[🇧🇩] Intercity Highways, Rail links & Rural Infrastructure

[Saif]

https://thefinancialexpress.com.bd/editorial/no-further-hurdles-to-dee-completion

No further hurdles to DEE completion
FE
Published :
Oct 26, 2024 22:20
Updated :
Oct 26, 2024 22:20

The Dhaka Elevated Expressway (DEE) has had a troubled past as there had been numerous delays in completing every phase of the project. Needless to say, as it involved a steep learning curve for the government of the day and involved numerous issues ranging from land acquisition and operational problems amongst the multiple parties involved in the construction of this milestone project. Dhaka city has long been in need of an elevated expressway network as for more than a decade, traffic speeds have been crawling to single digit km per hour. Obviously, things needed to change as commerce boomed and the country needed fast track movement of cargo in and out of Dhaka city. It is with that vision in mind, DEE is being implemented.

The political turmoil notwithstanding, work on the final 25 per cent of the elevated expressway has been at a standstill since February, 2024 for reasons that are entirely legal in nature. The whole project is worth US$1.2 billion and the Thai company had been in conflict with the other two Chinese contractors that were implementing the project together. On October 20, the Singapore International Arbitration Centre (SIAC) discharged the status quo on share transfer of ITD authority to the Chinese firms and now it is hoped that work can resume without further delay. It is interesting to note that the contract had originally been awarded to Italian-Thailand Development Public Limited (ITD) way back in 2011 and now the year is 2024. This crucial project had been plodding on for more than a decade and the said company had, over the years, run short of funds and had been awarded several time extensions and cost overruns. It speaks volumes of the way infrastructure development was done in the past and things continued to get more and more complicated with the entry of two Chinese companies into the deal.

The question that comes to mind is where were Bangladeshi authorities in all this? Why weren't steps taken when things went awry in terms of getting requisite funds by contracted companies delaying project implementation that ultimately ended up costing years in delay and cost revisions upward? There appeared to be little or no compunction on the part of the concerned authorities of the previous government to expedite the process. Rather, as with most of the mega-infrastructure projects undertaken in the past decade and a half, the modus operandi had been to award contracts to foreign companies and hope for the best. That is not how development is achieved, rather that is the perfect recipe for corruption to take place - at the cost of wastage of public money and years lost in implementation. As the High Court in Bangladesh finally cleared the case on September 01, 2024, the parties concerned went for international arbitration in Singapore and a verdict had been delivered in less than two months. The fault lies with the Bangladesh Bridges Authority (BBA) in its failure to take active measures against contractors who wasted precious time and resources to complete the project.

This experience should act as a case study for future development work undertaken by the current government to avoid the pitfalls in contracts management, and penalties and exit policies need to be carefully defined in public-private partnership contracts to avoid situations like this. Every single mega-project needs to be reviewed to find out what can be done to rectify signed contracts so that the country does not suffer undue headache because of a lack of professionalism on our part.​

 

[Bilal9]

Jamuna Bridge inaugural in planning stage - finishing touches underway.

 

[Bilal9]

Padma Bridge wins International Bridge Association's "Contribution to International Social Development" Award​

Date: November 22, 2024 【Font size: large, medium, small】

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　　Zurich, Switzerland: At 18:00 local time on November 12, the 2024 Awards Ceremony of the International Association for Bridge and Structural Engineering (IABSE) was held in Zurich, Switzerland.

The Padma Bridge in Bangladesh, which was surveyed and designed by China Railway Major Bridge Engineering Group Co., Ltd., constructed by China Railway Major Bridge Engineering Group Co., Ltd., and built by China Railway Shanqiao and China Railway Jiuqiao under China Railway Industry, won the "International Social Development Contribution" Award.

The Padma Bridge was completed and opened to traffic on June 25, 2022.

It is currently the largest bridge construction project in Bangladesh and the first steel truss bridge with a fully welded structure, ultra-thick plate, and dual-use road and rail using European standards.

The bridge spans the Padma River in Bangladesh. The main bridge is 6.15 kilometers long. The upper level is a two-way four-lane highway, and the lower level is a single-track railway.

After the completion and opening to traffic, the bridge ended the history of ferrying passengers and freight across the Padma River between the 21 southern districts of Bangladesh and the capital Dhaka, eastern and northern Bangladesh, and shortened the crossing time from more than 7 hours by ferry or detour to 10 minutes, benefiting nearly 80 million people in Bangladesh, improving regional connectivity, and promoting the economic development of Bangladesh and even South Asia.​

Project Description:
The main bridge of Padma Multipurpose Bridge has a length of 6150 meters, featuring an outstanding design with large-diameter steel raking pile composite foundation and epoxy-glued roadway deck - continuous steel truss composite structure. Its successful construction has increased national GDP and reduced poverty rate.

Judges Comments
With an overall length of over 6km, this long-awaited crossing provides an essential transportation and services link between the two previously disconnected parts of Bangladesh, separated by the huge Padma River. The double level steel truss with composite concrete deck slabs, carries rail on the lower level and a 4-lane highway on top. Very deep riverbend silt with excessive scour depths and the risk of liquefaction demanded an innovative approach for the large diameter raking steel piles with lengths up to 125m.

Structural Designer
AECOM

Location
Dhaka, Bangladesh

More images of Padma Bridge during construction below

 

[Bilal9]

Custom made piling hammer Made in Germany by Menck (largest ever made globally) since piles were driven deep into riverbed. MENCK's MHU 3500S hydraulic hammer, known as the "Gentle Giant," was used to drive the longest piles in the world for the Padma Bridge project in Bangladesh, reaching depths of up to 122 meters. This hammer is part of MENCK's extensive experience in providing specialized pile driving solutions for major construction projects. More here - https://rulethesite.com/the-challenges-the-story-of-padma-bridge/

 

[Bilal9]

Padma Bridge boasts a number of pioneering epochal record-breaking firsts

1. Steel piles were driven at a depth of 122 meters for the pillars of the Bridge. Piles have a radius of three meters. Number of piles are 7 to 9 per pillar.
2. Earthquake bearing wise - the capacity of ‘Fractional Pendulum Bearings’ used is 10,000 tons which is highest capacity globally. Padma Bridge can withstand a magnitude 9 earthquake.
3. A $1.10 billion contract was awarded to Chinese contractor Sinohydro Corporation for river training. This was necessary to tame river flow and resulting erosion on the banks.
4. Special chemicals and micro fine cement were used in piling fillers. These were specified by the bridge designer (AECOM - USA) for strength of piling and were sourced from Australia.
5. Menck piling hammer was used which was the world's largest hammer at the time. This several hundred ton item was supplied by air from Menck's HQ in Germany by air (using an AN-225 airplane, I saw the video), transferred to a special 24 axle logistics carrier at Dhaka airport and sent to Padma Bridge site via road.

 

[Saif]

Dhaka drowns every time it rains - here’s why

In Dhaka, rain comes as a call for chaos. Streets get submerged, water often invades homes in low-lying areas, and life in the capital slows to a frustrating crawl.

www.thedailystar.net

Dhaka drowns every time it rains - here’s why
Encroachment of waterways, failure of authorities, poor waste management key reasons, say experts

A portion of Rayerbazar canal, completely choked with garbage. Photo: Rashed Shumon

Once the lifelines of Dhaka, the city's canals are now mere shadows of their former selves—clogged with pollution, suffocated by encroachment, and neglected due to flawed urban planning. In this seven-part series, The Daily Star explores the current condition of the capital's canals, botched restoration attempts, and how the sorry state of these waterways is exacerbating the city's waterlogging woes. Together, these stories reveal what it will take to bring Dhaka's dying canals back to life. Here is the first part of the series:

In Dhaka, rain comes as a call for chaos. Streets get submerged, water often invades homes in low-lying areas, and life in the capital slows to a frustrating crawl.

The reason? Encroachments of canals, poor planning, and ignored solutions.

The capital's waterlogging crisis, which is the worst in 35 neighbourhoods, can largely be traced to the encroachment and narrowing of 11 crucial canals. These waterways, meant to drain the city, have instead been squeezed by unchecked urbanisation, becoming obstacles rather than lifelines.

A case in point is the 130mm rainfall on July 12, which inundated vast stretches of the capital. According to findings from the River and Delta Research Centre (RDRC), localities such as Pallabi, Shialbari, Rupnagar, and Eastern Housing face waterlogging due to significant narrowing of the Rupnagar Main Khal.

In Tolarbagh, Ahmednagar, and Paikpara, waterlogging stems from the complete encroachment of the Kalyanpur Main Khal behind Bangla College.

Mindless garbage dumping and illegal encroachments are killing the canals. The dying canals are exacerbating the capital’s waterlogging woes. Photo: Rashed Shumon

Similarly, Shewrapara, Kazipara, and Kafrul remain under water following rainfall as Ibrahimpur and Kalyanpur canals are now encroached on by 80 percent and 50 percent respectively.

Panthapath Box Culvert, largely blocked, causes frequent flooding in Kalabagan, Dhanmondi-27, Kathalbagan, Green Road, and Hatirpool. Meanwhile, the encroachment of Rayerbazar and Jirani canals -- around 80 percent of which are occupied -- leads to waterlogging in Hazaribagh, Nawabganj, Rayerbazar, West Dhanmondi, and Dhaka New Market.

Rampura and Badda endure waterlogging caused by the obstruction of natural water flow in Rampura Khal due to the Banasree Main Road.

Additionally, the low-lying areas from Banasree to Khilgaon Chowdhury Para have become reliant on inadequate storm drains after their natural drainage route through Banasree Canal was blocked.

Areas like Sutrapur, Wari, Nawabpur, Kazi Alauddin Road, Siddique Bazar, Narinda, and Tatibazar face waterlogging because the Dholai Khal, converted into a box culvert in 2007, is now 90 percent blocked.

Similarly, Jurain, Shyampur, and Rayerbagh grapple with the effects of the encroachment of Kadamtali and Manda canals, with Kadamtali 70 percent occupied and Manda clogged with garbage and polythene.

LOSS OF CANALS, POOR MAINTENANCE

A recent study by the River and Delta Research Centre (RDRC) revealed that canals and river channels in Dhaka once covered 565 hectares of land, according to the cadastral survey.

However, 55 percent of this area has now disappeared. Of the 307 hectares lost, 33.75 percent has been taken over by various structures, 18.92 percent by farmland, and 16.94 percent by streets. The remainder has either been filled in or turned into stagnant wetlands, the report stated.

Although Dhaka's two city corporations took charge of the drainage network, including canals, four years ago, experts argue that their failure to prepare a master plan has hampered progress.

Instead, the city corporations have installed drains on an ad-hoc basis, that have proven insufficient.

Besides, the 2016 Dhaka Drainage Master Plan prepared by Wasa has also been ignored.

The master plan had identified key issues such as: siltation and blockages in canals and drains, poor waste management, encroachment of flood plains and low-lying areas, indiscriminate land development, defective drainage structures and inadequate pumping and drainage facilities.

Despite two Dhaka city corporations spending Tk 262 crore over four years to install a combined 334.19km of drainage infrastructure, including box culverts and drains, the capital continues to face severe flooding during rains.

SOLID WASTE WORSENS DRAINAGE ISSUES

Poor solid and liquid waste management further aggravates the drainage crisis.

Dhaka city corporations said they collect only 60–70 percent of the city's waste, with the remainder often ending up in waterbodies and drains, causing blockages.

Moreover, Iqbal Habib, vice president of Bangladesh Poribesh Andolon (BAPA), emphasised the urgent need to address polythene usage, describing it as a "disaster" for drainage systems.

Furthermore, untreated sewage, which pollutes canals and waterbodies, creates conditions ripe for further encroachment.

Meanwhile, Dhaka Wasa was supposed to construct five treatment plants to manage sewerage under its master plan but has completed only one, in Dasher Kandi, so far.

CONCRETE JUNGLE, INCREASED RUNOFF

Rainwater percolation into the soil has drastically fallen in Dhaka due to urban sprawl.

The city, now dominated by concrete, sees 80 percent of rainwater flowing directly onto roads, overloading the drainage network.

In 1995, waterbodies made up 20.57 percent of Dhaka's central area, but by 2023, this figure had shrunk to just 2.9 percent, according to the Bangladesh Institute of Planners.

Green spaces have also diminished from 22 percent to 9 percent in the same period.

Dr Akter Mahmud, a member of the Bangladesh Institute of Planners' advisory council, stressed the importance of harvesting rainwater in public and private buildings in line with the Bangladesh National Building Code.

However, compliance with this requirement remains low.

ELEVATED ROADS: ANOTHER OBSTACLE

The indiscriminate elevation of roads over the years has exacerbated the waterlogging problem.

Dhaka's roads have been raised by over four feet in the last 15 years, rendering the levels of storm drains higher than those of houses and low-lying grounds, hindering water flow.

THE WAY FORWARD

To mitigate Dhaka's waterlogging, experts like Iqbal and Akter recommend the following: recovering and protecting canals, enhancing waste management, improving solid and liquid waste collection, enforcing strict policies against polythene use, rainwater harvesting and implementing the 2016 drainage master plan.

Without urgent intervention, Dhaka's waterlogging woes will only worsen, leaving its residents grappling with the aftermath of every downpour, experts added.​

 

[Saif]

Tk 3,000cr to be raised through sukuk for rural infrastructure

The government has decided to issue Tk 3,000 crore worth of sukuk, a Shariah-compliant bond, in March to fund the construction of bridges to connect rural roads.

www.thedailystar.net

Tk 3,000cr to be raised through sukuk for rural infrastructure

The government has decided to issue Tk 3,000 crore worth of sukuk, a Shariah-compliant bond, in March to fund the construction of bridges to connect rural roads.

This move aims to boost agricultural production and improve socio-economic conditions at the grassroots level.

A sukuk is an Islamic financial certificate, similar to a treasury bond, structured to generate returns in compliance with Islamic finance principles.

This will be the fifth sukuk issued by the government, which has moved to raise funds through the Shariah-based bonds at a time when overall tax receipts witnessed a downturn, making it more reliant on borrowing to finance public expenditure.

In the July-October period of FY25, the government's net domestic borrowing from the banking system and from non-banking sources rose to Tk 39,218 crore. It stood at just Tk 2,295 crore a year ago.

The central bank said the government has so far raised Tk 19,000 crore through sukuks to finance various projects since launching the bond by raising Tk 8,000 crore to implement a safe water supply project in December 2020.

The government will float the bond in March this year, the Bangladesh Bank said in a press release yesterday.

The central bank's disclosure comes a day after it hiked sukuk subscription opportunities for individuals, provident funds, and deposit insurance to 20 percent from the previous 5 percent to attract high-net-worth individuals.

The BB said 70 percent of the sukuk will be allocated to Shariah-based banks, finance companies, and insurance companies, down from the previous 85 percent.

Islamic branches and windows of conventional banks will be able to subscribe to 10 percent of the sukuk bond.

The BB said part of the money raised will be used for a Tk 6,500 crore project titled 'Construction of Important Bridges on Rural Roads', taken by the previous government at the beginning of 2017. The project is scheduled to close in June of 2026.

The funds raised will also be used for social development projects, the central bank said.

"This project aims to ensure the development of rural road communication systems, improving socio-economic conditions and increasing agricultural production in rural areas," the central bank said.

"The rural road communication is also enabling transportation of agricultural and non-agricultural products, reducing costs, and ensuring employment opportunities."

The BB added that all conventional banks, financial institutions, and insurance companies can participate in the auction, subject to conditions.

If the required subscription is not met in the three categories, the remaining sukuk will be proportionately allocated among them.

"Resident individual investors can invest in the sukuk through their own bank accounts. Non-resident individuals or institutional investors can invest through non-resident foreign currency accounts or non-resident taka accounts maintained in any bank operating in Bangladesh."

"Profits, sale proceeds, and principal received at maturity will be repatriable in foreign currency after deducting applicable fees and taxes," said the BB.

The government has plans to borrow Tk 160,900 crore from domestic sources in the current fiscal year out of its total borrowing plan of Tk 251,600 crore.​

 

[Bilal9]

China Spearheads Construction of Bangladesh’s Largest Metal Arch Bridge​

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This bridge, more than a physical structure, represents the synergy between China’s expertise and Bangladesh’s aspirations

The Kewatkhali Bridge in Mymensingh, Bangladesh, will be built by a group of Chinese & Bangladeshi engineering companies.The government has nearly finished the preliminary work on the largest steel-arch bridge in the nation, which will be built in Mymensingh, and physical construction is anticipated to begin in August. The Kewatkhali Bridge building supervision consultants have already been chosen by the project authorities, and an agreement has been signed yesterday with a consultancy consortium.

You can also read:​

As global partnerships reshape the landscape of development, China’s contributions to Bangladesh have been instrumental in propelling the nation forward. Over the years, Bangladesh has made significant strides in its journey towards development, with a particular highlight being the recent announcement of a China-led consortium taking on the monumental task of constructing the country’s largest steel arch bridge.

Bangladesh’s Evolution: A Journey of Development​

Bangladesh’s transformation from a developing nation to one of rapid growth is undeniable. The country has achieved significant milestones in areas such as education, healthcare, and economic diversification. Initiatives like the Digital Bangladesh program have propelled the nation into the digital era, fostering innovation and providing access to information for all citizens.

China’s Path to Contribution​

The relationship between China and Bangladesh has been built on a foundation of mutual respect and cooperation. China’s support has encompassed various sectors, including infrastructure, trade, and technology transfer. Projects like the Padma Bridge and the Payra Power Plant underscore China’s role as a strategic partner in Bangladesh’s development journey. These initiatives have demonstrated China’s commitment to aiding Bangladesh’s progress and enhancing its connectivity within the region.

China’s support has proved to be a great strength for Bangladesh. The two countries’ bilateral agreements have fostered collaboration in multiple domains, enabling technology transfer, skill development, and knowledge sharing. China’s expertise in infrastructure development, exemplified by projects such as the Belt and Road Initiative (BRI), resonates with Bangladesh’s aspirations for enhanced connectivity and growth.

China-Led Consortium’s Bold Endeavor​

Amidst these achievements, the recent announcement of a China-led consortium taking on the task of constructing Bangladesh’s largest steel arch bridge marks a pivotal moment in the nation’s history. Kewatkhali Bridge to be located in Mymensingh, is poised to be an engineering marvel, significantly improving communication networks and contributing to economic progress.

According to Project Director Noor E-Alam of Spectra Engineers, Bangladesh, a contract with the consortium, commanded by China State Construction Engineering Corporation, will be signed next month.The proposal for the physical works has already received approval from the cabinet procurement body, and they will start in October after the contractor has mobilized the necessary resources, he continued.

The construction package for the bridge, which is based on the Sydney Harbour Bridge, has been agreed to for Tk2,138 crore. The project, which is expected to cost Tk3,263.63 crore, was approved by the executive board of the national economic committee (Ecnec) in August 2021. Funds of Tk1,909.80 crore would be provided by the Asian Infrastructure Investment Bank, with the government contributing the remaining funds. The construction of a 1.1 km bridge, comprising a 320 m metal arch bridge across the Brahmaputra River at Kewatkhali in Mymensingh, is the project’s primary component.

According to an AIIB document, the project’s goal is to remove the cross-river barrier between Mymensingh & Shambhuganj on the Dhaka-Mymensingh-India highway in order to relieve congestion and enhance mobility and connectivity. By redirecting traffic away from the city’s center region through the construction of the Kewatkhali Bridge over the Brahmaputra River, the project is anticipated to lessen traffic congestion in Mymensingh City, according to the statement. This project will also include the construction of a bridge, three overpasses (two railway bridges and one road overpass), and a 6.20-kilometer, four-lane highway with business lanes on both sides. The project is scheduled for June 2025 closing date.

Why is it needed?​

The Kewatkhali Bridge holds the promise of enhancing communication networks within Bangladesh. By spanning across the Old Brahmaputra River in Mymensingh, the bridge will connect previously isolated regions, opening up new avenues for trade, travel, and cultural exchange. The improved accessibility will not only boost local economies but also stimulate the growth of industries and businesses along its route.

This route is used by travelers from the districts of Mymensingh, Netrokona, Sherpur, Jamalpur, and Kishoreganj to get to Dhaka. The capacity of a two-lane bridge completed in 1991 at Shambhuganj over the Brahmaputra is severely insufficient to satisfy the rising traffic demand, according to experts of the Highways and Transportation Department.

As a result, they claimed, the bridge is anticipated to improve the lives and livelihoods of people in the Mymensingh division and its surrounding areas by growing the Mymensingh City Corporation, decreasing traffic, and improving regional trade and communication.

The Dhaka-Mymensingh-India line corridor, regarded as strategically significant for both global and local connections, will include the Kewatkhali Bridge, according to a paper prepared by the AIIB to support the loan proposal.

The bridge will make it easier for commodities to go to and from three land ports along the northeast Indian frontier in Mymensingh Division: Nakugaon Land Port in Sherpur region, Gobrakura Land Port,&Haluaghat Land Port in Mymensingh.

The Multi-Faceted Impact of the Kewatkhali Bridge​

The impact of the Kewatkhali Bridge will extend beyond economic growth. It will be a lifeline for local communities, connecting them to essential services, educational institutions, and healthcare facilities. This connectivity will improve the overall quality of life by reducing travel time and increasing access to resources. Moreover, the bridge’s strategic location will enable easier transportation of agricultural produce, empowering farmers and driving agricultural development.

China-Bangladesh Relationship: A Shared Vision​

The bridge project symbolizes the enduring relationship between China and Bangladesh. Beyond the infrastructural development, this collaboration highlights a shared vision for progress and prosperity. The two nations’ joint commitment to sustainable development and mutual growth underscores the depth of their friendship.

As the China-led consortium embarks on constructing Bangladesh’s largest steel arch bridge, the nation stands at the threshold of a promising future. This bridge, more than a physical structure, represents the synergy between China’s expertise and Bangladesh’s aspirations. It is a testament to the power of international collaboration and the belief that development knows no boundaries. As the Kewatkhali Bridge takes shape, it will not only strengthen the physical infrastructure of Bangladesh but also forge stronger bonds between nations, fostering a world where progress and partnership go hand in hand.