Mongla Port has not been able to realise its full potential. But last year, notwithstanding the pandemic, as many as 970 ships - the highest number ever in its 70 years' history -- had it as their port of call. The pre-independence legacy of utter neglect to the port lingered until the beginning of the new millennium. Then focus was directed to enhance its capability. The first hurdle was to allow bigger ships with deeper draught and this was substantially negotiated by dredging the berthing area. But still it has limitations on several counts such as container handling and jetty constraints. The latest arrival of the increased number of vessels at the port is no fluke; it is a combination of commercial considerations and economic issues. With the country's number one port at Chattogram being too busy to accommodate the ships, some found it convenient to call at this port. That the metro rail coaches arrived at Mongla Port shows the important role it can play when needed.
Clearly, this sea port's importance will go up several times more with the connectivity that the Padma Bridge is going to establish between the capital and the south-western parts of the country. This is despite the fact that Payra port at Kalapara, Patuakhali has now become operational and the deep sea port at Matarbari, when completed, will take the major responsibility of handling exporting and importing cargoes. Mongla Port's edge over other ports lies in its potential for regional connectivity. Closer to West Bengal of India, it can serve that state and earn foreign revenues through cross-border transportation. That India signed a memorandum of understanding (MOU) under its third line of credit (LoC) amounting to Tk 60 billion with Bangladesh in 2017 was not for nothing. But the project could not take off so long. Only recently has the Indian side handed over the list of the components to be constructed under its LoC. Of the major components, two jetties, yards, flyovers and buildings stand out. But strangely, no consultant has so far been appointed for the project.
The experience with another project signed in 2016 for completion by a Chinese engineering company was even more bitter. Apparently, failure on its part prompted the Mongla Port Authority (MPA) to scrap the deal and sign a deal with another Chinese company for modernisation and upgrading the port on July 8 this year. The projects are on track but the inordinate delay may cause the port to suffer when the Padma Bridge opens. Had the agreements been respected for project implementation, Mongla Port would have the additional facilities for improved and increased operation as well as enhancing its profit on the last year's record amount of Tk1.30 billion.
For realisation of higher economic dividends of mega projects like Padma Bridge and Payra Bridge, developments of other infrastructure have to be commensurate with them. Payra Port has come into being as the third sea port and if Mongla Port could be modernised and expanded accordingly, its positive impact would have been greater on the national economy. The regional disparities that existed so long would have found an avenue for their narrowing sooner than later. The least said about opening up of employment opportunities the better.
