According to IMF PortWatch data (accessed October 2024), Chittagong Port handled 2,314 vessel calls, with 1,222 container vessels (52.8%), 441 tankers (19.1%), and 319 general cargo vessels (13.8%), serving as the primary gateway for 90% of Bangladesh's international trade. The port achieved a record 3.28 million TEUs in calendar year 2024, representing 7.42% growth year-over-year, while handling 123 million tonnes of total cargo across 3,867 ship calls.

Chittagong Port's container-dominant profile—with 52.8% of vessel traffic dedicated to container operations—marks the highest container percentage among South Asian ports tracked by IMF PortWatch, surpassing Chennai (36.2%), Nhava Sheva (41.7%), and Karachi (38.4%). This specialization directly reflects Bangladesh's position as a global ready-made garment (RMG) manufacturing hub, where the textile and apparel sector contributes 11-13% of GDP, accounts for 82-84% of export revenue, and employs 5 million workers, the majority of whom are women from rural areas.

Port Overview and Strategic Location

Chittagong Port (officially Chattogram Port) is located on the Bay of Bengal in southeastern Bangladesh at coordinates 22.3569°N, 91.7832°E, serving as the country's largest seaport and economic lifeline. The port's position provides access to the Dhaka-Chittagong industrial corridor, home to approximately 4,000 garment factories that produce apparel for over 150 countries worldwide.

The port operates under the Chittagong Port Authority (CPA), a government entity established to manage and develop the facility. Infrastructure includes multiple container terminals operated by private sector entities including Saif Powertec Limited and TK Group, alongside conventional cargo berths, oil terminals, and specialized facilities for bulk commodities. Recent performance improvements include a 20% reduction in vessel turnaround times since 2023, though the port continues to face congestion challenges relative to regional peers.

Chittagong's hinterland connectivity extends via road, rail, and inland waterway networks to the densely populated Dhaka metropolitan region and the industrial centers of Gazipur, Narayanganj, and Comilla. The Asian Development Bank's Chattogram-Dohazari Railway Project, approved in October 2025, represents a significant infrastructure investment aimed at improving cargo evacuation efficiency and reducing road congestion between the port and manufacturing centers.

The port's geographic position also exposes it to monsoon weather patterns from June through September, when heavy rainfall and cyclone risks create operational challenges and seasonal traffic variations. Traders analyzing Chittagong activity must account for these weather-driven patterns when structuring positions on container throughput or vessel call frequencies.

Vessel Traffic Analysis and Composition

IMF PortWatch data (accessed October 2024) reveals Chittagong Port's distinctive vessel traffic profile:

| Vessel Type | Vessel Count | Percentage of Total | Primary Cargo | |-------------|--------------|---------------------|---------------| | Containers | 1,222 | 52.8% | Garments, textiles, consumer goods | | Tankers | 441 | 19.1% | Petroleum products, chemicals | | General Cargo | 319 | 13.8% | Bulk commodities, project cargo | | Dry Bulk | 307 | 13.3% | Grains, fertilizers, raw materials | | RoRo | 24 | 1.0% | Vehicles, machinery | | Total | 2,314 | 100% | All cargo types |

The 52.8% container vessel share represents the highest containerization rate among major South Asian ports, reflecting Bangladesh's export structure heavily weighted toward manufactured goods that require container transport. This contrasts sharply with India's major ports—Nhava Sheva (41.7% containers), Chennai (36.2%), and Kandla (28.4%)—and Pakistan's Karachi (38.4%), where bulk cargo and tanker traffic constitute larger shares due to more diversified trade profiles including raw materials, energy products, and agricultural commodities.

Calendar year 2024 performance data from Chittagong Port Authority shows the facility processed 3,867 total ship calls, indicating the IMF PortWatch figure of 2,314 vessels represents a subset of tracked vessel types rather than total traffic. This discrepancy highlights the importance of verifying data sources and understanding methodological differences when constructing market settlement terms.

Container vessel arrivals at Chittagong exhibit seasonal patterns driven by global retail cycles and regional weather conditions. Peak export activity typically occurs in January-March (spring/summer apparel shipments to Western markets) and July-September (fall/winter collections), while monsoon season from June through September can cause delays and reduced berthing capacity. Monthly container vessel calls range from approximately 90-110 vessels during normal operations, with significant variance during periods of political unrest or extreme weather events.

The tanker fleet of 441 vessels primarily serves Bangladesh's petroleum import requirements, delivering crude oil and refined products to support domestic energy consumption and industrial feedstock needs. General cargo and dry bulk vessels handle raw cotton imports for textile manufacturing, food grains, fertilizers for agriculture, construction materials, and industrial machinery.

Container Operations and Terminal Infrastructure

Chittagong Port's container terminals achieved 3.28 million TEUs in calendar year 2024 (January-December), up from 3.05 million TEUs in 2023, representing 7.42% year-over-year growth. Fiscal year 2024-25 (July 2024-June 2025) performance reached 3.30 million TEUs, compared to 3.17 million TEUs in FY 2023-24, marking a 4% increase and the highest container throughput in the 48-year history of containerized operations at Chittagong, which began in 1977.

This growth trajectory positions Chittagong among the top 100 container ports globally by volume, though significantly behind regional transshipment hubs Colombo (7+ million TEUs), Singapore (37+ million TEUs), and India's largest container port Nhava Sheva (5+ million TEUs). Chittagong's throughput more closely compares to Chennai (approximately 1.8 million TEUs) and other secondary South Asian gateways serving national manufacturing bases rather than regional transshipment functions.

Container terminal operations at Chittagong involve multiple private sector operators:

Saif Powertec Limited operates dedicated container facilities with gantry cranes and modern handling equipment, focusing on efficiency improvements to reduce dwell times and congestion. The company has invested in terminal automation and yard management systems to increase throughput capacity.

TK Group provides container freight station (CFS) services and inland container depot (ICD) operations, handling container stuffing, de-stuffing, and customs clearance processes for import and export cargo. The group's facilities are critical nodes in the supply chain connecting Chittagong Port to Dhaka and other manufacturing centers.

Government-operated terminals continue to handle significant container volumes alongside private sector facilities, with CPA retaining operational control over berth allocation and vessel scheduling across all terminal operators.

Despite throughput growth and infrastructure investments, Chittagong faces ongoing capacity constraints and congestion challenges. Average container dwell times—the period containers remain at the port between discharge and pickup—historically exceed regional benchmarks, with extended dwell creating yard congestion and reducing effective terminal capacity. Port authorities have implemented initiatives to reduce dwell times, including digital documentation systems and faster customs clearance procedures, contributing to the reported 20% improvement in vessel turnaround times since 2023.

Container traffic composition skews heavily toward export-laden containers rather than imports, reflecting Bangladesh's trade structure. While the country runs an overall trade deficit, containerized cargo flows favor exports due to high-value garment shipments versus bulk imports of raw materials, petroleum, and food grains. Typical container import-to-export ratios at Chittagong range from 40:60 to 35:65, creating significant empty container repositioning requirements as shipping lines must return empty boxes to balance trade lanes.

For traders structuring positions on Chittagong container activity, monthly TEU throughput typically ranges from 260,000-290,000 TEUs during normal operations, with quarterly figures in the 780,000-870,000 TEU range accounting for seasonal patterns. Scalar markets could be structured around quarterly TEU bands (Q1: 750K-850K, Q2: 800K-900K, Q3: 750K-850K accounting for monsoon, Q4: 800K-900K), while binary markets might target thresholds such as monthly TEUs ≥270K or ≥285K.

Ready-Made Garment Export Operations

Bangladesh's ready-made garment (RMG) industry generated $50 billion in export revenue in 2024, representing an 8.3% increase year-over-year and accounting for approximately 82-84% of the country's total export earnings. The sector has grown dramatically from $40,000 in 1978-79 to $47.38 billion in fiscal year 2023-24, establishing Bangladesh as the world's second-largest apparel exporter after China.

Chittagong Port handles over 65% of Bangladesh's textile export volume, with the remaining share distributed between Mongla Port and limited air freight for high-value or time-sensitive fashion items. Effectively, nearly 99% of Bangladesh's container trade flows through Chittagong, making the port an indispensable gateway for the RMG sector's supply chain operations.

The garment industry's contribution to Bangladesh's economy extends beyond export revenue:

GDP Contribution: 11-13% of Bangladesh's gross domestic product originates from the textiles and garments sector, making it the single largest industrial contributor to national economic output.

Employment: The RMG industry employs approximately 5 million workers directly, with 55% (2.7 million) being women, predominantly from rural areas who have migrated to urban industrial zones. An additional 20 million people depend indirectly on the sector through supply chain activities, transportation, housing, and services supporting factory operations.

Manufacturing Base: Bangladesh operates approximately 4,000 garment factories across industrial clusters in Dhaka, Gazipur, Narayanganj, Chittagong, and surrounding regions. The Gazipur-Chittagong corridor accounts for 34% of production volume, with direct connectivity to port facilities enabling efficient cargo movement.

Export Destinations: Bangladesh garment exports reach more than 150 countries, with the European Union and United States representing the dominant markets. EU countries collectively account for the largest share, followed by the USA, with emerging markets in Asia, Latin America, and Africa providing growth opportunities.

The operational flow of garment exports through Chittagong involves several stages:

  1. Factory Production: Garment manufacturers receive orders from international buyers and source raw materials (fabric, accessories) domestically or via imports through Chittagong.

  2. Container Stuffing: Finished garments are packed and stuffed into containers at factory sites or at container freight stations (CFS) operated by logistics providers. Bangladesh's garment exports typically use 40-foot containers, with loading optimization critical to freight cost management.

  3. Transport to Port: Containers move to Chittagong Port via truck or rail, with the Dhaka-Chittagong highway serving as the primary corridor. Infrastructure improvements including the ADB-funded railway project aim to increase rail mode share and reduce road congestion.

  4. Port Operations: Containers are received at terminal yards, undergo customs documentation and inspection processes, and are loaded onto container vessels for export. The Bangladesh Garment Manufacturers and Exporters Association (BGMEA) coordinates with port authorities and shipping lines to ensure capacity availability during peak seasons.

  5. Maritime Transport: Most Bangladesh garment exports rely on feeder services connecting Chittagong to major transshipment hubs in Colombo (Sri Lanka) and Singapore, where cargo is transferred to larger mainline vessels serving Europe and North America. Direct services to major markets are limited, making regional hub connectivity critical to supply chain reliability.

The time-sensitive nature of fashion supply chains creates operational pressures at Chittagong. Fast fashion retailers and brands operating on short lead times require predictable transit times and minimal delays. Port congestion, extended dwell times, or disruptions can result in missed delivery windows, leading to cancelled orders, airfreight costs, or penalties for suppliers.

For traders analyzing Chittagong port activity as a proxy for Bangladesh's garment sector performance, several correlation factors matter:

RMG Export Values ↔ Container TEUs: Monthly garment export revenue reported by BGMEA correlates strongly with Chittagong's container throughput, typically showing correlation coefficients above +0.75 over rolling 12-month periods. A $500 million increase in monthly RMG exports typically corresponds to approximately 15,000-20,000 additional TEUs, though this varies by product mix (value per container) and seasonal factors.

Manufacturing PMI ↔ Container Vessel Calls: Bangladesh's manufacturing Purchasing Managers' Index (PMI), when available, leads container vessel activity by 1-2 months, as increased factory orders translate into higher export volumes with lag. PMI readings above 50 (expansion) support rising container traffic expectations.

Global Retail Cycles ↔ Seasonal Patterns: Western retail seasonality drives Chittagong's export peaks, with spring/summer collections shipping January-March and fall/winter collections shipping July-September. Traders can structure seasonal spread positions comparing Q1 vs Q3 container throughput or vessel calls.

Currency Impacts: Bangladesh Taka (BDT) exchange rate movements affect garment export competitiveness. Taka depreciation against the US dollar improves price competitiveness for Bangladesh suppliers, potentially increasing order volumes and container traffic with 1-2 quarter lag as orders translate into shipments. Conversely, Taka appreciation can compress export growth.

Bulk Import Operations and Non-Container Traffic

While containers dominate Chittagong's vessel composition, the port's 441 tanker calls, 319 general cargo vessels, and 307 dry bulk ships handle critical imports supporting Bangladesh's economy and manufacturing base.

Petroleum Products (Tankers): Bangladesh imports virtually all petroleum requirements, with crude oil and refined products arriving via tanker at Chittagong's oil jetties. The 441 annual tanker calls supply domestic energy consumption, industrial feedstock, and transportation fuels. Bangladesh's petroleum import volumes typically exceed 6-7 million tonnes annually, with Chittagong handling the majority alongside smaller coastal terminals.

Raw Cotton and Textile Inputs (Bulk/General Cargo): Bangladesh's textile industry requires substantial raw material imports despite growing domestic cotton production. Raw cotton imports, synthetic fibers, dyes, chemicals, and textile machinery arrive as bulk or breakbulk cargo. Cotton imports fluctuate based on domestic harvest quality and international cotton prices, typically ranging 3-8 million bales annually depending on global supply conditions.

Food Grains and Agricultural Products (Dry Bulk): As a densely populated nation, Bangladesh imports significant food grains including rice, wheat, and edible oils to supplement domestic production. Dry bulk vessels discharge these commodities at Chittagong's bulk terminals, with volumes varying based on domestic harvest results and government import policies.

Fertilizers (Dry Bulk): Agricultural fertilizer imports support Bangladesh's farming sector, with urea, diammonium phosphate (DAP), and other products arriving in bulk form. Government procurement and private sector imports fluctuate seasonally around planting cycles.

Construction Materials (Bulk/General Cargo): Steel, cement clinker, and other construction materials support infrastructure development and building construction, arriving via general cargo and bulk vessels.

Non-container cargo operations at Chittagong face different challenges than container terminals, including berth availability constraints for larger bulk carriers, mechanical handling equipment capacity, and storage yard limitations. However, congestion issues are generally less severe for bulk operations compared to container terminals, as bulk cargo typically has longer dwell tolerances and less time-sensitive supply chains.

For trading purposes, Chittagong's non-container traffic provides diversification opportunities beyond garment-correlated positions. Tanker calls correlate with Bangladesh's energy consumption and economic activity levels, while dry bulk imports of grains and fertilizers reflect agricultural cycles and food security policies. Traders could structure positions on quarterly tanker call volumes (binary: ≥110 calls per quarter) or total cargo tonnes across all vessel types.

Trade Significance and Economic Impact

Chittagong Port's handling of 90% of Bangladesh's international trade by value and 99% of container trade establishes it as the country's most critical infrastructure asset for economic growth and foreign exchange earnings. Bangladesh's total trade (imports + exports) exceeds $120 billion annually, with Chittagong facilitating the vast majority of this volume.

Export Gateway: Beyond the $50 billion RMG sector, Chittagong supports exports of leather goods, frozen seafood (shrimp), jute products, agricultural commodities, and manufactured goods. The port's efficiency and capacity directly impact export competitiveness for Bangladeshi suppliers competing in global markets where delivery reliability and freight costs affect buyer decisions.

Import Lifeline: Bangladesh's manufacturing sector depends on imported raw materials, intermediate goods, machinery, and spare parts transiting Chittagong. Petroleum imports provide energy security, food grain imports support food security, and fertilizer imports enable agricultural productivity. Port disruptions can ripple through the economy, affecting industrial production, consumer prices, and social stability.

Employment Multiplier: Beyond the 5 million jobs in garment manufacturing, Chittagong Port's operations support employment for dock workers, truck drivers, warehouse operators, customs agents, freight forwarders, and service providers throughout the logistics ecosystem. The Chittagong metropolitan area's economic vitality is directly tied to port activity levels.

Foreign Exchange: RMG exports through Chittagong generate the foreign exchange reserves enabling Bangladesh to finance essential imports including petroleum, food grains, and capital goods. The country's balance of payments position depends critically on maintaining and growing garment export revenues, making port capacity and efficiency strategic national priorities.

Regional Development: Port-related activities stimulate economic development in Chittagong Division and surrounding areas, with industrial zones, logistics parks, and supporting infrastructure creating employment and investment opportunities. Government development plans prioritize port connectivity improvements to unlock regional growth potential.

For prediction market participants, Chittagong's macroeconomic significance means port activity data serves as a high-frequency indicator of Bangladesh's economic health. Monthly container throughput provides more timely signals than quarterly GDP reports, enabling traders to position ahead of official economic statistics. Contracts structured around port activity effectively capture views on Bangladesh's export competitiveness, manufacturing sector health, and trade balance dynamics.

Trading Port Signals and Market Structures

Chittagong Port generates actionable trading signals across multiple dimensions, offering opportunities for binary markets (threshold-based outcomes), scalar markets (range-based outcomes), and spread trades (relative value comparisons).

Binary Market Structures

Monthly Container Vessel Calls:

Settlement uses IMF PortWatch monthly container vessel count data, with binary YES/NO outcomes determined by whether actual calls meet or exceed the threshold. Historical data shows monthly container vessel calls typically range 90-110 vessels during normal operations, with upside during peak export seasons and downside during monsoon or disruption periods.

Quarterly Container TEU Throughput:

Settlement uses Chittagong Port Authority official quarterly TEU statistics (summing three months), published with typical 15-30 day lag. Traders should specify calendar quarter (Q1 = Jan-Mar) versus fiscal quarter (Q1 = Jul-Sep) to avoid settlement ambiguity, as CPA reports both calendar and fiscal year data.

Annual Growth Thresholds:

Scalar Market Structures

Quarterly TEU Throughput Ranges:

Scalar markets with multiple outcome buckets capture the full distribution of possible quarterly TEU outcomes, with winning bucket determined by actual throughput:

Q3 buckets are shifted lower to account for monsoon season impacts, while Q2 and Q4 reflect peak export seasons. Bucket boundaries should be adjusted based on updated historical data and growth trends, with approximately 15-25% probability per bucket under neutral assumptions creating balanced initial pricing.

Annual Total Cargo (All Vessel Types):

While less correlated to garment exports specifically, total cargo throughput across all vessel types provides broader economic exposure:

Settlement uses CPA's annual total cargo statistics combining containers, bulk, tanker, and general cargo volumes. The 2024 baseline of 123 million tonnes (+3.1% growth) provides calibration for bucket ranges.

Spread Trades and Relative Value

Chittagong vs Chennai Container Growth:

Capture the relative performance of Bangladesh versus India's southeastern manufacturing and export gateway. Structure as difference in year-over-year TEU growth rates:

This spread reflects comparative competitiveness between Bangladesh and Tamil Nadu garment and textile sectors, currency movements (BDT vs INR), and policy factors affecting each country's export industries.

Chittagong vs Colombo Correlation:

Colombo serves as the primary transshipment hub for Bangladesh exports, making feeder connectivity critical. Analyze the correlation between Chittagong export container volumes and Colombo transshipment activity, with disruptions at Colombo potentially affecting Bangladesh export reliability.

Chittagong vs Nhava Sheva (JNPT) Container Share:

Compare Bangladesh's gateway to India's largest container port, capturing the relative trajectory of each country's containerized trade growth. Bangladesh's faster GDP growth (6-7% annually) versus India's 6-8% growth creates potential for evolving market share dynamics.

Correlation Factors and Leading Indicators

Traders analyzing Chittagong port activity should monitor several correlated data series:

Bangladesh RMG Export Values (Monthly): Published by BGMEA with typical 2-3 week lag after month-end, provides most direct correlation to container volumes. Correlation coefficient typically +0.75 to +0.85 with 0-1 month lag between export value reporting and container throughput impact.

Bangladesh Manufacturing PMI: When available, leads port activity by 1-2 months as order intake precedes production and shipment. PMI above 50 indicates expansion, supporting rising container expectations.

Global Apparel Import Data: U.S. and EU import statistics for apparel from Bangladesh (published monthly by USITC and Eurostat) provide demand-side validation, though with 1-2 month reporting lag.

Cotton Prices: International cotton prices (ICE Futures) affect Bangladesh textile input costs and potentially impact export order volumes with 2-3 month lag as contracts adjust. Rising cotton prices can compress margins for exporters or reduce order volumes if buyers resist price increases.

Freight Rates: Container shipping rates on Asia-Europe and Asia-U.S. routes affect Bangladesh export economics. Elevated freight rates compress exporter margins or increase delivered costs to buyers, potentially affecting order flow.

USD/BDT Exchange Rate: Taka depreciation improves export competitiveness, supporting volume growth. 5% currency movement typically correlates with 2-4% lagged export volume change over 1-2 quarters.

Bangladesh Political Stability: Hartals (general strikes), political protests, factory worker disputes, and regulatory changes directly impact operations. Traders should monitor local news sources and BGMEA announcements for operational disruption signals.

Risk Factors and Operational Challenges

Chittagong Port faces several structural and operational challenges that create trading risks and market volatility:

Congestion and Capacity Constraints

Despite handling 3.28 million TEUs in 2024, Chittagong operates near practical capacity limits during peak periods, leading to:

The 20% reduction in turnaround times since 2023 represents progress, but Chittagong's performance still lags regional leaders like Singapore, Colombo, and major Chinese ports where vessel turnaround occurs within 24-36 hours versus 3-5 days at Chittagong during normal operations.

Monsoon Season Disruptions

June through September monsoon season brings:

Traders should account for monsoon impacts when structuring positions on Q3 (Jul-Sep) container volumes or vessel calls, with expected activity 10-15% below Q2 or Q4 levels during normal years.

Infrastructure and Hinterland Connectivity

Road and rail infrastructure connecting Chittagong to Dhaka and manufacturing centers face constraints:

These constraints increase logistics costs for Bangladesh exporters and create potential for disruptions when specific route segments fail (bridge closures, landslides, accidents blocking highways).

Political and Social Stability

Bangladesh's political environment can affect port operations:

The 2024 period referenced in CPA data included political unrest and flooding, yet the port achieved record throughput, demonstrating operational resilience but also highlighting volatility risk.

Geopolitical and Regional Factors

Port-Specific Operational Risks

Economic Indicators and Macroeconomic Context

Chittagong Port's performance correlates with several macroeconomic indicators providing context for trading decisions:

Bangladesh GDP Growth: The country has sustained 6-7% annual GDP growth over recent years, providing a tailwind for trade volumes. Economic slowdowns would directly impact import demand and potentially export production.

RMG Sector Health: The $50 billion garment export industry's health depends on global demand, competitive positioning versus Vietnam and other rivals, labor costs, and buyer sourcing decisions. Any structural shift in global apparel sourcing patterns would materially impact Chittagong container volumes.

Foreign Exchange Reserves: Bangladesh's forex reserves enable import financing and currency stability. Reserve declines can force import restrictions or currency depreciation, affecting trade flows.

Inflation and Interest Rates: Domestic inflation affects input costs for manufacturers, while interest rate policies influence economic activity levels and credit availability for businesses.

Investment Flows: Foreign direct investment (FDI) in Bangladesh's manufacturing sector supports capacity expansion and export growth. FDI trends in textiles, apparel, and supporting industries provide leading indicators for future port activity.

Global Economic Conditions: Bangladesh's export-oriented economy depends on consumer demand in the EU, USA, and other major markets. Recessions or economic slowdowns in these markets directly affect RMG order volumes and Chittagong export activity.

Competitive Dynamics: Bangladesh competes with Vietnam, India, Pakistan, Cambodia, and other apparel exporters. Shifts in buyer sourcing patterns, trade agreements (GSP access, FTAs), or competitive advantages affect Bangladesh's market share and port volumes.

Data Sources and Market Settlement Considerations

Traders structuring prediction markets on Chittagong Port activity must carefully define data sources and settlement terms to ensure objective, verifiable outcomes:

Primary Data Sources

Chittagong Port Authority (CPA): Official source for container TEU statistics, total cargo tonnes, vessel call counts, and operational metrics. Published on cpa.gov.bd with typical 15-30 day lag after period end. CPA reports both calendar year (January-December) and fiscal year (July-June) statistics, requiring clear specification in market terms.

IMF PortWatch: Satellite-based vessel tracking providing near-real-time data on vessel calls by type. Accessed at portwatch.imf.org, with methodological documentation available. PortWatch data may differ from CPA official statistics due to tracking methodology differences (satellite observation vs port records), requiring traders to specify which source governs settlement.

Bangladesh Garment Manufacturers and Exporters Association (BGMEA): Monthly RMG export statistics published at bgmea.com.bd, providing correlated trade flow data. BGMEA reports export values in USD, typically within 2-3 weeks after month-end.

Bangladesh Bureau of Statistics: Economic indicators including GDP, trade balance, manufacturing indices. Published periodically with longer lags than port-specific data.

Settlement Term Specifications

Markets should clearly define:

Data Access and Verification

CPA Website: cpa.gov.bd hosts statistics in Bengali and English, with dedicated pages for container handling statistics and cargo statistics. Traders should verify data accessibility and format before launching markets.

PortWatch API: IMF PortWatch provides data access through web interface and API, with documentation at portwatch.imf.org. Satellite-based vessel tracking updates continuously, allowing for near-real-time position visibility.

BGMEA Publications: Monthly export statistics are published on bgmea.com.bd under trade statistics sections, with historical data archives available.

Third-Party Validation: Shipping industry publications (Lloyd's List, Maritime Gateway, Container News) report on Chittagong performance and can provide secondary validation of official statistics.

Infrastructure Development and Future Capacity

Several infrastructure projects will impact Chittagong's future capacity and efficiency:

Asian Development Bank Chattogram-Dohazari Railway Project: Approved October 2025, this rail infrastructure investment aims to improve cargo evacuation from the port to manufacturing centers, reducing road congestion and improving supply chain reliability. Rail mode share increases would reduce truck traffic, lower logistics costs, and potentially enable higher port throughput by reducing bottlenecks.

Container Terminal Expansions: Private sector operators including Saif Powertec and TK Group continue to invest in terminal capacity, equipment, and technology. Gantry crane additions, yard expansion, and automation initiatives aim to increase annual capacity toward 4-5 million TEUs over the medium term.

Bay Terminal Project: Long-discussed plans for a deep-water container terminal at Matarbari or other Bay of Bengal locations would provide capacity for larger vessels and reduce constraints at the existing Chittagong facilities. This project faces funding and timeline uncertainties but represents potential transformational capacity addition.

New Mooring Container Terminal (NMT): Recent expansions at existing berths and channel deepening enable larger vessel accommodation, though still below the mega-ship sizes (18,000+ TEU vessels) serving major transpacific and Asia-Europe trades.

Digital and Customs Modernization: Electronic documentation systems, single-window clearance initiatives, and customs automation aim to reduce processing times and dwell. These "soft infrastructure" improvements can yield significant efficiency gains without major capital expenditure.

Traders should monitor infrastructure project progress, as capacity additions would enable higher throughput ceilings and potentially reduce congestion-related volatility in port operations.

Competitive Positioning and Regional Context

Chittagong's competitive position among South Asian ports reflects Bangladesh's economic position and trade structure:

Versus Colombo (Sri Lanka): Colombo operates as a major transshipment hub (7+ million TEUs) serving regional feeder traffic including Bangladesh. Chittagong depends on Colombo connectivity for mainline vessel access to Europe and North America, making Colombo's operational reliability critical for Bangladesh supply chains. Colombo's political and economic stability challenges in recent years have created periodic concerns about regional transshipment capacity.

Versus Chennai (India): Chennai handles approximately 1.8 million TEUs serving Tamil Nadu's manufacturing base, comparable in scale to Chittagong. Both ports serve apparel and textile industries, creating competitive dynamics between Indian and Bangladesh exporters. Chennai benefits from better infrastructure and deeper channels allowing larger vessels, but Chittagong serves a more concentrated export sector (RMG-dominant vs diversified).

Versus Nhava Sheva/JNPT (India): India's largest container port (5+ million TEUs) serves the Mumbai hinterland and India's western manufacturing corridor. Nhava Sheva's scale dwarfs Chittagong, but serves fundamentally different markets. Trade between India and Bangladesh flows through both ports, with containerized trade via sea routes and overland corridors.

Versus Karachi (Pakistan): Karachi handles 3+ million TEUs serving Pakistan's primary import gateway. Like Chittagong, Karachi faces congestion challenges and infrastructure constraints. Pakistan's textile sector competes with Bangladesh for global market share, making relative port performance a proxy for competitive dynamics.

Versus Yangon (Myanmar): Myanmar's primary port handles substantially lower volumes than Chittagong, with Myanmar's garment sector much smaller than Bangladesh's despite lower labor costs. Political instability in Myanmar has constrained development while Bangladesh has maintained relative stability supporting industrial growth.

Regional Transshipment Hubs: Singapore (37+ million TEUs) and Colombo dominate South Asian transshipment, with Port Klang (Malaysia, 13+ million TEUs) also serving regional feeder networks. Bangladesh's deep integration into these hub-and-spoke networks means regional hub capacity and pricing affect Chittagong's effective connectivity.

Frequently Asked Questions

What vessel traffic does Chittagong Port handle?

Chittagong Port handled 2,314 vessel calls according to IMF PortWatch data (accessed October 2024), with 1,222 container vessels (52.8%), 441 tankers (19.1%), 319 general cargo vessels (13.8%), 307 dry bulk vessels (13.3%), and 24 RoRo vessels (1.0%). The port achieved record container throughput of 3.28 million TEUs in calendar year 2024.

How can traders use Chittagong port data?

Traders can structure binary markets on monthly container vessel calls above/below 100 vessels or scalar markets on quarterly TEU throughput ranges (750K-850K TEUs per quarter). Chittagong container traffic correlates strongly with Bangladesh RMG export volumes, manufacturing PMI, and garment order indices, making it a leading indicator for South Asian textile supply chains.

What percentage of Bangladesh trade flows through Chittagong?

Chittagong Port handles approximately 90% of Bangladesh's international trade by value, with nearly 99% of the country's container trade passing through the port. The remaining container traffic flows through Mongla Port, while Chittagong dominates as the primary gateway for the country's $50 billion garment export industry.

What makes Chittagong container-dominant compared to other South Asian ports?

Chittagong exhibits the highest container percentage (52.8%) among South Asian ports tracked by IMF PortWatch, reflecting Bangladesh's specialization in containerized garment exports. Chennai shows 36.2% containers, Nhava Sheva 41.7%, and Karachi 38.4%, while Chittagong's container focus directly supports the ready-made garment sector that contributes 11-13% of Bangladesh GDP.

How do garment exports correlate with Chittagong port activity?

Bangladesh RMG exports ($50 billion in 2024, +8.3% year-over-year) drive Chittagong's container throughput, with over 65% of textile export volume transiting the port. Container handling grew 7.42% in 2024 alongside garment export growth, showing correlation coefficients typically above +0.75 between monthly container TEUs and apparel export values reported by BGMEA.

What are the primary risk factors for Chittagong port operations?

Chittagong faces chronic congestion challenges with average vessel turnaround times historically exceeding regional peers, monsoon season disruptions from June to September causing delays, infrastructure capacity constraints despite recent improvements, and geopolitical risks related to Myanmar border tensions and regional political instability affecting trade flows.

Which commodities move through Chittagong Port?

Chittagong handles containerized garments and textiles (dominant export), petroleum products via 441 annual tanker calls, raw cotton and textile inputs for domestic manufacturing, bulk cargo including fertilizers and agricultural inputs, consumer goods imports, and general cargo supporting Bangladesh's industrial corridors.

How can traders structure spread positions using Chittagong data?

Traders can establish relative value positions by comparing Chittagong container growth versus Chennai or Colombo (South Asian textile hub spread), Chittagong TEU throughput versus Nhava Sheva (Bangladesh-India trade divergence), or Chittagong vessel calls versus Singapore (regional transshipment correlation), capturing differential growth rates in South Asian manufacturing.

What infrastructure developments impact Chittagong capacity?

The Asian Development Bank's Chattogram-Dohazari Railway Project (approved October 2025) will improve hinterland connectivity, while container terminal expansions by Saif Powertec and TK Group operators increase berth capacity. The port reduced turnaround times by 20% since 2023, though congestion remains a constraint requiring ongoing infrastructure investment.

How does Chittagong compare to regional competitor ports?

Chittagong handled 3.28 million TEUs in 2024 compared to Chennai's approximately 1.8 million TEUs, Colombo's 7+ million TEUs (major transshipment hub), and Nhava Sheva's 5+ million TEUs (India's largest). Chittagong's container specialization (52.8% of traffic) exceeds regional peers, reflecting Bangladesh's garment export focus versus diversified cargo profiles elsewhere.

What are optimal contract structures for Chittagong markets?

Binary markets work well for monthly container vessel thresholds (≥95 calls, ≥105 calls) or quarterly TEU milestones (≥800K, ≥850K). Scalar markets suit quarterly throughput ranges given seasonal patterns (monsoon impacts Q3). Settlement should use Chittagong Port Authority official monthly statistics with 15-day lag for data publication.

How do political events impact Chittagong port operations?

Political unrest in Bangladesh directly affects port operations, with 2024 data showing resilience despite domestic challenges including flooding and protests. Strikes, hartals (general strikes), and regulatory changes can cause temporary disruptions. Traders should monitor BGMEA announcements and government policy shifts affecting export-oriented industries.

What seasonal patterns affect Chittagong container traffic?

Chittagong experiences reduced activity during monsoon season (June-September) with weather-related delays, peak garment export seasons before Western retail cycles (spring shipments January-March, fall shipments July-September), and Ramadan/Eid periods affecting domestic labor availability and operational tempo at factories and terminals.

How do container dwell times at Chittagong affect market signals?

Extended container dwell times indicate port congestion and supply chain stress, leading indicators for rising freight costs and potential export delays. Chittagong's historical congestion means dwell time increases above 5-7 days signal capacity constraints, potentially compressing RMG export volumes and affecting Bangladesh trade balance metrics.

What role do feeder services play in Chittagong connectivity?

Chittagong relies heavily on feeder services connecting to major transshipment hubs in Colombo and Singapore, as the port has limited direct mainline calls to Europe and North America. Feeder vessel frequency and capacity determine effective connectivity for Bangladesh garment exports, making regional hub port conditions relevant to Chittagong market analysis.

How can traders access Chittagong port data for market settlement?

Chittagong Port Authority publishes monthly container handling statistics and cargo statistics on cpa.gov.bd, typically with 15-30 day publication lag. IMF PortWatch provides vessel call data updated continuously via satellite tracking. BGMEA releases monthly RMG export data providing correlated trade flow indicators.

What are the key differences between calendar year and fiscal year data for Chittagong?

Chittagong reports both calendar year (January-December) and fiscal year (July-June) statistics, creating potential settlement ambiguity. Calendar year 2024 showed 3.28 million TEUs while FY 2024-25 showed 3.30 million TEUs due to different measurement periods. Markets should clearly specify calendar versus fiscal year terms to avoid resolution disputes.

How do import volumes at Chittagong compare to export flows?

While Bangladesh runs a trade deficit overall, Chittagong's container traffic is export-dominated due to high-value garment shipments in containers versus bulk imports (petroleum, raw materials, grains). Container import-to-export ratios typically favor exports 40:60 or 35:65, with empty container repositioning being a significant operational factor.

What labor factors influence Chittagong operational capacity?

Bangladesh's garment sector employs 5 million workers (55% women), making labor availability and conditions critical to export volumes. Port labor disputes, factory worker protests over wages or conditions, and broader political movements affecting workforce participation directly impact cargo generation and processing capacity at Chittagong terminals.

How do currency movements affect Chittagong-linked trade positions?

Bangladesh Taka (BDT) depreciation improves garment export competitiveness, potentially increasing container volumes at Chittagong, while strengthening BDT can compress export orders. Traders should monitor USD/BDT exchange rates alongside port data, as currency movements of 5%+ typically correlate with lagged export volume changes of 2-4% over subsequent quarters.

Sources

Disclaimer

This content is for informational purposes only and does not constitute investment advice, financial advice, trading advice, or recommendations. Ballast Markets is a predictive analytics platform, not a registered investment advisor or broker-dealer. Maritime trade, port operations, garment industry cycles, and prediction markets involve substantial risk of loss and are not suitable for all participants. Port traffic data is subject to reporting delays, AIS tracking limitations, and revisions. Past vessel call patterns and cargo volumes do not guarantee future results. Users should conduct independent research and consult qualified financial advisors before making trading decisions. Market-implied probabilities and correlation statistics are estimates based on historical data and may not reflect actual future outcomes. Chittagong port operations are subject to Bay of Bengal monsoon conditions, weather disruptions, garment industry cycles, political stability risks, port congestion, infrastructure capacity constraints, and feeder route dependencies that can materially impact throughput. Bangladesh RMG export correlation (+0.75 to +0.85) and manufacturing PMI correlation represent historical relationships and may weaken during economic dislocations or industry structural changes. Container specialization (52.8% of traffic) faces risks from global apparel sourcing pattern shifts and competitive pressures from Vietnam, Cambodia, and other low-cost producers. No warranty is made regarding the accuracy, completeness, or timeliness of port statistics or trading signals presented.