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Made in Bangladesh

MT OMERA Princess - LPG Gas Carrier, completed by Radiant Marine and Shipbuilding.

Built at a cost of Tk. 30 crore (crore = 10,000,000) or USD3.75 Million.

Imported tanker would have cost anywhere from 60~70 crore (upwards of USD7.5 Million).

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:big_boss::big_boss::big_boss:

Exporting of Bicycles: A new window for Bangladesh’s economy



Bicycle exports are the single largest product export within Bangladesh’s engineering sector, contributing to about 7.5% of our engineering exports. Exports began around 1995 and have been growing gradually since then. Bangladesh’s bicycle exports are highly concentrated in three key markets: The UK (64%), Germany (14%), and Belgium (9%). The bicycle and bicycle parts export industry has emerged relatively recently in the industrial landscape of Bangladesh.

Investment opportunities emerged for capturing shares in the EU market after the imposition of anti-dumping duties (AD) on Chinese exporters. The first AD measures were imposed in 1993 -- after continuous lobbying from the European Bicycle Manufacturers Association, the EU imposed antidumping duties of 30.8% on bicycles made in China. This duty provided an opportunity for existing producers and new investors in other countries to enter the lucrative bicycle market of the EU (estimated at $7bn in 2011). Potential linkages with the rest of the economy are potentially substantial in this sector, given the nature of the product as an assembly of a large number of parts.

The bicycle manufacturing sector in Bangladesh is split in two distinct supply chains: Modern export-oriented OEM (original equipment manufacturer) manufacturers, and the small-scale cottage bicycle and bicycle parts industry catering exclusively to the local market. These two supply chains operate independently with extremely limited interactions and linkages between the two, owing to differences in market demands. There are no suppliers in Bangladesh that occupy the middle part of the supply chain, consisting of specialised parts and component manufacturers, local suppliers cannot produce parts and components of the quality required for export-oriented OEMs.

Suppliers of bicycle parts and components in Bangladesh historically have been exclusively oriented towards the local market, where quality requirements and standards have been low. Local producers of parts and components have few incentives to make significant quality improvements to their products geared solely to export market demands.

There are strong incentives for small firms to be exclusively oriented towards the local market. Bangladesh has a cottage industry of small-scale bicycle assemblers, parts manufacturers, and retailers, with beginnings dating to the 1970s. This cottage industry remains under-studied, and statistical information is extremely limited. Nevertheless, an estimated 1,500–2,000 people work in the Bongshal market in businesses directly related to bicycle assembly, component manufacturing, and retailing. Firms are small (typically, up to 10 employees), have extremely old machinery (in many cases over 30 years old), and are limited in their ability to graduate out of the low-quality segment of the market.

Typically, many small firms combine parts manufacturing with bicycle assembly and retailing of “complete knock down” (CKD) and/or “semi knock down” (SKD) kits imported from China and India. The strong incentive for firms to focus on the domestic market comes from low tariffs on inputs and high tariffs on output (56%), creating effective protection rates that average 219% for the domestic market. Suppliers of bicycle parts and components have been exclusively oriented towards the local market, where quality requirements and standards have been low. Local producers of parts and components have few incentives to make significant quality improvements to their products geared solely to export market demands.

Alongside the local cottage bicycle industry, foreign direct investment was critical to the emergence of the bicycle export sector. Malaysian investors were the first to seize the EU market opportunity by establishing the first bicycle exporting firm in Bangladesh in 1995. A domestic trading group, Meghna, was the next firm to enter the bicycle export manufacturing industry. Meghna’s founders had been involved in bicycle and parts trading in the 1960s, manufacturing bicycle spokes in the 1970s and doing bicycle assembly for the local market in the 1980s.

After diversifying and becoming a highly successful trading conglomerate, the Meghna Group grew to become the largest bicycle and bicycle parts manufacturer in the country. It now has two factories dedicated to the export market, two factories dedicated to bicycle manufacturing for the local market, and five bicycle components factories. The third and last market entrant in the bicycle exporting industry is German Bangla Bicycles, established in 2009 as a joint venture between a German bicycle manufacturing firm (Panther) and a Bangladeshi company (Powertrade Engineering) whose major business interests are in heavy manufacturing (telecom towers, electrical grid infrastructure, and so forth). Like the other two firms, German Bangla is an OEM, but by and large only for European brands.

The share of labour costs in the production of a bicycle is quite low across all manufacturing stages in Bangladesh. The share of labour costs is about 10% at the frame assembly stage, 13% at the wheel assembly stage, and 2% at the final bicycle assembly stage. When all stages of production are included, direct labour costs associated with producing a bicycle in Bangladesh range from $3–$5 per bicycle, depending on capacity utilisation at any given time and on production location. 63 Bicycle manufacturing across all stages, including frame and wheel manufacturing and assembly, is relatively capital intensive.

As a consequence, bicycle manufacturing can be, and is, successful in countries with relatively higher labour costs than Bangladesh. In China, for example, the average monthly payroll per employee in the transport equipment industry (including bicycles) is $500. In Taiwan, the average monthly payroll in the industry is $1,300. Notwithstanding these comparatively high labor costs, producers in these countries are market leaders in the bicycle industry: China is the world leader in bicycle exports in general, and Taiwan is among the leaders in medium-to-high end bicycles.

Prospects of by-cycle export

The lack of a local base of suppliers of quality parts and components has significant implications. First, OEMs that do not have deep enough pockets for investing in additional parts and components manufacturing must source parts in foreign markets. Currently, two of the three Bangladeshi OEMs import parts worth 60-75% of their ex-works bicycles’ export value. Interviews suggest that these producers will likely increase foreign content of parts and components in the future to the maximum allowed by EU rules of origin (RoO).

Second, OEMs that are strong financially, like Meghna, have made significant investments in parts and components manufacturing. For bicycles sold locally, Meghna’s share of own parts and components is estimated at 80%, and for exported bicycles, up to 45%. This, combined with the issue of scale economies in parts’ manufacture, probably limit opportunities for independent suppliers of export-quality parts and component suppliers to emerge. In modern bicycle production, scale economies and precision engineering are clearly important, and this has allowed China and even higher wage countries to remain competitive in different segments of the bicycle market. In Bangladesh, the modern export firms have vertically integrated to partially overcome the lack of a modern parts supplying industry, but rely on imports for the bulk of their parts’ needs. This approach has meant that their export prices are 10-20% higher than China’s export prices.

The third implication stemming from foreign sourcing of export-quality parts is a negative impact on lead times. For example, Bangladeshi exporters’ lead times to the UK market are estimated to be 30–50% longer compared to Chinese exporters. It is estimated that the bulk of the lead time gap arises from the Bangladeshi firms’ need to source a large part of parts and components from abroad, which can take up to a month after all the required paperwork and shipping. Chinese exporters can rely on a vast local supplier base that enables them to source parts and components within a few days.

Finally, Bangladeshi OEMs’ competitiveness across all stages of bicycle production also often suffers from unnecessary bureaucratic practices. Giving up all our personal interest we should seize and properly utilise our opportunities so that our exporters can smoothly export their bicycle products abroad. If we can do this, certainly it will add further income to our export lead products which can further stimulate and increase a share of our economy and can make our economic performance more strong and resilient.

- See more at: Exporting of Bicycles: A new window for Bangladesh’s economy | Dhaka Tribune
 
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this is much needed for Bangladesh in recent times, excellent job

Anyone can cook with LP Gas, but only Mehzabeen can cook for 15 people using half a tank :-)

LP Gas cylinder use maybe limited only outside of Titas Gas Network....


Omera's Mongla Tank-Charging Facility


A dozen 3500 DWT Bulkers being readied at one go - at Khan Brothers Shipbuilding

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Proton Preve to be assembled in Bangladesh – Report
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Proton has reportedly signed an agreement to assemble its cars in Bangladesh, according to reports by Bangladeshi media. Local conglomerate PHP Group aims to build 1,200 sedans a year initially when production kicks off on December 16, and plans to also produce parts and components in the future.

The joint venture will be manufacturing the Proton Preve, which will be badged in Bangladesh as the Proton PHP. It will be available with the 1.6 litre Campro Turbo engine and in manual and automatic variants.

PHP Group’s vice chairman Mohammed Mohsin Chowdhury pegs the pricing to be similar to reconditioned Japanese vehicles – which are very popular in Bangladesh – in order to entice the nation’s burgeoning middle class. He adds that the company would bear all repair expenses if technical issues are encountered within the first 25,000 km.

The plant is currently being built on 30 acres of land in Anwara Upazila, Chittagong at a cost of Tk 400 crore (RM190 million), and is expected to employ upwards of 200 people, including 50 automotive engineers.


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“More employment will be created when we begin making parts and components such as tyres, wheels, dashboards, air conditioners, radiators and more,” Chowdhury said.

The joint venture was signed at Proton’s Centre Of Excellence (COE) last week by CEO Datuk Abdul Harith Abdullah and PHP director Mohammed Iqbal Hossain Chowdhury, while Proton chairman Tun Mahathir Mohammed and PHP family chairman Sufi Mohammed Mizanur Rahman were also present.

Proton will be the second company to assemble their cars locally in Bangladesh – Mitsubishi has also been building the Pajero Sport there since 2011, but it is said to be priced beyond the reach of the middle class.

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The render below is for a mini luxury cruise ship to be built locally. There are very detailed plans (for each floor) that I have seen personally that confirms the viability of this project. If true - then this will be a trailblazer for luxury passenger carrier projects built here - especially in terms of modern features and sophistication. For those not familiar to shipbuilding - the front shows bow -thrusters on the bottom (two holes) which helps the ship move sideways and can berth and unberth without help from tugboats. Also present are fin stabilizers in the rear bottom which helps yaw and pitch stabilization during rough seas.

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Envoy Textiles - a world-class Rope-dying Denim producer in Bangladesh

Mahmud Group - vertically integrated Denim Manufacturer & Supplier in Bangladesh



Bangladesh Denim Expo 2014
 
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Bengal Electric is a heavy electrical and heavy-lift contractor in Bangladesh. They have designed and setup most of the larger power-stations in Bangladesh.

Often times they design, fabricate and use their own one-off equipment.

Here's a 600 tonnes capacity barge-mounted heavy-lift crane they used for unloading and erecting heavy (200 tonnes) power-station components.

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Inland Container vessel for trans-shipment of containers from CTG to DAC.

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3475 DWT Inland Container vessel for trans-shipment of containers from CTG to DAC.
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