Imagine your everyday goods—from clothing to electronics—suddenly costing much more at the store, all because of hidden hikes at the port that processes most of Bangladesh's imports and exports. That's the stark reality hitting Chattogram Port right now, and it's shaking up supply chains across the nation.
But here's where it gets controversial: The Chattogram Port Authority (CPA) announced a modest 41% increase in tariffs, yet real-world impacts reveal a far steeper climb, sparking debates over fairness and economic repercussions. And this is the part most people miss—these changes aren't just numbers; they're directly inflating prices for consumers, potentially slowing down growth in an already competitive market.
Let's break it down simply for beginners: Container handling fees at Chattogram Port have exploded, far exceeding the CPA's official claim. When the new rates kicked in on October 15, the authority minimized the effect, saying it would add just Tk 0.12 per kilogram of cargo. However, internal records and shipping agent computations paint a much darker picture, causing ripples through businesses and households.
For full container loads (FCL)—those big boxes fully packed by one importer or exporter—handling costs have jumped by 63.5%. This is straightforward: If a company used to pay Tk 1,000 for handling, now it's closer to Tk 1,635. Less-than-container-load (LCL) shipments, popular among smaller businesses that share space in a container because they can't afford a full one alone, have seen a whopping 156.7% increase. To put this in perspective, imagine a small shop owner importing fabrics; their costs could double, making it harder to compete with larger players.
These hikes ripple out, hitting smaller operators hardest and eventually raising prices for everyone—from shipping companies to exporters, importers, and yes, everyday shoppers who notice higher retail costs without knowing why.
A closer look at LCL hikes reveals something truly eye-opening—and potentially unfair.
Take the example of Nipa Fashion Wear Industry Ltd., a ready-made garment (RMG) factory. In September, they imported four tonnes of raw materials in a 20-foot LCL container. The bill on September 30 included Tk 66.88 for wharf rent, Tk 136.40 for river dues, and Tk 1,200 for unstuffing. Adding VAT and marine labour welfare fees, the total came to Tk 1,667.23, or about Tk 416.81 per tonne.
Fast-forward to October after the new tariffs: They brought in five tonnes of similar goods. The bill on October 26 showed river dues at Tk 271.78 and unstuffing at Tk 3,325.17, with wharf rent omitted but the overall amount hitting Tk 4,280.37 including taxes and fees. This boosted the per-tonne cost to Tk 856.07—a 105% rise. As customs agent Mustafizur Rahman explained to TBS, the CPA's 41% claim "is nowhere near reality." He pointed out that dollar-linked charges have surged over 100% due to currency fluctuations, leaving many small and mid-sized businesses scrambling.
Experts agree this volatility is a big deal: Since many port fees tie to the US dollar, a weakening taka amplifies local expenses, and not everyone can weather that storm easily.
Turning to FCL shipments, the surges are no less dramatic. For instance, a company's records from September 11 show Tk 816 for river dues, Tk 2,250 for lift-on, and Tk 5 for repair. With VAT and marine labour welfare fees, the total was Tk 3,564.29. A similar FCL on October 29 cost Tk 5,826.38, thanks to higher river dues (Tk 1,328.70) and lift-on fees (Tk 3,684), plus VAT on the increased amounts—a 63.47% uptick.
In a sector with thin profit margins, like RMG exports facing global competition and fewer orders, this could wipe out competitiveness quickly. Imagine an exporter already struggling with international demand; these extra costs might force them to raise prices or cut corners, affecting jobs and quality.
And here's the twist that could fuel heated debates: Are these rises justified, or are they a revenue grab at the expense of the economy?
Cargo vessel charges have climbed between 85% and 139%, depending on size, with mandatory fees like tug hire and pilotage skyrocketing. An internal agents' report highlights how dollar-pegged costs are reshaping maritime trade.
For a 187-meter tanker carrying 30,000 tonnes of gasoil or HSFO, compulsory fees went from $16,578 to $30,772—an 86% leap. Tug hire, the charge for boats guiding ships safely, ballooned from $2,907 to $15,709. Pilotage (fees for expert navigators) doubled from $4,933 to $11,040, and berth hire rose from $4,140 to $6,624.
LPG carriers face even worse. A 145-meter vessel at places like Olinagar or Sonaichhari now pays $10,041 versus $4,545 before—a 121% increase. Tug hire alone shot up from $726 to $4,715 (549%), pilotage doubled, and port dues increased 27%, despite no major changes in operations. This begs the question: If conditions haven't improved, why the spike?
Coal carriers to Matarbari suffer the most. A 229-meter vessel's costs jumped from $34,298 to $81,929 (139%). Tug hire hit $31,418, pilotage rose from $7,235 to $15,934, and berth hire grew 60%. Since this port supplies power plants, these hikes could raise electricity prices for consumers nationwide.
Shipping lines tried to pass on costs initially. CMA CGM added an 'Emergency Cost Recovery Surcharge' on October 7, effective October 26, due to "increased local operational charges." But on October 10, CPA blocked anchorage and berthing for seven of their ships. Under pressure, CMA CGM dropped the surcharge on October 13 and asked for permissions back.
Khairul Alam Sujan from the Bangladesh Shipping Agents Association noted MSC and Maersk did the same—imposed surcharges, got vessels suspended, then canceled them and hiked regular freight instead. This effectively increases container and cargo prices overall.
Now, this part might surprise you and spark outrage: Scrap vessel operators are being charged for services they don't even use.
Agents like Mosharraf Hossain claim CPA is forcing tug fees on ships that navigate independently. Scrap vessels often move from outer areas to beaching yards using their own power, no tug needed. Yet, fees rose from $632 to $6,830 for larger vessels (over 20,000 GRT)—a 1,100% jump. Hossain called it "unprecedented" and protested vehemently.
Seacom Shipping's Amirul Haque said the real increase is over double the CPA's figure, with tug hire up about 400%. "Paying for a tug you don't hire seems anything but fair," he added. This raises a controversial point: Is this about efficiency, or just filling revenue gaps?
CPA plans to meet stakeholders on November 10 to discuss the tariffs. Shipping Adviser Brig Gen (Retd) M Shakhawat Hossain will chair, per a notice from secretary Omar Faruq.
This follows protests, roadblocks by transport operators over entry fee hikes, and a seven-day ultimatum from exporters and importers. The Bangladesh Maritime Law Society challenged it legally as unlawful, and the High Court issued a rule after a petition from the Bangladesh Container Shipping Association.
Omar Faruk defended it, saying 41% is the average service hike—some up more, some less. The meeting might show if CPA offers relief or sticks to the plan, pushed through despite promises of more talks.
For the maritime and export world, this could determine if Chattogram Port stays a trade enabler or becomes a costly bottleneck in a struggling economy.
What do you think? Is the CPA's tariff hike a necessary adjustment for port maintenance, or an overreach that unfairly burdens businesses and consumers? Do you agree with charging for unused services like tugs, or should fees be tied directly to actual usage? Share your views in the comments—we'd love to hear your perspective and spark a conversation on this divisive issue!
