• Short lead time.
• Diversified product portfolio.
• Highly experienced long-term employees and dedicated workforce.
• Technically sound personnel across top management.
• Well-spaced factory floors with maximum cleanliness, adequate cooling, and emergency exit routes.
• Power, and necessary utilities available around the clock, with our own substation and generator facilities in the event of power failures.
• 100% compliant with all applicable laws, regulations or statuses regarding health, building safety, fire and environmental concerns.

JBDSL Insfrustructure 

• Office Building
• Electric Substation
• CNC & Shot-blasting Plants
• Shipbuilding Halls
• Workshop
• Bonded Warehouse
• Fabrication Yard
• Slipways with Gantry Crane
• Staff Accommodation
• NDT Room
• Crawler Crane
• Forklift
• Branding Machine
• Water Blasting

Health and safety

The shipyard contains a PHCC (Primary Health Care Center), which was created in coordination with the GIZ and the Bangladesh Ministry of Health and Family Welfare. In this free of charge facility, shipyard workers are given tests for their hearing, their lungs, and total physical checkups. This facility is always available for use, and workers can receive aid and treatment whenever, and as fast as necessary. The government Health Ministry provides a nurse in addition to the doctor and paramedics that are provided by the shipyard. This facility is also accessible to the local community, where more than 1,000 people, including many of the workers and their families, live. Importantly, the workers and other personnel are given precautionary equipment when on the yard grounds.

Code of Conduct

Japan Bangladesh Dockyard & shipbuilders is committed to fostering a sustainable manufacturing environment, in which the highest ethical standards are maintained across our supply chain. We adhere, and expect our suppliers to undertake best practices in our industry that tackles various human rights and environmental challenges.

• Japan Bangladesh Dockyard & shipbuilders have a zero tolerance policy for exploitation and abusive conditions. Our “Supplier Code of Conduct” defines our minimum expectations. We expect our suppliers to act responsibly and ensure that no exploitative, abusive or illegal conditions exist at their workplace.
• Japan Bangladesh Dockyard & shipbuilders will only conduct business with suppliers who have agreed to the policy of JBDS. which they will be subject to regular inspection, evaluation and communication to ensure their adherence to the code of conduct.
• Wages & Benefits: Wages must sufficiently meet workers’ basic needs with some discretionary income. Throughout our supply chain, workers must be paid at least the minimum wage as well as benefits specified by the local law.
• Work Hours: No employee shall be required to work beyond the limit of regularand overtime work hours allowed by law, except under extraordinary business circumstances. Every employee is entitled to at least one day off within a seven day period.
• Legal & Ethical Practices: Worker rights’ must be held at the highest order throughout the supply chain, and our partners must fully comply with all applicable local and international laws and regulations.

Cost analysis of export ship manufacture Additional financial cost of ship manufacture in Bangladesh is about 14 to 20% (Bank Interest 5 to 8% + Bank Guarantee 8 to 12% + L/C Commission 4 to 6% + other charges 1%) higher than the other competing countries like China, Korea, Japan, India, Vietnam etc. Again tax on imported shipbuilding machineries and components enhances the costing to a further extent. On the other hand, India has only 10% financing cost and a 30% cash subsidy and is altogether about 30-40% ahead in ship building business of Bangladesh. So, only low labour cost can not promote survival of Bangladesh in the shipbuilding industry. Again, at present Bangladeshi component manufacturers and shipyards can manufacture 50% of the total material, machineries and equipments for the local inland and coastal vessels built in Bangladesh and the rest can be procured either from foreign market or second hand market at Bhitiary. This proportion for an international classed vessel to be built in Bangladesh is at present 10-15%, which if properly ventured by experienced foreign manufacturer can be taken to 45%. Share of the local contribution for export quality ship built by the Bangladeshi shipyards is about 40% of total ships’ cost.

Global shipbuilding share in million DWT by nations,

Global trend of shipbuilding industry In the past, shipbuilding industry of the East enjoyed superiority. But after World War I, America gets superiority in the industry. However, after World War II shipbuilding becomes a European industry in which Britain took the lead between 1960s and 1980s. This is followed by Japan (1960s to 1980s). Japan established herself as number one shipbuilding nation by manufacturing oil carriers for the world. Then South Korea took the lead. Therefore the world shipbuilding market is moving toward the East. Now rapid growth in market share is observed in China where labor costs playing a vital role. The other emerging forces are Vietnam and India. Now India ranked as fifth largest shipbuilding nation in the world. Thus, shipbuilding has shifted from Europe to Asia, where the single most driving force behind this phenomenon is cheep labour cost.

Demand of global shipbuilding Shipyards in Japan, China, Korea, India, Singapore and Vietnam are booked up to 2012 with minor exception as some yards have been affected by the cancellation of orders due to economic recession. Presently the demand for new shipbuilding has superseded the capacity of the shipyards. However, traditional market leaders of world shipbuilding industry are over-booked primarily for construction of large ships. So the ships’ buyers/ entrepreneurs are in search of new, suitable and reliable markets in Vietnam, Bangladesh, India, Brazil, Pakistan, Turkey, etc. As a result shipbuilding capacities are rapidly expanding in Asian Countries. It is estimated that shipbuilding demand increases 5% annually and number of shipyards is not increasing. Again new regulations of International Maritime Organization (IMO) have made it almost impossible to have the older ships upgraded and thus have to be replaced by new ships. Presently world turnover and movement of goods has been increased manifold in the last few years. As a result, demand of ship and shipbuilding activities have been increased manifold.

Prospect of Bangladeshi shipbuilding As per World Trade Organization (WTO), global shipbuilding market size is US$ 1,600 billion. If only 1% market share can be captured by Bangladesh, it will be worth US$ 16 billion. If we can grab 1% of the global order for only small ships market the amount will be worth US$ 4 billion. Two leading local shipyards, Ananda and Western Marine have bagged orders to make 41 small vessels worth about US$ 0.6 billion mainly from European buyers. Again, by next five year the world will need more than 10000 vessels, mostly small to medium sized and all single hull tanker will be replaced by double hull as per IMO rules. So small and medium shipbuilding market is flourishing and future of Bangladeshi shipbuilding is brightening day by day. Bangladesh is suitable for small and medium combine cargo vessel, multipurpose vessel and oil tanker up to 15000 DWT and some extend to 25000 DWT, However it predicts that small cargo and containership market will also be feasible for Bangladesh in coming years.

Global recession and position of Bangladesh It is nice to mention that the market of small-ships and vessels of various types is remaining unaffected by on going global recession. Recession has caused a drop in demand for large vessels. Global giant shipbuilders cannot capitalize on this new market demand, as their projects will prove to be unfeasible because of the high overhead costs they already bearded. So far Bangladesh does not face any blow like cancellation of orders.

Expert views that orders for small ships have gone up because of the global financial crisis; so demand for small vessels will continue and activities of Bangladeshi shipyard will remain on. It is good time for us to prepare for the future with the help of government so that local shipyards can receive orders after recovery from current recession.

Forecast of local and global shipbuilding in gross tonnages  It may be said that in the next 5 years shipbuilding capacity of Bangladesh and world will be 0.44 and 52.5 million gross tonnages respectively. So Bangladesh is going to achieve the capacity of 0.84% of global shipbuilding share within 2025. Forecast of local and global shipbuilding in gross tonnages It may be said that in the year of 2025 shipbuilding capacity of Bangladesh and world will be 0.44 and 52.5 million gross tonnages respectively. So Bangladesh is going to achieve the capacity of 0.84% of global shipbuilding share within 2025.