Former minister for communications Syed Abul Hossain described the Padma Multipurpose Bridge Project as the symbol of national capacity, pillar of self-confidence and economic corridor of a prosperous Bangladesh, voicing great satisfaction over the progress in its implementation.
With the installation of the 41st span of the 6.15 kilometre bridge, both sides of the river are now connected. Dhaka’s transportation time with 21 south-western districts will reduce by 2 to 4 hours, while easy communication with the capital will boost business and trade.
Hossain believes the bridge will have huge impact on the economy of the country. International trade with India, Nepal and Bhutan will increase and tourism opportunities will grow, while employment will increase in many ways, he observed. Here are the details of the interview.
1. The Padma Multipurpose Bridge Project was initiated when you were the Communications Minister. Now the bridge is nearing completion. How do you feel?
SAH: I am feeling greatly happy and proud. I was the communications minister during the preparatory phase of the bridge project. I completed the preparatory works for construction of the bridge in just three years and carried forward the works in quick time targeting 2013 as the year for commencing operation of the bridge. I ensured transparency, honesty and accountability in each work and each phase of the bridge construction. But some motivated news reports published in a section of newspaper, conspiracies at the local and international level and World Bank’s participation in the conspiracy obstructed the implementation of the bridge project. Although I was not involved in any irregularity, I resigned as the minister voluntarily to pave the way for implementation of the bridge. The Prime Minister didn’t ask me to resign. The WB refrained from financing the project even after my resignation. This proved that the WB was part of the conspiracy.
Now that the construction of the bridge is close to completion setting aside all the obstacles and conspiracies at local and international levels, it’s a matter of great pleasure and pride for us. With the installation of the 41st span of the 6.15 kilometre bridge, both sides of the river are now connected. The Padma bridge is now a symbol of national capacity, pillar of self-confidence and economic corridor of a prosperous Bangladesh. Conspiracies at local and international levels and false allegations only delayed its implementation. Bangladesh was thus deprived of its expected development for this period.
2. What benefit would The Padma Bridge accrue to the economy? What sectors would receive the most benefits?
SAH: The Padma Multipurpose Bridge will have a great impact on the economy. Travel time between the capital Dhaka and 21 South-Western districts of the country would be shortened by 2 to 4 hours. A direct communication with the capital city would expand trade and commerce along those peripheral districts. Raw materials would easily be available. New factories and industries will be set up. Investment in those region will increase. The farm sector will be benefitted. As because of the bridge, the entire communication infrastructure would be integrated. The South-Western region of the country will come under the Trans-Asian Highway Network (N-8) and it will be linked with the Trans-Asian Railway communication systems. Bangladesh will get more commerce from India, Nepal and Bhutan markets. Our tourism would be boosted. More people will be employed in the economy.
This bridge will contribute to the South-Western region’s GDP by about 2 percent and that that of national GDP by about one percent, respectively. A study done in 2010 has reflected the outcomes of the Padma Bridge. It said that the Cost-Benefit Ratio (BCR) of the project would be 1.70 percent and that the Economic Internal Rate of Return (EIRR) would be 18 percent, respectively. The BCR would stand at around 2.10 percent after the bridge is constructed. So, it turns out that the bridge will be immensely beneficial to the economy of Bangladesh. It will play a landmark role in the country’s economic progress, GDP expansion, and social advancements, making the country a prosperous one.
3. Do you think the Padma Bridge would slow down the migration from the South-Western part of Bangladesh toward the capital city?
SAH: I believe so…that the bridge would slow down the migration rate toward the capital city. It will even create job opportunities for the people of other districts as well. The South-West zone of Bangladesh is an underdeveloped area. Some of the districts have higher rates of poverty stricken people. This region lacks apparel and other industries. As a result, idle people come to the capital city for employment purposes. Therefore, the labour-force mobility of this region is comparatively high. The Paira Seaport has opened up economic opportunities for the residents of this region. The thermal Power Plant of Kalapara and natural gas of Bhola would be the engine of development for this region. And, the construction of the Padma Bridge would accelerate the process of industrialization of this region and expand tourism industry, here. The entrepreneurs have already started doing investment across the zone. The bridge has been creating a great deal of employment generation in the region. Employment will grow more after the completion of the bridge. The poverty of this region would be alleviated by 1.90 percent per year and that unemployed people would get jobs. It will contribute to the GDP. As a result, nobody would need to migrate to the capital Dhaka. Moreover, this region will attract many more skilled labour force. Many skilled and unskilled people will move to this region, eventually.
4. Implementation of the mega Padma Multipurpose Bridge project with the country’s own resources has boosted the confidence of the government, as well as, the nation. Do you see any such initiatives in the future without the supports by the major funding agencies?
SAH: It was not easy for us to take up such a mega project with our own financial resources. International donor agencies, including the World Bank, had cited false allegations of bribery and corruption involving the project and withdrew their funding. But, it turns out that the claim was untrue, false and conspiring. How come a corruption claim was made when no tender was floated, no experts were hired, no fund was released and no agreement was even signed! Who was to bribe whom and why? Our projection was to complete the construction of the Padma Bridge by 2013. To defer the works in time, the World Bank had connived with the home and international conspirators and raised a claim of corruption that was a figment of their minds. They even made fictitious stories involving me. Their false claim was meant for keeping the government away from citing its successes before the next national general election…it was a part of national and international conspiracy. However, Prime Minister Sheikh Hasina’sextreme farsightedness and prudent decision was to go ahead with constructing the Padma Bridge with self-finance, ignoring various local and international schemes. Building the bridge with our own fund was a great challenge! We have won the challenge. We have proved—despite of fund crises and inflicted pain—that we can do it! This challenge has enhanced our courage and self-esteem. It has raised our capabilities to channelize our own fund (toward a project). Executing Padma Multipurpose Bridge project with our own fund is an educating experience. Through these courage and experiences, we will be able to take some other mega projects for effective conceiving and implementations. Insaallah, Bangladesh will be accomplishing her expected economic progress and prosperous future taking Padma Bridge lessons.
5. The cost of the Padma Bridge Project was raised manifold since its inception. What are the reasons for such cost enhancements?
SAH: This is true that the implementation process of the Padma Bridge caused much hike in costs. There are so many reasons behind this. At the initial stage, changes in design was done. Then, new equipment was added to the construction fleet. The length of the bridge was extended by several hundred meters, later. The cost of river administration has been increased quite a lot. The cost of river administration of such a bridge project is not fundamentally included under the project-head. River administration is a separate issue. Here, the cost of river management has been incorporated into the bridge project, pushing the cost much high. And, during execution, the cost of the Padma river administration has been increased three times. In some instances, the work range has been expanded. Moreover, the cost of approach roads, cost of land requisition and the cost of rehabilitation of the affected people have gone up. And, again, depreciation of Taka has caused the cost to go up. Because, 50 percent of the expenses have to be paid in foreign currencies. Other than this, incompetence of the consultants, absence of a lump sum clause in agreements with the contractors, tardy decision making and lack of foresightfulnessalso attributed to hike in expenses. At first, the project cost of the Padma Bridge construction had been set at Tk 10,161 crore on 20th August of 2007 that was raised three times to more than Tk 30,000 crore.
Taking into account my business experiences, and after observing many constructed and under-construction bridges in the world, I would like to say that the Technical Committee had advised (us) to include some (safety) matters and make a double-deck bridge. I had proposed that the structural design would be such that the bridge could sustain a large magnitude earthquake. I had requested the Tech Committee to consult with Japanese experts as because they are able to design a high magnitude tremor resistant bridge. It is mentionable here that to earn some experiences, I had visited Hong Kong-Zhuhai-Macao Bridge. The 55-km bridge was under-construction of which 16-km was on the sea and 39-km underneath the sea. I visited it during its construction even after it was built. Now, the sustenance power of the Padma Bridge’s ‘Friction Pendulum Bearing’ stands at 10,000 tons which is the highest in the world. As a result, Padma Bridge is able to sustain magnitude 9 earthquake.
I had told the erstwhile Head of the Technical Committee, Jamilur Reza Choudhury, if they face any difficulty while piling— which is—if they could not find a solid ground, they should consider using concrete grouting system to turn the soft soil layer into a concrete layer. I had cited him examples of China to this regard. I shared with him my experiences of seeing some bridges and other projects in China and Hong Kong that had used this method. I had told him about three Gorges Dam Project on Yangtze River, Xiaolangdi Project on Yellow River, Baoshan Steel Inco., Shanghai, Metro Line Shanghai, Shanghai Plaza Project, Shanghai Out-Huangpur Tunnel, Shanghai-Hong Kong New World Plaza, Xiang’an Subsea Tunnel, Xiamen and Wicheng Road, Wuxi, China. I also had told him that even if a natural gas reserve is found, this piling method could be applied to make a solid foundation. I once came to know in detail about this in a Chinese Television programme.
I had met Padma Bridge’s design consultant firm Maunsell AECOM officials in Hong Kong while flying back from Seoul to discuss how to pile in a soft soil layer. The consultant had given a Chinese-born American citizen the task to design the Padma Multipurpose Bridge. They had given me the impression that since the Padma’s current is strong and turbulent and that the River changes her bed frequently, therefore, a separate treatment of the bridge construction may be required. The Padma River’s main characteristic is sudden movement of her riverbed, abundance of alluvial soil layer and surprising erection of shoals. So, the consultant had hinted me of using a grouting mixed with some special chemicals while piling the riverbed. The Japanese Consultant in their design did not guess of facing such a situation where they could be confronted with a soft soil layer underneath the river.
I had advised beforehand the Technical Committee Head of Bangladesh Prof. Jamilur Reza Choudhury to keep in mind a Clause of considering steps if a soft soil layer or natural gas is found. A concrete grouting system could make soft soil layer into a concrete layer. Instead of going for a ‘variation’ type of agreement I had asked him for a ‘Lump sum provision’ in the agreement so that we could avoid any extra cost and time while constructing the bridge. However, Choudhury did not pay any heed to my request. Since I was not a civil engineer, I had advised the committee in view of experiences that I had gathered through visiting various bridges and other construction sites in the world. And, I was not able to insist upon the Technical Committee.
As I had thought, in the process of doing construction works of the bridge, they could not find a ‘‘hard soil’in the riverbed for constructing some pillars. The soil was soft-type, not suitable for piling. The Korean Supervising Consultant was not sure, until then, what to do in this situation. I have heard that the incumbent Padma Bridge contractor had proposed 8 piles instead of 6. But, the Korean Supervising Consultant had ignored the suggestion and passed almost four years in the name of doing research. At the end, they had to accept the idea hinted to me by Maunsell AECOM designer. The problem of soft soil layer was resolved by using 6 ranking steel tubular piles foundation plus one vertical pile in the centre with base grouting and shaft skin grouting. In this process concrete grouting mixed with chemical has been used in the steel pile skin. Had they accepted in the beginning the advices rendered by the Chinese contractor, the unwanted situation would not have arisen. The extra time would not have passed by. The length of the steel pile under a pillar and beneath the riverbed here is 122 meter (maximum). No bridges in the world until now have used so deep piling. Meanwhile, an agreement worth USD 110 crore ( $ 1.10 billion) has been made for the river training work. This was so far the biggest single tender in the world for such river training work. It is worth mentioning here that another reason for cost enhancement is appointing the incumbent contractor. The incumbent contractor was among the pre-qualified bidders that I had shortlisted. Only one bidder was disqualified as per the advices of the World Bank. But, they floated pre-qualification tender to select the Supervising Consultant. They could have dropped SNC-Lavalin and picked up anyone from the previous list. As a result of floating a pre-qualification tender anew, a not-up-to-the-mark Korean Consultant got the appointment. Had they not gone for a fresh tender process and rather selected the second lowest bidder Maunsell AECOM, they could have avoided such a (time-consuming) situation. Here, the authority has followed one principle while selecting the contractor and another policy for Supervising Consultant. Therefore, the time-lapse inceased further.
They took long time in research and finally applied 6 ranking steel tubular piles foundation plus one vertical pile in the centre with base grouting and shaft skin grouting and used concrete grouting mixed with chemical in the steel pile skin which is very similar to the process indicated by Maunsell AECOM. Maunsell AECOM had told me this during a meeting in Hongkong at the design stage . The (so-called) research not only took a 4-year toll, but also it enhanced project cost three times!
6. The maintenance cost of the Bangabandhu Setu was found to be too high for incorporating rail communications. How much the maintenance cost of the Padma Bridge would come around?
SAH: It is not true that incorporating train into the Bangabandhu Bridge on the Jamuna River has caused cost expansion. Bangabandhu Bridge is the first mega project in Bangladesh. It was commenced in 1998. Rail communications were incorporated later. It is not so that the maintenance of the Bangabandhu Bridge is too much. On the other hand, the length of the Padma Bridge is 6.15 kilometers. This is a large structure on the mighty current of the Padma River. It must have a maintenance cost. Considering a double-deck bridge, a higher maintenance cost here would be logical. (I think) the maintenance cost of the bridge would be lower than similar other projects in the world.
7. Finding a stable ground (bed rock) for setting up pillars of the bridge at the Mawa end was a challenge. How was the issue resolved?
SAH: After setting spans on three pillars, a stretch of 300 meters of the Padma Bridge became visible at the Mawa end of the project. But due a difference in the nature of riverbed layers, designs of 14 pillars could not be finalized. But, later, after repeated brainstorming and extending bridge’s cost and deadline, the problem of piling was resolved. Based on my own experiences, I had advised beforehand the Technical Committee Head of Bangladesh Prof. Jamilur Reza Choudhury to keep in mind a Clause of considering steps if a soft soil layer is found. Instead of going for a ‘variation’ type of agreement I had asked him for a ‘Lump sum provision’ in the agreement so that we could avoid any extra cost and time while constructing the bridge. However, Choudhury did not pay any heed to my request. Since I was not a civil engineer, I had advised the committee in view of experiences that I had gathered through visiting various bridges and other construction sites in the world. And, I was not able to insist upon the Technical Committee.
In the process of doing construction works of the bridge, they could not find a ‘bed rock’ in the riverbed for constructing 14 pillars. The soil was liquid-type, not suitable for piling. The Korean Supervising Consultant was not sure, until then, what to do in this situation. I have heard that the incumbent Padma Bridge contractor had proposed for 8 pilings instead of 6. But, the Korean Supervising Consultant had ignored the suggestion and passed almost four years in the name of doing research. In the end, they had to accept the hint given by Maunsell AECOM. The problem of soft soil layer was resolved after digging 7 pilings and using grouting and chemicals, adopting the Steel Pile Skin method. And, 14 pillars were constructed using concrete grouting method.
8. The World Bank’s withdrawal from the project strained the government’s relation with that multilateral donor agency. How is the relationship now?
SAH: This is correct that Bangladesh developed a complexity with the World Bank over financing the Padma Bridge Project. Keeping aside all (diplomatic) etiquettes, the WB became an accomplice to propagate conspiracy at local and international level against funding of the project. They made the situation volatile bringing up many excuses and allegations of corruption (over the ensuing Padma Bridge Project). Even, they lodged false allegation of committing corruption against me and questioned my honesty and responsibilities of my works. It was only the World Bank that behaved unjustly with Bangladesh. Other lending agencies were happy with my works over the matter of financing of the Padma Bridge project. It was later proved that the corruption allegations brought by the World Bank were absolute lies! The World Bank later realized their wrong-doing. Now, they are providing loans to various projects in Bangladesh.
9. Do you think tourism across South-West Bangladesh can be boosted after commissioning of the Padma Bridge?
SAH: Sure. The Padma Bridge would be the gateway of economic emancipation of the people of South-Western region This region would turn into the prime hub of tourism. The Kuakata sea beach, the Sunderbans, Paira Seaport, the famous 60-dome Mosque, the Shrine of Bangabandhu at Tungipara and beautiful, eye-soothing island of Bhola will be the main attractions for the tourists. Tourism will blossom along both the banks of the Padma River. The river based tourism will also flourish. Both of the banks would be another attraction for the holidaymakers. New tourism hubs, like that of in Singapore and Malaysia, would be established. The Padma Bridge will be a focal point for Bangladesh’s economy, centring the Padma Bridge project.
10. Why can’t we complete mega projects in time? What are your suggestions here?
SAH: This is noticeable that Bangladesh can’t complete mega projects in time. It is also noticeable that failure to construct the mega projects in time cause costs to go up. This may create opportunity for (some people for) committing corruption. We can take lessons from Singapore in this regard to come out of the curse of corruption. In Singapore, a contractor must pay 50 percent penalty if he/she cannot finish the project within the stipulated time. And, they must keep 30 percent (of the project cost) as performance guarantee. Because of such stringent rule and administration, the contractor feels a compulsion to get the job done in time. It is worth mentioning here that a contractor had to pay one billion dollar to the authority for failing to complete Marine Bay Sands Hotel in Singapore, in time. The set conditions in the tender documents made this thing to happen. We can upgrade performance guarantee from 20 percent to 50 percent in our country and make a provision of appointing a new contractor if the incumbent one fails to get the job done in the stipulated time. This will make a project accomplished in time and bring corruption to an end.