Bangladesh is rushing to revamp its overstretched air freight infrastructure, exposing long-standing vulnerabilities in a sector vital to the country’s economy.
The abrupt suspension, enforced by Indian authorities on April 8, severed a crucial logistics lifeline for Bangladesh’s booming ready-made garment (RMG) industry — a sector that accounted for over 80% of the nation’s export earnings in 2024. Previously, exporters relied on land transport through the Benapole-Petrapole border and air shipments via Kolkata and Delhi to fast-track deliveries to global markets, particularly Europe. This route became indispensable during the pandemic and continued to ease pressure off Dhaka’s overburdened Hazrat Shahjalal International Airport (HSIA). Industry insiders estimate that up to 600 tonnes of garments — nearly 18% of Bangladesh’s weekly air freight — were rerouted through Indian airports before the embargo. This stopgap route not only offered quicker delivery timelines but also shaved significant logistics costs, saving exporters up to 60 cents per kilogram, even after accounting for overland transport.
In response, the Civil Aviation Authority of Bangladesh (CAAB) and Biman Bangladesh Airlines have initiated emergency measures. These include deploying additional manpower, slashing exorbitant ground handling charges, and accelerating cargo operations at secondary airports in Sylhet and Chattogram. The urgency is compounded by exporters’ longstanding frustration with HSIA’s creaking infrastructure. Despite a declared capacity of 300 tonnes, the airport routinely processes more than 800 tonnes daily — often without proper handling facilities. Frequent cargo delays, mismanagement, and exposure to environmental damage have pushed global buyers to seek reliability elsewhere. CAAB Chairman Md Monjur Kabir Bhuiyan confirmed that HSIA’s third terminal, slated for launch by year-end, is poised to transform the cargo landscape. With modern scanning systems, temperature-controlled facilities, and 36,000 square metres of floor space, it is expected to triple the airport’s freight handling capacity to 546,000 tonnes annually. Until then, authorities are doubling down on short-term capacity enhancement — including fast-tracking customs clearance and deploying 400 new ground handlers to back Biman’s existing crew.
Meanwhile, Sylhet’s Osmani International Airport is gearing up for its first full-fledged cargo operation on April 27, when Galistair Aviation’s Airbus A330-300 is scheduled to carry 60 tonnes of garments to Spain. Chattogram is next in line, adding redundancy to a previously centralised freight system. Yet, deeper concerns persist. Exporters point to the cost disparity in ground handling charges — Dhaka levies nearly 29 cents per kg, compared to five cents at Delhi — as a critical disincentive. The government is now forming a task force led by the Ministry of Civil Aviation and Tourism to review and rationalise these tariffs, signalling a shift towards a more export-friendly ecosystem.
This cargo crisis has underscored the urgent need for sustainable, decentralised logistics infrastructure in Bangladesh. While the third terminal at HSIA promises a futuristic facelift, sector stakeholders are pushing for long-term structural reforms that embrace eco-efficient technology, equitable access, and climate-resilient logistics. As the RMG sector hangs in the balance, Bangladesh finds itself at a crossroads — caught between legacy inefficiencies and a rare opportunity to leapfrog into a more sustainable, globally competitive air logistics model. Whether this crisis will serve as the turning point the industry desperately needs remains to be seen, but the stakes for the economy and its workforce could not be higher.
Air Cargo Shakeup Puts Bangladesh on Edge
