How Padma Bridge helping revive Mongla Port 

For decades, Mongla Port remained an underutilized asset in Bangladesh's maritime infrastructure, overshadowed by the dominant Chattogram Port. Ships arrived infrequently, cranes sat idle, and silt slowly accumulated in the river channels. For traders, Mongla was often an afterthought-used only when Chattogram could not accommodate demand. But the opening of Padma Bridge in 2022 marked a turning point. Suddenly, Mongla found itself physically and economically closer to Dhaka and the country's industrial heartland, presenting a rare opportunity to revive and redefine its role in the national logistics network. The Padma Bridge cut the travel distance between Dhaka and Mongla from 274 kilometres to just 170 kilometres, reducing travel time by nearly half. For the first time in decades, Mongla is no longer viewed merely as a backup port-it has emerged as a viable alternative gateway capable of handling significant volumes of trade. Recent performance figures reinforce this shift: in FY2024-25, Mongla handled 10.41 million tonnes of cargo-surpassing its target-and processed 830 foreign vessels, the highest in its history. Container movement reached new heights as well, with 21,450 TEUs handled during the fiscal year, and additional growth continuing into 2025. These figures confirm that Mongla is entering a new phase of activity and relevance.

Yet, despite these encouraging developments, many longstanding challenges persist. Mongla's potential remains constrained by outdated policies, tariff structures, incomplete connectivity, and a historic tendency to imitate Chattogram's practices without considering Mongla's unique context. These issues have gained even more importance now that Chattogram has implemented a substantial tariff hike of around 40 percent on many services. Under no circumstances should Mongla automatically follow that increase. Until the port achieves significant and sustainable growth, its tariff strategy must diverge sharply from Chattogram's model. Price competitiveness is one of Mongla's strongest tools-and one it cannot afford to sacrifice prematurely.

Among the most consequential policy obstacles is the government's 20-kilometre ICD rule, which restricts private container depots from operating within 20 kilometres of any seaport. Originally intended to ease congestion in Chattogram, the policy is ill-suited to Mongla's environment. The port is surrounded by open, low-traffic land, yet private investors remain barred from establishing nearby off-docks or container freight stations. Exporters are forced to depend on distant depots, increasing logistics costs and reducing the port's appeal. Despite Mongla's expanding volumes and the government's broader push for diversification, the policy still remains unreformed as of 2025. What was conceived as a Chattogram-specific solution has become a structural handicap for Mongla's growth.

Equally important-but often overlooked-is the behavioural inertia of the trade community. Importers, exporters, freight forwarders, transport operators, and shipping lines have spent decades becoming habituated to using Chattogram Port. Over time, Chattogram has developed a vast and mature logistics ecosystem supported by 20 private off-docks, extensive trucking capacity, customs familiarity, shipping line presence, and the comfort of predictability. This ecosystem creates a sense of operational security for businesses that cannot be easily replicated overnight. As a result, shifting trade patterns toward Mongla is not simply a matter of distance or infrastructure-it requires a fundamental mindset change across the supply chain. Without this shift, even the benefits of the Padma Bridge may not be enough to draw cargo away from entrenched routines.

This dynamic creates a real and urgent risk for Mongla. The Padma Bridge has not only made Mongla much closer to Dhaka; it has also made Chattogram relatively more accessible. Dhaka-based shippers now need only about three additional hours to reach Chattogram. If Mongla fails to rapidly develop its own robust logistics ecosystem-off-docks, warehousing clusters, banking and customs facilitation, shipping line engagement, trucking networks, and supply chain support services-it may struggle not only to attract new trade, but even to retain its existing captive cargo. Ironically, the improved connectivity that was expected to benefit Mongla could instead accelerate the diversion of cargo toward Chattogram, unless Mongla builds the operational environment that modern trade requires.

Infrastructure development around Mongla presents a mixed picture. Road connectivity enhanced by the Padma Bridge is operating effectively, but the critical Khulna-Mongla rail link, though inaugurated in 2023, remains underutilized. Despite trial operations, no regular commercial freight service has materialized as of late 2025. The physical infrastructure is in place, but the operational ecosystem-scheduling, coordination, and consistent cargo commitments-has yet to follow. Meanwhile, navigability has improved significantly due to dredging on the Pasur-Mongla channel, allowing vessels with up to 9.5 meters draft to access the jetties. This improvement has directly contributed to the port's rising vessel calls. Mongla Port Authority has also made progress in digitalization, process transparency, and system-driven coordination, and in 2025 introduced its long-awaited LCL service, giving SMEs a more affordable option for smaller-volume shipments.

Despite these advancements, Mongla's broader port ecosystem still lacks the degree of integration required for reliable, seamless operations. A port functions like an orchestra: its performance depends on the synchronization of customs, shipping agents, transporters, terminal operators, and freight forwarders. Progress is visible, but the level of operational harmony needed to fully compete with Chattogram has not yet been achieved.

Even so, the opportunities ahead for Mongla continue to expand. The Padma Bridge has placed Dhaka's industrial zones within efficient reach of the port. Emerging economic zones in Khulna and Bagerhat stand to benefit from a nearby maritime gateway. With a fully functional rail service and the development of feeder connections to India's east coast ports such as Vizag, Krishnapatnam, and Haldia, Mongla could position itself as a regional transshipment hub. Government strategies are evolving as well. Bangladesh's National Port Strategy identifies Mongla as a future regional hub with plans to expand container yards, introduce cold-chain logistics, and encourage industrial investment. However, the cancellation of several India-linked projects in 2025 has altered expectations for rapid foreign-backed development, meaning Mongla's future growth will rely more heavily on domestic initiative and diversified partnerships.

The need for port diversification has never been more apparent. Nearly 90 percent of Bangladesh's trade still flows through Chattogram, placing the country at significant risk of disruption from congestion, labour issues, or climate-related shocks. Mongla is essential not merely as a regional option but as a pillar of national economic resilience. A more balanced port network would reduce vulnerabilities, strengthen export competitiveness, and lower logistics costs.

To unlock its full potential, Mongla must address the policy misalignments that impede its growth. The 20-kilometre ICD restriction must be reconsidered specifically for Mongla. Tariffs should remain deliberately differentiated, leveraging Chattogram's recent tariff hikes to provide more competitive pricing. Most importantly, Mongla must build a full-fledged logistics ecosystem capable of attracting shipping lines, service providers, and the broader trading community. Without this, infrastructure alone will not shift trade behaviour.

The Padma Bridge has already given Mongla its second chance. But infrastructure can only open the door; policy, operational readiness, and ecosystem development must carry the port through it. The cranes are active, the channels are deeper, and the pathway to Dhaka is now wide open. With the right mindset and the right strategy, Mongla can finally emerge as a major maritime gateway for Bangladesh-reshaping the country's logistics landscape for decades to come.