vessel calls 2012 - 2013 77 Average number of non-operational days 2012 2 Utilisation 2012 – 2013 (%) 70.67%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 11 - Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), as part of conversion Phase 1 (J10 – J13). expansion (if any)

Others Nearest Gate: CPAR Gate, but also possible to use Gate No.4? For yard capacity of the total 1,829 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,591 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 732 slots for IMP Full = 12,617 TEUS, plus 48 slots for IMP Empty = 2,482 TEUS, plus 493 slots for EXP Full = 42,487 TEUS, plus 318 slots for EXP Empty = 82,216 TEUS, total annual capacity = 139,802 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 12 - Container 1954 1 Berth 160 m 43,200 m2 34,075 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Part JR: 680 TEUS + Y G: 270x40’ = 540 TEUS + Yard MN: 120 TEUS + Y 3: 470 TEUS – total 1,810 TEUS physical slots. Covered Storage Shed 12 = CFS (5,083 m2) + M Shed = CFS (4,042 m2) Maximum Storage 138,423 TEUS Average Utilisation 2012 - 2013 93.88% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Container Handling Equipment from CPA Pool Berths Numbers *Number 12 *Number 12 *Number 12 Numbers Length (meters) 160 m Maximum Draft (meters) 8.55 m Special Installations Nil Main type of cargo handled Container Break Bulk Throughput 2012 – 2013 87,711 Containers – 129,948 TEUS 796 tonnes Average load per vessel 1,139 Containers – 1,688 TEUS 796 tonnes TOTAL Number of vessel calls 2012 – 2013 77 1 78 Average number of non-operational days 2012 2 2 2 Utilisation 2012 – 2013 (%) 70.67% 0.27% 70.95%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 12 - Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion of J7 – J13), as part of conversion Phase 1 (J10 – J13). expansion (if any)

Others Nearest Gate: Gate No. 5, but also possible to use CPAR Gate? For yard capacity of the total 1,810 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,575 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 725 slots for IMP Full = 12,496 TEUS, plus 47 slots for IMP Empty = 2,430 TEUS, plus 488 slots for EXP Full = 42,056 TEUS, plus 315 slots for EXP Empty = 81,441 TEUS, total annual capacity = 138,423 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees GCB – Jetty 13 - Container 1954 1 Berth 183 m 40,260 m2 30,100 m2

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Y 5A & 5B: 691x40’ = 1,382 TEUS + Y 6A: 343 TEUS – total 1,725 TEUS physical slots Covered Storage Shed 13 = CFS (10,160 m2) Maximum Storage 131,908 TEUS Average Utilisation 2012 99.79% Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Nil Total rail length on terminal Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Nil Number Of Cranes Nil Quay-side belt conveyors Nil Others: Container Handling Equipment from CPA Pool Berths Numbers Number 13 Numbers Numbers Numbers Length (meters) 183 m Maximum Draft (meters) 8.55 m Special Installations Nil Main type of cargo handled Container Throughput 2012 88,851 Containers – 131,635 TEUS Average load per vessel 1,139 Containers – 1,688 TEUS Number of vessel calls 2012 78 Average number of non-operational days 2012 2 Utilisation 2012 (%) 71.59%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: GCB – Jetty 13 - Container

Observations Existing limiting factors Check Deck strength on open quay space (Check t/m2) (if any)

Improvement plans for existing facilities (if any)

Plans for terminal Planned as part of KCT Project (conversion J7 – J13), conversion Phase 1 (J10 – J13). expansion (if any)

Others Nearest Gate: Gate No.5, but also possible to use CPAR Gate? For yard capacity of the total 1,725 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 1,501 operational slots are used. 46% has been nominated for Import Full with Dwell time 15 days, 3% has been nominated for Import Empty with Dwell time 5 days, 31% used for Export Full with dwell time 3 days and 20% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 690 slots for IMP Full = 11,893 TEUS, plus 46 slots for IMP Empty = 2,379 TEUS, plus 465 slots for EXP Full = 40,074 TEUS, plus 300 slots for EXP Empty = 77,562 TEUS, total annual capacity = 131,908 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Maximum Storage Average Utilisation 2012 -2013 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Total rail length on terminal Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Number Of Cranes Quay-side belt conveyors Others:

Berths Numbers tbc Numbers Numbers Numbers Numbers Length (meters) Maximum Draft (meters) Special Installations Main type of cargo handled Grain Throughput 2012 - 2013 69,676 tonnes Average load per vessel 23,225 tonnes Number of vessel calls 2012 – 2013 3 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 5.32%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Grain Silo Jetty - 1

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees Specialized Bulk – Grain Silo Jetty

Storage Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Open Storage Covered Storage Maximum Storage Average Utilisation 2012 Rail Capacity Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Number Of lines from marshalling yard Total rail length on terminal Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Number Of Cranes Quay-side belt conveyors Others:

Berths Numbers tbc Numbers Numbers Numbers Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 9.15 m Special Installations Main type of cargo handled Grain Throughput 2012 - 2013 479,099 tonnes Average load per vessel 25,216 tonnes Number of vessel calls 2012 – 2013 19 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 33.68%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – Grain Silo Jetty

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length Total Net Operational Area Number of Established Occupied of Quay Wall Terminal Area excluding Buildings Employees Specialized Bulk – KAFCO Ammonia Jetty 1

Storage Capacity Dry Bulk Container Break Bulk Liquid / GAS Bulk Ro-Ro / Others Open Storage Covered Storage Maximum Storage Average Utilisation 2012 – 2013 Rail Capacity Dry Bulk Container Break Bulk Liquid / GAS Bulk Ro-Ro / Others Number Of lines from marshalling yard Total rail length on terminal Loading / Discharging Equipment Dry Bulk Container Break Bulk Liquid / GAS Bulk Ro-Ro / Others Ship-to-Shore Cranes (rated capacity) Number Of Cranes Quay-side belt conveyors Others:

Berths Numbers Numbers Numbers Number KAFCO A Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 9.15 m Special Installations Main type of cargo handled Ammonia Throughput 2012 -2013 27,275 tonnes Average load per vessel 13,638 tonnes Number of vessel calls 2012 -2013 2 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 0.69%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – KAFCO Ammonia Jetty

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees NCT – New Mooring Container Terminal 2007 NCT 01 - 05 1000 m 293,000 m2 282,532 m2

Storage Capacity Dry Bulk Container Break Bulk Break Bulk Open Storage N/A 5,372x20’ + 3,719x40’ = 12,810 TEUS N/A Covered Storage N/A Nil N/A Maximum Storage N/A 908,550 TEUS N/A Average Utilisation 2012 – 2013 N/A 23.93% N/A Rail Capacity Dry Bulk Container Break Bulk Break Bulk Number Of lines from marshalling yard Nil Nil Nil Total rail length on terminal Nil Nil Nil Loading / Discharging Equipment Dry Bulk Container Break Bulk Break Bulk Ship-to-Shore Cranes (rated capacity) Nil Nil Nil Number Of Cranes Nil Nil Nil Quay-side belt conveyors Nil Nil Nil Others: 3 RTGs x 40 tonnes each, CPA. Some horizontal Container Handling Equipment in use from CPA Pool. Terminal Tractor Trailers from CCT Operator Saif Powertec Ltd. Berths *Number Numbers 01 - 02 *Numbers 03 - 05 Numbers 01 - 02 Length (meters) * -> § 400 m *600 m <-$ Maximum Draft (meters) * -> 9.14 m *LOA> 170m – 9.14m Special Installations None Reefer Plugs None Main type of cargo handled Various Containers Steel & Other BB Break Bulk Throughput 2012 – 2013 168,976 tonnes 149,157 Containers – 217,371 TEUS 451,915 tonnes 40,126 tonnes Average load per vessel 15,515 tonnes 1,147 Containers – 1,672 TEUS 11,588 tonnes 20,063 tonnes Number of vessel calls 2012 – 2013 12 130 39 2 Average number of non-operational days 2012 2 2 2 2 Utilisation 2012 – 2013 (%) * -> Contr 59.66% - $ Combined 61.43% *30.13% <-§ BB 1.77 %

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: NCT – New Mooring Container Terminal

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others For yard capacity of the total 12,810 TEUS static slots an operational factor of 0.87 has been applied, thus a total of 11,144 operational slots are used. 50% has been nominated for Import Full with Dwell time 15 days, 3.5% has been nominated for Import Empty with Dwell time 5 days, 28.5% used for Export Full with dwell time 3 days and 18% used for Export Empties with Dwell time 1 day. Overall usable capacity is taken at 85% occupancy with a Peak factor of 1.2. Hence 5,572 slots for IMP Full = 96,040 TEUS, plus 390 slots for IMP Empty = 20,166 TEUS, plus 3,176 slots for EXP Full = 273,709 TEUS, plus 2,006 slots for EXP Empty = 518,635 TEUS, total annual capacity = 908,550 TEUS.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths *Number RM 8 Numbers *Number RM 8 Numbers Numbers Length (meters) Max LOA 186 m Maximum Draft (meters) 8.00 m Special Installations Main type of cargo handled Dry Bulk Break Bulk Throughput 2012 – 2013 346,125 tonnes 27,220 tonnes Average load per vessel 8,653 tonnes 13,610 tonnes Number of vessel calls 2012 – 2013 40 2 Average number of non-operational days 2012 tbc tbc Utilisation 2012 – 2013 (%) *74.45% <-*

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – River Mooring 8

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths Numbers Numbers Numbers Number RM 3 Numbers Length (meters) Max LOA 182.90 m Maximum Draft (meters) 7.61 m Special Installations Main type of cargo handled Edible Oil Throughput 2012 - 2013 635,581 tonnes Average load per vessel 10,958 tonnes Number of vessel calls 2012 – 2013 58 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 47.99%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – River Mooring 3 (for Edible Oil)

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Berths Numbers Numbers Numbers Number RM 6 Numbers Length (meters) Max LOA 185.90 m Maximum Draft (meters) 9.15 m Special Installations Main type of cargo handled Petroleum, Oil, Lubricants Throughput 2012 - 2013 14,320 tonnes Average load per vessel 14,320 tonnes Number of vessel calls 2012 – 2013 1 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 0.83%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – River Mooring 6 (for POL)

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal Year Berth(s) Total Length of Total Terminal Net Operational Area Number of Established Occupied Quay Wall Area excluding Buildings Employees Specialized Bulk – TSP Jetty

Berths Numbers tbc Numbers Numbers Numbers Numbers Length (meters) Max LOA 175.25 m Maximum Draft (meters) 8.25 m Special Installations Main type of cargo handled Fertilizer Throughput 2012 – 2013 639,436 tonnes Average load per vessel 22,837 tonnes Number of vessel calls 2012 – 2013 28 Average number of non-operational days 2012 tbc Utilisation 2012 – 2013 (%) 49.63%

24/01/2014_Terminal Data Collection Sheet 1 of 2

Bangladesh – Chittagong Port Master Plan ANNEX Chittagong Port Terminal Data Sheet

Name of Terminal: Specialized Berths for Bulk – TSP Jetty

Observations Existing limiting factors (if any)

Improvement plans for existing facilities (if any)

Plans for terminal expansion (if any)

Others Facility has not been physically visited and inspected so far.

24/01/2014_Terminal Data Collection Sheet 2 of 2

Strategic Master Plan for Chittagong Port – Final Report, Part 1

Annex 4

CPA OVERVIEW MAP

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants 403402

383382

362360

363361

NO. 460

NO.-6 8 455

401 MOSQUE

381 LANE BY

462 464 218

459 210

454 182

400399 166 380379 227

222

NO.-12 148

359358 461 463 217 130 355465 209

458 181

453 165 226

221

147

429 ROAD 248 268 129 424

216 NO.-9 111 228 208 ROAD NO.-13 180 ROAD NO.-8 452 94 164

225

247 220

146

ROAD NO.-8 ROAD 267 NO.-7/2 128 215

428 ROAD ROAD 457 110 207 423 451 93 398 ROAD NO.-8/2 378 224

219 246 145 357

266 ROAD 127 354 214 456 109 NO.-6 206 427 450 92 397 422 449 377 446

144

356 245

ROAD NO.-7 265 126 353 213 ROAD NO.-11 NO.-5 108 205 ROAD 179 91

396 448 163 426 376 ROAD NO.-10 445

421 Railway School

244 143

264 212 125

NO.-4 204 ROAD 107 BY LANE LANE BY 90 178 395 ROAD NO.-4

447 162 375 223

142 ROAD NO.-3 425 243 349

211 263 124 420 350 ROAD NO.-2 203 106 c

351 89 444 177 c

352 394 443 2 161 ROAD NO.-1 p 13

c Complex 374

141 p 242 c 24

345 123 262 c p 346 35

c Market) (Monsur 26 p Shoping Railway 347 1 c p 13

348

442 441 B-Type Bldg.-1 p

419 12 440 p

411 c 439 176 23 c 160 p 393 34

373 p

241 25 437 140

p 261 122 12

438

344 B-Type Bldg.-2

436

337 279 202

175 330 418 159 76 392 323 139

410 64

372 240

121 260 51 343 105 88

38 B-Type Bldg.-3

336 278 288 174 25 329 158 75

391

138 63 322 239

417 371 259 120

409 50 342 104 37

335 L

192

277 173

201 328 287 24 B-Type Bldg.-4 157 321

390389 74

370369 238 137 62 258 119 49 416 341340 SCHOOL (90 Units) 36

408 334333 103

191

276 Pro.Site

412 B -Type Bldg.-9

200 286 86 172

327 B-Type Bldg.-5 NO.-8

156 73 for 320 237

PRI. 136 257 61

NO.-13

NO.-7/1 118 48 A.O Flat NO.-9

102

275

190 23

285 85 199 171 B-Type Bldg.-6

326

NO.-12 ROAD 155

236 72

319 NO.-10 256 432 60

ROAD NO.-7 430 47

ROAD NO.-10/2 ROAD ROAD ROAD

101

339 274

84 A 189

332 284 435 198 B-Type Bldg.-7

ROAD NO.-11 ROAD 235 154

325 ROAD ROAD 255

318 431

429 ROAD

415

407 273

388 338 188

283 434

331 197

368 10 B-Type Bldg.-8 ROAD NO.-10/1 234 433

324 254

317

272 Mosque 414 187 22

387 406 196 9

367

233 253 59 310 311 46 ROAD 312 33 CPA GRAVE YARD 313 314 83 21

386385 315 MOSQUE

6 N0 71 8 366 413 303 H 316 58 405

304 117 45

305

NO.-10/3 32 100

306 307 ROAD ROAD NO.-6 82 20 SG 308 70 365 153 252 7 309 57 232 135 412

116 NO.-5 404 296 44

297 31 C.P.A N O R T H C O L L O N Y99 282 186 298 170 81 271 19 299 152 ROAD 69 384 251 6 364 56 300 231 134 301 289 115 ROAD 43 195 290 302 30 291 ROAD NO.-10 281 185 98

169 Building 292 270 80 ROAD NO.-4 18 151 250 293 68 5 ROAD NO.-7 230

294 ROAD NO.-9 133 55

295 114 NO.-1 42

ROAD NO.-8 194 29 ROAD NO.-3 K 97 184 280 79 168 269 67 ROAD NO.-2 17

249 150 Madrasa Madrasa 54 4

Mosque 229

132 41 Mohammodia Bandor C ROAD 193 B-Type Bldg.-1 R O 113 28 B-Type Bldg.-2 S 183 96 B-Type Bldg.-3 S 167 78 16 B-Type Bldg.-4 R 149 66 O A 3 Market B-Type Bldg.-5 53 131 B-Type Bldg.-6 D 40

N O. - 112 27 B-Type Bldg.-7 95 B-Type Bldg.-8 CPA Girls High school (Under 1 77 15

Construction) 65 52 Nutun Bandor 39

1 Bandor 2.80 ACAR MohammodiaMadrasa A-Type Bldg. R O A D

Buddist Mandir B-Type Bldg. R O A D KEY: MOSQUE B-Type Bldg. B-Type Bldg.

B-Type Bldg. B-Type Bldg.

R O A D A-Type Bldg.

B-Type Bldg.(Under B-Type Bldg. Construction) B-Type Bldg. R O A D A-Type Bldg. BUILDINGS

B-Type Bldg. OPEN YARD Y - SHED B-Type Bldg. RAIL (2.12 AC) R O A D B-Type Bldg. HOSPITAL R O A D BERTHING FACILITIES R O A D C.P.A PLAY GROUND B-Type Bldg.

B-Type Bldg.(Under B-Type Bldg. PUCCA B/WALL B-Type Bldg. Construction)

B-Type Bldg.(Under Construction) MAIN ROADS INSIDE GATES POLICE R O A D BOX A L RAIL MOSQUE OFFICE C.P.A NURSE B-Type Bldg. R O A D BANDAR R O A D POLICE COLLONY X - SHED B-Type Bldg. BOX B-Type Bldg. A-Type Bldg. MAIN ROADS (EXTERNAL)

BANDAR A-Type Bldg. SUB-STATION R O A D T. C. B G O D O W N

C-Type Bldg. H FLYOVER (EXTERNAL)

C-Type Bldg. A-Type Bldg. TANK C-Type Bldg. A-Type Bldg. ELITE C-Type Bldg. C-Type Bldg. K YARDS INTER C-Type Bldg. A-Type Bldg. C-Type Bldg. R O A D C-Type Bldg. (0.5844 AC) M/S F.A. A-Type Bldg.

C-Type Bldg. STORAGE R O A D (2.388 AC) C-Type Bldg. A-Type Bldg. BACKUP FACILITIES NCT (CONSTRUCTION ON-GOING) ZEN INTER A-Type Bldg.(Under 0.375 Construction) KAZI AZMIR C-Type Bldg. ASJMII (0.375) (0.750) PARVEEN 50'-0" WIDE GODOWN ROAD A-Type Bldg. M/S RAJ CORPORATION (2.5808 AC) (0.75) GRAVE KUTCHA YARD B.T.M.C NCT BAZAR (2.286 AC) AREA Building (0.591 AC) B.A.D.C. GODOWN (4.592 AC) CCT

P/SCHOOL C-type - 7 C-type -6 C-type -5 (2.00 AC) CPA BOUNDARY R O A D

Republic Club C-type -4 L Library shahid CPA Auditurium C-type -3 33 Kv SUB Minar TANK STN. CPA Boys High school PORT AREA INSIDE GATES C-type -2 Tenis Court (Old Building)

C-type -1

R O A D

(2.49) (BOYS) MOSQUE A (0.353 AC) Sources:

PORT HIGH SCHOOL Spl Z - 4 Security R O A D

Construction) CPA MASTER PLAN for Consultant 11-11-013.dwg N Barrak CPA Boys High school (Under Spl Z - 3 H Data reviewed with Google Earth (Date: 4/15/2013) MOSQUE Spl z spl type-1 Spl z spl type-2 R O A D (4.50 AC)

A.O. Flat -1 A.O. Flat -2 A.O. Flat -3

R O A D K

A.O. Flat -4 PRIVATE LAND

Child Play

R O A D Ground ( VILLAGE NIMTALA) A.O. Flat - 5 - Flat A.O.

(BGL. No-10) R.C.C Container Yard WX-Type Bldg.

R O A D

(BGL. No-11) Pond

(BGL. No-9)

POND C-Type

M O H E S H K H A L R O A D (BGL. No-12) (BGL. No-8) CPA HOSPITAL Building B-Type

Building (5.777 AC)

Building MOSQUE

A-Type-1

R O A D (BGL. No-13) (BGL. No-7)

A-Type-2 B. R A I L N D POND

Flat -1

Sr.Scale Officer (BGL. No-14)

(BGL. No-6) Flat -2

SALEH ZUHUR COLLONY Sr.Scale Officer House

(BGL. No-15) (BGL. No-16) Rest Pro.CPA (BGL. No-17) W / TANK C. P. A O F F I C E R S C O L O N Y

WASA 33 No.BGL R O A D Flat -3 CTG (BGL. No-5A,5B) Sr.Scale Officer

Electric (1.00) Service Station

(BGL. No-1) Diploma Engineers (BGL. No-5) AssosiationOffice (BGL. No-2) (BGL. No-4) CUSTOM QTRS (BGL. No-3) TANK

TANK Officer Club (Under Construction) Primary School

(Institute no-2) PMU Bldg.

Office ADMINISTRATIVE P O R T C O N N E C T I N G Security Security SAE,Sanitary & SAE,Sanitary PORT BUILDING

CUSTOM HOUSE COMPLEX AREA

LAT P,S PATROL PUMP T O P A T A N G A RC.C PAVEMENT

T O B A N D A R B A B A N CRE. WORKSHOP

B.D.C WORKSHOP PET. PUMP 1.504 Foot path FUMIGATION Guard room STATION "M" SHED (0.165) 3 "N" SHED R.C.C. CONTAINER FOUNTAIN GATE NO. C.F.S. OFFICE MOSQUE TANK WORK SHOP 2 YARD NO. 1 Brick MOSQUE GATE NO. 0.079 Pavement OIL BATTERY STORE B.S.C. BHABON

FUEL STN CONTAINER VEHICLE CLEANING AREA R O A D GATE NO. 5 SECURITY OFFICE

Foot path CLEANING AREA POLICE BEAT STORE BAPEX YARD EFFLUENT TANK OFFICE Foot path R.C.C CONTAINER (flexible) YARD NO. 2 MOSQUE MAZAR C.C.R OFFICE CONTAINER YARD NO. 3 P/HOUSE YARD NO - 8a AUTOMOBILE SHED (FLEXI BLE) YARD NO. 4 Pump House CONTAINER CONTAINER STATIC GATE NO. 4 T TANK - 3 Brick solling road R O A D AUTOMOBILE Tow Filled Up

Tow (C.F.S) STN. FREIGHT Area YARD

EMOTIES OFFICE REFFER CONTAINER BOOKING OFFICE AUTOMOBILE "F" SHED GENERATOR BUILDING YARD YARD BRICK PAVEMENT Ditch SUB-STAN. NO. 1 Dust bin Tow AUTOMOBILE YARD Gate YARD NO. 5 CONTAINER YARD NO. 6

T Ditch POST OFFICE NCT S.G CCT ENTRANCE Z. WORKSHOP- C T CONTAINER YARD NO. - 8 T T

Shop T R O A D EXIT GATES L A H K H S E H O M Tow W. TANK

Mosque Grave yard T TT Shop T T GENARATOR ROOM BRIDGE Pond T T M.P.B. JETTY AREA Shop Tow "P" SHED PUMP HOUSE AUCTION R.C.C CENTRAL 3 Storied UG W.T TANK - 2 Building CUSTOM GODOWN Gate CUSTOM GODOWN WORKSHOP 4 CONTAINERYARD

Brick solling road Tow MAZAR Road MARKET F. STAN Boundary line (Wall) Wall CONTAINER YARD NO. OFFICE CAR Tow Shed PARK LAT SHAD NO. 12 11 YARD NO. 9

Wall Gate SHAD NO. 13 Gate Mosque MPB #1 Custom house YARD NO. 10 Tow Electric Office DOCK OFFICE C.W YARD SHED NO. 9 CONTAINER STORE GATE1 NO. YARD NO. - 7 R.C.C Container Yard Guard room Soling Road Tow FUEL PORT BOUNDARY LINE Berth 12 Berth 11 STATION GATE HOUSE SHED NO. 8 S.G CONTAINERS FOR Berth 13 R.C.C Container Yard GATE NO. 3 Tow FOR CUSTOMS 174 m Berth 10 ASSESSMENT 160 m

Boundary line (Wall) 183 m COMPRESSORS 163 m Ditch Tow Brick solling road BOUNDARY WALL Soling Road WORKSHOP JR YARD Wall Berth 9 193 m D. SHED REEFERS

Ditch SHED NO. 7 NABI CANTEEN JR YARD W/RESERVOIR

Gate Pond Tow Berth 8 Soling Road C C T FIRE STATION Dust bin 183 m R O A D Toilet Shed

Grave Yard House GEN. Berth CCT SHED NO. 6 GATE NO. 2 P. HOUSE ELEC. SUBST. 450 m R.C.C Container Yard

Pond Berth 7 WATER R O A D 165 m W. TANK O, SHED

RESERVOIRS -10 SHED NO. 5 NCT -13 SK.MUJIB ROAD PUMP HOUSE Berth 6 No_16 CULVERT ENTRANCE GATES -15 ADMIN. 155 m SHED NO. 4 STORE BLDG MARKET CONTAINER STACK Berth 5 165 m MOTOR GARAGE TAM. AREA OFFICE SHED NO. 3

BOUNDARY WALL PORT GATE HOUSE Berth 4 CENTEEN H. OFF Ditch CHAIN REPAIRING 160 m PORT RLY. STN. SHOP SHED NO. 2 FOOD OFFICE E. SUB STN. Tow Soling Road LAT EBADAT KHANA Shed

Mosque Berth 3 S. SAE. J - 1 Tow S/DEPOT PUMP HOUSE Ditch 160 m SHED NO. 1 BAGGAGE GATE NO. 1 Shed XEN House SHED (M) Shed Tow E & FOUNDRY SHOP Berth 2 STORE

Gate Ditch UP HOLSTRY Road REVISION DESCRIPTION DATE CHECKED T Store 137 m Tow SHOP SHIP BLDGMACHINE & WELDING SHOP

TP Toilet L. INSP. Building 4.81 Soling Road Berth 1 OFF. CLIENT

Brick soling G/WAY FOR Low Land Canteen N C T Tow Pavement SLIP WAY T 133 m SERVICE JETTY BOILER & PIPING

Shed Road area SHOP Culvert 4.789

Village Fakir para Pucca floor Ward no 39 T

Road StationOffice Master Ditch SHOP Tow

Ditch Mosque ASIAN DEVELOPMENT BANK Road

FLOTILLA G WAY

Tow PATENGA CHITTAGONG ROAD Pucca floor 4.95 Shed - 16 GuardTP-7 tower Tow CHITTAGONG PORT AUTHORITY

Pucca floor Tow Road FENCE Pond Pucca floor Berth NCT Pavement area 1000 m Water tank

4 Storied Building DESIGNERS

New Bandartila Road 5.086 Sellhorn Ingenieurgesellschaft mbH NEW MOORING ENTRANCE GATE Pavement area Naya Para Word No-39 wall Fakir Ahmad Road Power house station Low Land Teilfeld 5, D-20459 Hamburg, Germany RadioTower

Light tower Tel: +49 (40) 36 12 01-0

gate Fax: +49 (40) 36 12 01-28 5.756 Old Bandartila Road E-Mail: [email protected] Ditch Rail line

5.77 Rail line www.sellhorn-hamburg.de

1 Storied Building shop

Drain

Guard

tower 5.821 B.F.S Road Boundary line (Wall) HPC Hamburg Port Consulting GmbH wall Am Ballinkai 1, D-21129 Hamburg, Germany Tel: +49 (40) 7 40 08-0 N A V E L B A S E

Navy Colony Guard 5 Boundary line room 0 Wire fence

Shed Fax: +49 (40) 7 40 08-133 -10 T E-Mail: [email protected] T Gate HPC www.hpc-hamburg.de Dock yard

Gate

-13 KS Consultants Limited -13 K A R N A P H U L I R I V E R House # B/173 (2nd Floor) Road # 23, DOHS Mohakhali Dhaka - 1206, Bangladesh Phone: +88-02-8872512 Fax: +88-02-8812304 E-Mail: [email protected]

PROJECT STRATEGIC MASTER PLAN FOR CHITTAGONG PORT

DRAWING TITLE GENERAL INFORMATION EXISTING LAYOUT

DESIGNED BY DRAWN BY CHECKED BY SCALE DRAWING NO. DATE 01/2014 01/2014 01/2014 NAME Alba Rahr Peetz 1 : 5000 1354-MP-102 DESIGN STAGE MASTERPLAN

H/B = 705 / 1103 (0.78m²) Allplan 2012 Strategic Master Plan for Chittagong Port – Final Report, Part 1

Annex 5

: LIST OF ABBREVIATIONS

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

ANNEX 5: LIST OF ABBREVIATIONS

AC Alternating Current DC Deputy Commissioner ACL Advance Container Lines DESCO Dhaka Electric Supply Company Ltd. ADB Asian Development Bank DG Dual Gauge AEO Authorised Economic Operators DHS US department of homeland security AIN Agent Identification Number DPZ Detailed Planning Zone API Application Programming Interface DTA Domestic Tariff Area APL American President Lines EBBIP Eastern Bangladesh Bridge Improvement Project ARIPO Acquisition and Requisition of Immovable Property Ordinance ECC Environmental Clearance Certificate ARO Assistant Revenue Officer ECH Empty Container Handler ASEAN Association of Southeast Asian Nations EDI Electronic Data Interchange Electronic Data Interchange for Administration, ASYCUDA Automated System for Customs Data EDIFACT Commerce and Transport B/L Bill of Lading EGM Export General Manifest BCIC Bangladesh Chemical Industries Corporation EIA Environmental Impact Assessment BCIM Bangladesh, China, India Myanmar EIU Economist Intelligence Unit BCSIR Bangladesh Council of Scientific & Industrial Research EMP Environmental Management Plan BCT Bay Container Terminal EMRD Energy and Mineral Resources Division BDT Bangladesh Taka EPZ Export Processing Zones BEPZA Bangladesh Export Processing Zones Authority ERL Eastern Refinery Limited BG Broad Gauge ERP Enterprise Resource Planning BGMEA Bangladesh Garment Manufacturers and Exporters Association EU European Union BHP Brake Horsepower ev. Evaluated BIN Business Identification Number EXP Export BIWTA Bangladesh Inland Water Transport Authority FAO Food and Agriculture Organization BoE Bill of Entry FCL Full Container Load BOO Build, Own and Operate FDI Foreign Direct Investments BOT Build, Operate and Transfer FEM European Federation of Materials Handling BPC Bangladesh Petroleum Corporation FLT Forklift Truck BPDB Bangladesh Power Development Board FS Freight Station BR Bangladesh Railway ft Foot BRTA Bangladesh Road Transport Authority FY Fiscal Year BSRA Bangladesh Sugar Refiners Association GC General Cargo BSTI Bangladesh Standards and Testing Institution GCB General Cargo Berths BW Bonded Warehouse GDP Gross Domestic Product C&F Clearing and Forwarding GOB Government of Bangladesh CBD Central Business District GSP Generalised System of Preferences CCC Chittagong City Corporation ha Hectare(s) CCH Chittagong Custom House HGV Heavy Goods Vehicle CCT Chittagong Container Terminal HITT Holland Institute of Traffic Technology B.V. CCTV Closed Circuit Television HPC Hamburg Port Consulting GmbH CD Chart Datum HR Human Resources CDA Chittagong Development Authority ICD Inland Container Deport CEPZ Chittagong Export Processing Zone ID Indirect Delivery CFS Container Freight Station IDD Indirect Delivery CGPY Chittagong Port to the Marshalling Yard IEE Initial Environmental Examination CHDHK China Hudian Hong Kong IGM Import General Manifest CHE Container Handling Equipment IMDG International Maritime Dangerous Goods (Code) CII Confederation of Indian Industry IMF International Monetary Fund CIO Chief Information Officer IMO International Maritime Organization Convention on International Trade in Endangered Species of CITES IMP Import Wild Fauna and Flora CKD Completely Knocked-Down IOC International Oil Company CMMP Chittagong Metropolitan Master Plan IP Internet Protocol CMMS Computerized Maintenance Management System IR Indian Railways CMS Crane Management System IRRI International Rice Research Institute CNG Compressed Natural Gas ISLWL Indian Spring Low Water Level COARRI Container discharge / loading report ISPS (Code) International Ship and Port Facility Security (Code) CODECO Container gate in gate out report IT Information technology CPA Chittagong Port Authority IWT inland water transport CPAR Chittagong Port Access Road JBIC Japan Bank of International Cooperation CTG Chittagong JICA Japan International Cooperation Agency CTMS Container Traffic Management System JV Joint Venture D/D Direct Delivery KAFCO Karnaphuli Fertilizer Company DAP Detailed Area Plan KCT Karnaphuli Container Terminal

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants Strategic Master Plan for Chittagong Port – Final Report, Part 1

kg Kilogram PPP Public Private Partnership kgoe Kilogramme Oil Equivalent PR People's Republic km Kilometre PSMP Power System Master Plan kV Kilovolts PVC Polyvinyl Chloride kW Kilowatts PWD Public Works Department LAD Least Available Depth QTY Quantity LAN Local Area Network R&R Resettlement and Rehabilitation LAO Land Acquisition Officer RCI Regional Cooperation and Integration Lat. Latitude RCMS Remote Crane Management System LCL Less Container Load RF Resettlement Framework LLI Lloyds List Intelligence RFID Radio-Frequency Identification LNG Liquefied Natural Gas RHD Roads and Highways Department LOA Length Over All RMC Rail-Mounted Crane Long. Longitude RMG Ready Made Garments LPG Liquefied Petroleum Gas RoRo Roll on Roll off LTD Limited ROW Right of Way m Metre(s) RS Reachstacker M&R Maintenance and Repair? RST Reachstacker MCH Mobile Harbour Crane RTG Rubber-Tyred Gantry Crane MG Meter Gauge SAARC South Asian Association for Regional Cooperation MHC Mobile Harbour Crane SAFTA South Asian Free Trade Area MMBF Mean Moves Between Failures SASEC South Asia Sub-regional Economic Cooperation MOEF Ministry of Environment and Forest SC Straddle Carrier MOL Ministry of Lands sec Second MOU Memorandum of Understanding SEPCOIII Shandong Electric Power Construction Corporation MP Multi Purpose SIA Social Impact Assessment MPA Mongla Port Authority SPC Special Purpose Company MPT Multipurpose Terminal sq.km Square Kilometre MS Microsoft SRMTS Regional Multimodal Transport Study MSC Mediterranean Shipping Company STS Ship-To-Shore MT Empty Containers TCI Transport Corporation of India MTBF Mean Time Between Failures tdw Tons Deadweight MTBM Mean Time Between Maintenance TEU Twenty-Foot Equivalent Unit MTO Multimodal Transport Operator TOR Terms of Reference MTTR Mean Time to Repair TOS Terminal Operation System MW Megawatts TT Tractor and Trailer MY Model Year TTL Total NBR Bangladesh National Revenue Board TTU Terminal Tractors and Trailers NCT New Mooring Container Terminal UAE United Arab Emirates NE Northeast UD Utilisation Declaration NEMA National Electrical Manufacturers Association UK United Kingdom NEMAP National Environmental Management Action Plan ULCC Ultra Large Crude Carriers NHA National Housing Authority UN United Nations NMCT New Mooring Container Terminal UNCHS United Nations Centre for Human Settlements NTPC National Thermal Power Corporation UNCTAD United Nations Conference on Trade and Development NYK Nippon Yusen Kaisha UNDP United Nations Development Programme OCR Optical Character Recognition UPS Uninterruptable Power Supply OECD Organisation for Economic Co-operation and Development US United States OEL Orient Express Lines USA United States of America ONGC Oil and Natural Gas Corporation USD US Dollar OOCL Orient Overseas Container Line USDA United States Department of Agriculture OOG Out of Gauge v.v. Vice Versa OSC Ocean Shipping Consultants Ltd VAT Value-added-tax p.a. per annum VTMIS Vessel Traffic Management Information System PA Port Authority VTMS Vessel Traffic Management System PC Port Connecting WASA Water Supply & Sewerage Authority Bangladesh PCU Passenger Car Unit WB World Bank PIL Pacific International Lines WBBIP Western Bangladesh Bridge Improvement Project PLC Programmable Logic Controller WEO Word Economic Outlook POB Preventive Officer on Board WLAN Wireless Local Area Network POD Port of Destination XML Extensible Markup Language POL Products, Oils, Lubricants ZPMC Shanghai Zhenhua Heavy Industries Company Ltd.

HPC Hamburg Port Consulting, Sellhorn Engineering, KS Consultants