The once faint signs of the Mongla Port's revival have started becoming distinct in the recent times. As the under-construction Padma Bridge nears completion, with the laying of its railway tracks now in full swing, the revival of second-largest seaport in Bangladesh is fast becoming a reality. The erstwhile busy port was almost declared non-functional in the late 1980s, thanks to siltation. In spite of the nearly moribund state of the port, with occasional port activities, Mongla eventually faded out of the nation's overseas trade-related activities. Hundreds of blue and white colour workers in excess and the pressure of their monthly payment on the exchequer eventually became a headache for the port authorities. It was only on emergencies that sea-going cargo ships were diverted to Mongla. At times, imported goods remained dumped on the port's largely vacant yards for indefinite periods.
All this is expected to be over in a couple of years. Now that the Mongla Port is being readied to resume its activities, the overseas traders and businesses from across the country eagerly look forward to the formal opening of the Padma Bridge. The bridge is slated for inauguration in 2022. The port's future is inextricably linked to the full operation of the massive bridge after the one built across the Jamuna River. It opened in June 1998. Jamuna Bridge has emerged vital to the country's large northern region. On the other hand, the Padma Bridge is being made to cater especially to the communication and economic needs of greater south-western region. Some sectors in that region have already got down to brass tacks. The beginning of the aspirant exporters is humble, but it is set to widen and take a spectacular look. The leather goods and the other similar sectors have started their export preparations in full gear.
Since its start of operation in the late 1820s, the Chittagong Port, then the lone seaport in East Bengal, has handled all its export and import activities. Being the only seaport of the then East Pakistan, and later of independent Bangladesh, the Chittagong Seaport deserved due credit for conducting the whole gamut of overseas trade in the area. Despite being blessed with a long coast lacing its whole southern belt, the land had conducted its sea trade through its only port. It was in 1950 that the country had its second seaport at Mongla in the country's southern Bagerhat district, not far from the world's largest mangrove forest --- the Sundarbans. That the great news of the construction of the Padma Bridge would prompt the south-western region's overseas traders and businesses to chalk out plans to reap maximum benefits was implied. They concentrated their focus on the Mongla Port. It resulted in the setting up of 114 business units in the region in just four years, the Bangladesh Investment Development Authorities (BIDA) say. The Mongla Port has been less busy than Chittagong's since its opening. Its annual container volume stood at 100,000 TEUs (Twenty-Foot Equivalent Units) in 2019-20. In comparison, the Chittagong Port handled over 3 million TEUs of containers in the fiscal year of 2020-21.
However, an upbeat look can be gleaned from the fact that 21,549 jobs have been created in different sectors in the region in the recent years. The area includes Mongla, Bagerhat, Khulna, Jashore and Kushtia --- the eastern region including Dhaka not excluded. Jute & textiles, pharmaceuticals, cold storage, printing and packages and related industries have been among the growing businesses in the south-western region lately. The sectors also include fisheries, auto rice mills, hatchery etc.
The prospects for Mongla Port are quite evident. It is still free of many ills plaguing the Chittagong Port for decades in a row. With the increase in the volume of imports, and, lately, also that of exports, the congestion of ships at the three terminals and in the outer anchorage has become a scourge for the port. Of late, the problem has assumed the proportions of a great impediment to the port's normal activities. Lighter vessels have to wait for days and weeks at the terminals before they find a berth to complete their loading and unloading. Although the competition between the 19 private inland container depots (ICDs) has eased the situation, the port has yet to declare itself completely free of the inconvenience caused to the importers and exporters. But it's true the port now gives a freshening look, offering a breathing space, thanks to the fast increase in the private container depots.
After the full start of the Mongla Port, its overall situation is expected to give a better outlook. It has found itself relegated to its present humble status for long. Experts believe, with the opening of the Padma Bridge across the mighty river, the port is eventually set to be ensconced in the glory reserved for a premier seaport. Due its fresh start after a decades-long inactivity, the port needs to swing into action with the zeal and infrastructural capability of a mega installation. Along with retrofitting in some areas, the Mongla Port ought to get seasoned with new-age and digitally operated technologies. Since the import and export of goods through it may include items different from those in the past, it might be in need of the state-of-the-art machinery and apparatuses. Moreover, the port needs a large number of containers for its users, besides cargo handling equipment. Already, the operation of 80 KW solar panels, procurement and installation of 62 lighted buoys, two rotating beacons, and procurement of mobile harbour cranes is underway. The premier job of dredging in the outer bar area of the Mongla Port Channel has been completed in 2020. Days are not far when Bangladesh will have potent reasons to take pride in the reactivated Mongla Port.
