Chattogram, Mongla or Matarbari: One Comparison for the Appointment Brief
Draft, cargo mix and current operational status side by side, plus a simple rule of thumb for choosing.
We've covered Chittagong, Mongla and Matarbari individually across this blog, but the question we actually get most from owners new to Bangladesh is simpler than any single port's restrictions: which one can my vessel even use? Here's the comparison in one place. Current coal-jetty or offshore-energy operations must be kept separate from future commercial-terminal design capacity; confirm the intended facility and the latest project or terminal instruction before fixing a call. Port choice depends on cargo, draft, receivers and current terminal constraints; verify before nomination.
Draft is the variable that decides everything
At Chattogram, permissible inward and berth draft varies by current Chattogram Port Authority notice, LOA, tide and berth. At Mongla, the river passage, berth, season and MPA movement order control the working draft. Matarbari's future commercial terminal has materially deeper design parameters, but those values are not current open-port limits. A comparison therefore needs the vessel, intended berth or facility and movement date, not one permanent draft number per port.
| Port | Jetty Draft | Container Capacity | Status |
|---|---|---|---|
| Chittagong | Current-call limit: authority notice, tide, LOA and berth specific; approximately 9.5 m is a planning reference only | ~2,500 TEU vessels / 3.4M TEU annual port volume | Established principal port |
| Mongla | ~7 m at jetty (more at anchorage) | Record ~22,000 TEU/yr and growing fast | Established river port; current berth and channel limits apply |
| Matarbari | Design information: up to approximately 18.5 m; not a current open-port limit | 8,000+ TEU vessels, up to 600k-1.1M TEU/yr initial | Power-project facility handles assigned calls; commercial terminal Phase 1 under construction with completion targeted for 2029 |
Cargo type matters as much as draft
Chittagong handles the broadest cargo mix by far, containers, breakbulk, project cargo, dry bulk, LNG-adjacent traffic, scrap for ship recycling, simply because it's the country's principal port and has the terminal diversity (GCB, CCT, NCT, PCT) to match. Mongla leans toward breakbulk, project cargo, vehicles, clinker and fertiliser, with container volume growing quickly but still a smaller share of overall throughput. Matarbari today is essentially a single-purpose coal-import facility for the adjacent power plant; its future role as a general commercial terminal doesn't exist operationally yet.
Cost and inland connectivity tip the balance further
For southwest-bound cargo, Mongla may reduce inland distance to Khulna and nearby industry, but vessel limits, berth, receiver and road or river delivery still decide the route. Chattogram remains the broadest established gateway for container and general cargo. Matarbari is not yet an ordinary-cargo alternative to those ports; the active coal-jetty call must be separated from the future commercial-terminal option.
The practical rule of thumb
For standard container or general cargo, compare Chattogram and Mongla against final destination, vessel limits, berth and receiver readiness. A vessel outside those current limits should not be fixed to Matarbari merely because the future design is deeper. The active exception is a vessel formally nominated and accepted for the existing power-plant coal-jetty operation.
Need Help Choosing the Right Port?
Send vessel name and IMO number, intended facility or jetty, cargo, LOA, arrival draft, ETA and terminal or receiver nomination. The duty desk will verify whether the request concerns an active facility, offshore operation or the developing commercial-port project before confirming scope.