Three maritime accidents in a fortnight have raised urgent safety concerns at Chittagong Port, where surging vessel traffic is straining limited anchorage space and navigation infrastructure.
The incidents – two collisions and the grounding of a container ship due to steering failure – have highlighted risks posed by strong tidal currents, vessel traffic management, technical inspections, and procedural compliance.
Although no casualties or oil spills occurred, maritime stakeholders warn that repeated mishaps jeopardize the reputation of Bangladesh’s principal seaport while exposing shipowners to steep repair, salvage, and delay costs.
The latest accident occurred early on 15 August at Alpha Anchorage when the inbound bulk carrier MV Anassa made contact with the anchored MV Zahab Jahan during strong currents.
Just a day prior, the oil tanker MT Sea Spike, carrying roughly 33,000 tonnes of diesel, collided with the anchored bulk carrier MV Sunshine at the outer anchorage after strong currents compromised its control. Fortunately, its cargo tanks remained intact.
The string of accidents began on 3 August, when the 170-metre container vessel MV CNC Uranus suffered a steering gear failure upon entering the port channel. The vessel, carrying 1,282 TEUs of cargo and 24 crew members, struck Red Buoy No. 2 before running aground against a nearby wall.
Following the grounding, the Chittagong Port Authority fined the vessel’s master and shipping agent Tk 1.15 crore (including 15 per cent VAT) for allegedly concealing critical technical defects prior to entering the channel.
Traffic doubles, but capacity lags
Commercial vessel traffic at Chittagong Port has more than doubled over the past decade, soaring from around 2,000 ships annually to 4,336 vessel movements in the 2025-26 financial year, according to port data.
Maritime stakeholders warn that this rapid growth has not been matched by an adequate expansion of outer anchorage space or facilities for lighter vessels.
With container ships and bulk carriers each accounting for 45 per cent of arrivals, and tankers making up the remaining 10 per cent, waters are increasingly overcrowded.
The pressure is further compounded because roughly 80 per cent of bulk cargo is discharged via lighter vessels at the outer anchorage.
Captain Anam Chowdhury, president of the Bangladesh Merchant Marine Officers Association, noted that as a tidal port, Chattogram demands meticulous positioning and traffic management.
Allowing moving vessels to pass too close to anchored ships heightened collision risks, particularly during sudden engine failures or strong tidal drifts.
While international maritime practice mandates a safe separation of 0.75 to one nautical mile, spatial constraints force ships in some parts of the port to anchor just half a nautical mile apart. “This significantly increases the risk of collision if a vessel drags its anchor,” Captain Anam told TIMES of Bangladesh.
Technical checks and AIS concerns
Shipping professionals stress that steering gear, main engines, and other critical machinery must be rigorously tested before vessels enter the port channel.
Failing to maintain equipment, or concealing known technical defects, can rapidly escalate a routine mechanical issue into a major navigational disaster.
Anchoring procedures have similarly come under intense scrutiny. If an anchor fails to hold, fierce tidal currents can quickly sweep a vessel toward nearby ships, with limited under-keel clearance and narrow channels compounding the danger.
Industry stakeholders have also sounded the alarm over lighter vessels operating at the outer anchorage without Automatic Identification Systems (AIS).
Lacking AIS transponders, these smaller craft remain virtually invisible to large commercial ships, drastically increasing the risk of collision at night, in heavy rain, or during poor visibility.
CPA rejects claims of systemic failure
CPA Secretary Syed Refayet Hamim dismissed suggestions that the recent incidents reflected wider operational shortcomings, maintaining that the three accidents stemmed from distinct causes and should not be seen as evidence of a systemic breakdown in port traffic management.
“Each incident is different, and there are distinct reasons behind their occurrence,” he said. “There is no scope to explain the entire situation with a single common cause.”
Hamim added that no weaknesses in the traffic management system had been identified and emphasized that every incident was being thoroughly monitored. He further maintained that vessels were operating under established rules and guidelines, stating that the authority was unaware of any operational complications arising from overcrowding or limited anchorage space.
On the issue, Chattogram Port Member (Harbor and Marine) Commodore Ahamed Amin Abdullah said the recent incidents at the port were separate and unexpected. In some cases, technical faults with the vessels were initially identified, while in others, the ships reportedly could not be brought under control amid strong currents.
He said the port authority took prompt action in each incident, enabling the situations to be brought under control without any casualties or environmental pollution. Timely assistance from the Bangladesh Navy and Bangladesh Coast Guard also helped manage the incidents effectively.
“Currently, vessel operations at the port are completely normal,” he said.
Abdullah further assured that investigations are underway to determine the specific causes of the incidents. Based on the findings, the port authority will take all necessary measures to ensure safe navigation within the port.
Expansion plan to ease anchorage pressure
To relieve mounting congestion at the outer anchorage, the CPA has proposed extending the port’s jurisdiction from 62 to 72 nautical miles.
Under the proposal submitted to the Ministry of Shipping, Alpha Anchorage would be relocated slightly northward, incorporating the newly designated zone within the port boundary. Featuring an average depth of roughly seven metres, this new area is slated for development as a dedicated anchorage for lighter and coastal vessels.
The port’s footprint has grown significantly over the decades. Having covered just 5.5 nautical miles in 1971, Chittagong Port’s jurisdiction was expanded to seven nautical miles in 2007, before stretching to 62 nautical miles in 2019 to encompass the Matarbari deep-sea port project.
