The proposal to establish a direct road connection from Chattogram, Bangladesh, through Myanmar to Kunming, the capital of China’s Yunnan Province, has once again come into focus. The proposed road corridor, spanning approximately 1,200 kilometres, could significantly reduce the time and cost of transporting goods between Bangladesh and southwestern China if it is eventually implemented. However, the route is not yet an operational road link; rather, it remains an important regional connectivity proposal under discussion between Bangladesh and China.
On September 27, a high-level delegation from China’s Yunnan Province held a meeting at Bangladesh’s Ministry of Commerce in Dhaka. During the meeting, Commerce Minister Khandaker Abdul Muktadir proposed developing an effective road network of approximately 1,200 kilometres connecting Chattogram with Kunming through Myanmar. The Chinese delegation was led by Zhao Junmin, Executive Vice Governor of Yunnan Province. According to information from the ministry, such a road connection could potentially enable goods to travel between the two regions within approximately 24 hours.
Such a connectivity initiative could be particularly significant for Bangladesh’s ready-made garment (RMG) industry. China is one of Bangladesh’s major sources of imports and supplies a wide range of industrial inputs, including cotton, yarn, fabrics, synthetic fibres, machinery and other manufacturing materials. Bangladesh’s total imports from China were worth approximately $22.81 billion in 2025. However, it would not be accurate to describe the entire amount as raw materials for the garment industry.
According to a 2025 report by the United States Department of Agriculture (USDA), Bangladesh imported approximately $1.13 billion worth of certain categories of fabrics between January and July of that year, with around 56 percent coming from China. Therefore, if a fast, reliable and secure land route is established, it could have a positive impact on the supply chains of the garment industry and other manufacturing sectors. However, the proposed 24-hour transportation time should not yet be regarded as a confirmed transit time. It represents a potential timeframe if the proposed corridor becomes operational.
Another important aspect of the initiative is access to the Yunnan market. The Bangladeshi government sees significant potential for increasing exports to the province, which has a population of around 46.4 million. During the meeting, emphasis was reportedly placed on accelerating the establishment of proposed free-bonded warehouses, exhibition centres and customs facilities. Such infrastructure could create new market opportunities for Bangladeshi products, including leather and leather goods, jute and jute products, fish and agricultural commodities. Bilateral trade between Bangladesh and Yunnan reportedly exceeded 1.3 billion yuan in 2025.
However, the biggest practical challenge facing the proposed corridor is Myanmar’s political and security situation. Armed conflict continues in Rakhine State, which borders Bangladesh. In September 2026, a deadly airstrike was also reported in Kyauktaw in Rakhine State. The continuing conflict has created considerable uncertainty over the security of roads, transport routes and commercial corridors across Myanmar.
The situation has become even more complicated because the Arakan Army has established significant control over large parts of Rakhine, including areas close to Bangladesh’s border. Reports in 2026 have highlighted the group’s effective control over parts of Myanmar’s border areas. Under these circumstances, an agreement between Dhaka and Beijing alone would not be sufficient to make the corridor operational. Practical arrangements involving the relevant authorities, border-control actors and security structures in Myanmar would also be necessary.
Another important consideration is the existing infrastructure under the China–Myanmar Economic Corridor. Not all sections of the existing infrastructure are fully operational or functioning without disruption. Ongoing conflict has caused delays or interruptions to some major infrastructure projects in Myanmar. Therefore, the claim that the Chinese portion of the proposed route already has a fully completed expressway should not be presented as an established fact without further verification.
Nevertheless, in the long term, a Chattogram–Myanmar–Kunming road connection could become an important alternative route for regional trade. It could complement existing sea-based supply chains with an overland transportation option and potentially strengthen Chattogram Port’s role within a broader regional logistics network. China has also expressed interest in developing Chattogram Port as a regional commercial and logistics hub.
For Bangladesh, however, implementation of the corridor would require careful consideration of security, economic returns, environmental impacts, border management, customs procedures, transit fees and the political risks associated with Myanmar. Reducing dependence on Singapore or any other single country should not be the sole objective. Instead, developing multiple safe, reliable and competitive trade routes would be more important for Bangladesh’s long-term supply-chain resilience.
Therefore, although the Chattogram–Kunming corridor has considerable economic potential, it has not yet reached the implementation stage. Its future will depend largely on the security situation in Myanmar, control of the relevant border areas and broader regional diplomatic arrangements. If successfully implemented, the corridor could open a new land-based trade gateway for Bangladesh. Before moving forward, however, a thorough assessment of security, economic viability and regional geopolitical risks would be essential, followed by a carefully phased implementation process.