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UNIVERSITY OF DHAKA
DEPARTMENT OF ACCOUNTING & INFORMATION SYSTEMS
MBA Program
PROJECT PAPER
ON
CONSTRUCTION OF A BRIDGE
SUBMITTED TO
Md. Abdul Hakim
Professor
Accounting & Information Systems
University of Dhaka
SUBMITTED BY
Alokananda Bhowmik
Id. No. : BBA-15061 (MBA 353)
Section: B
Batch: 15th
DATE OF SUBMISSION: 11th September, 2013
Executive Summary
Tongi which marks the northern border of Dhaka has a population of 350,000. It is also
economically important as it features BSCIC industrial area and an EPZ is situated nearby in
Savar. The area also connects Dhaka and areas of greater Mymensingh, Bogra and Sylhet. The
river Turag has surrounded the city and the project is on constructing a bridge on this river.
Over population has made it quite difficult to use the current bridge without any hassle. It is
evident that within some years the Tongi bridge would not be able to accommodate the increased
number of vehicles. So, construction of a new bridge is a need of time. It is assumed that Second
Tongi bridge will be able to handle the increased vehicle and will facilitate efficient
communication in Tongi and its vicinity.
JICA, a major development partner of Bangladesh, will co-finance the bridge. The bridge will
rapport our relation with Japan as well. However, Bangladesh is expected to repay the loan
before the designated time. And calculations show positive differences between the benefit of the
bridge and its cost.
The report contains several chapters. In the introduction, the background, overview of project,
methodologies and the limitations of the studies has been given. Project description part of the
report will cover every pros and cons of the project. Project Analysis chapter contains economic,
financial, social and environmental aspects of the project. A summary of the project also has
been added. Calculations of different projections and results have been given at the end of the
paper in relevant annexure.
TABLE OF CONTENTS
CHAPTERS TOPICS PAGE Project Summary i Logical Framework of the Project iii STB: Project Time Scheduling iv Feasibility Analysis v Chapter 1 Introduction
1.1 Background of the Study 1 1.2 The Second Tongi Bridge Project 2 1.3 Study Content & Methodological
Approach 3
1.4 Limitations 4 Chapter 2 Project Description
2.1 Project Component 5 2.2 Technical Solution Retained &
Other Alternatives 7
2.3 Project Cost & Financial Arrangements
9
2.4 Project Target Areas & Beneficiaries
11
2.5 Participatory Process for Project Design & Implementation
12
2.6 Repayment of Loan 13 Chapter 3 Project Analysis
3.1 Economic Analysis 14 3.2 Financial Analysis 17 3.3 Social & Environmental Analysis 23
Chapter 4 Implementation 4.1 Implementation arrangements 25 4.2 Procurement 26 4.3 Loan Disbursement 26 4.4 Monitoring 27 4.5 Risk Factors 27 4.6 Strengthening 7 Sustaining
Foreign Relationship 27
SWOT Analysis 28 Conclusion 29 ANNEXURE A Calculation of Cost & Benefit ANNEXURE B Loan Repayment Schedule
ACRONYMS
BCR: Benefit Cost Ratio
E: Equipment
ECNEC: Executive Committee of National Economic Council
ERD: Economic Relations Division
FC: Follow-up
GA: Grand Aid
GOB: Government of Bangladesh
IMED: Implementation Monitoring & Evaluation Division
JICA: Japan International Cooperation Agency
MIRR: Modified Internal Rate of Return
PD: Project Director
PMT: Project Management Team
PO: Project Office
R&H: Roads and Highways
SCBA: Social Cost Benefit Analysis
STB: Second Tongi Bridge.
TCP: Technical Cooperation Project
YLP: Yen Loan Project
Project Summary
1. The Second Tongi Bridge is a JICA- Bangladesh project situated on the northern end of Dhaka in Tongi over the river Turag. The project scope includes constructing a four lane bridge with link roads and paths for passers-by. It can be regarded as the complementary for the existing Tongi bridge. Expected outcome includes-
Reducing traffic congestion in the busy city roads of Dhaka, Tongi and in the way to Mymensingh
Transportation of industrial products and raw-materials between industrial belt of Gazipur and Mymensingh with air and sea-port.
Reduced time-based transport and trade- cost. Save bridge user time and vehicle maintenance cost.
2. Need assessment There is one existing bridge over the river Turag which is used for vehicle passing. Another foot – bridge is also there which is used mainly during the Ijtema. The Ijtema bridge is lower and very near to the wetland.
3. Financing structure of the proposed bridge is as follows:
Sources BDT (in million)
% Total Cost Instrument
JICA 900 90 Loan GOB 100 10 (Self Finance) 1,000 100
Details of loan structure: Loan Currency Taka Loan amount (at 2014) 900 million Interest type Not applicable Interest rate spread Not applicable Tenor 10 years Cost of Capital 10 percent
4. Main Milestones Expected:
Concept note approval January, 2014
Project approval by ECNEC February, 2014 Loan signature April,2014
Loan disbursement May, 2014
Bridge Construction May, 2015
Bridge Completion September, 2017
Repayment 2018 to 2027
5. Financial Analysis Calculated value Acceptance Criteria BCR 1.42 greater than 1 MIRR 12.90% greater than cost of capital The project showed positive result in both cases.
Logical Framework
Planned Date of Project Completion: September, 2017
Narrative Summary Objectively Identifiable Indicators (ODI)
Means of Verification (MOV)
Risk / Mitigation Factors
Impact -To Improve in the existing traffic system over the river Turag -To save user time -To save vehicle maintenance cost -To facilitate better trade
-Decreased traffic jam in the Dhaka-Tongi-Mymensingh road -Decrease transport cost for industries -Save in user time and their vehicle maintenance cost.
Risks Political & institutional risk from Intergovernmental difference Mitigation Open dialog between relevant parties and adherence to protocol
Outputs -900 ft long and 40 ft wide bridge over the river Turag on the western side of the current Tongi bridge -50 ft wide link roads of 300 ft length on the both sides of the main bridge
- Audited annual report of the project -IMED R&H & -JICA officials
Risks -Procurement delay - Cost overrun -Delays in compensation payment and community settlement Mitigation -Apply adequate contingencies -Closer monitoring -Effective project management
Inputs Components - Tk. 90 million forwarded by JICA -Tk. 10 million provided by the GOB (total Tk. 100 million)
1.Civil works comprising (i) construction of 900ft long , 40 ft wide bridge (ii)construction of bridge access/link roads 2.Consultancy services including design review, construction supervision, technical and financial audits 3.Technical assistance for capacity building for asset management 4.Procurement of necessary equipment 5. Establishment of project office 6. Complementary cross cutting components such as relocation and compensation of the inhabitants of the bridge site
Key
Activ
ities
Feasibility Analysis
We can study the feasibility analysis by analyzing the “with project’ and “without project”
scenarios.
With Project Scenarios
With the construction of the new bridge, we will have the following outcomes or impact on the
areas around the bridge.
(1) Traffic problem will be solved significantly. As a result lots of time spent on the current
Tongi bridge or around it will be saved. Besides vehicle maintenance cost incurred by
these users can also be saved.
(2) The area of operation of the bridge is an area of high industrialization. Traffic congestion
hampers free flow of trade raw-materials and out-put from the factories to their
destination. The new bridge will help in this regard.
(3) The Dhaka-Mymensingh high way is reconstructed into a new four lane highway. The
bridge will connect Dhaka- Tongi to area of greater Mymensingh. Better communication
towards Bogra, Narsingdhi and Sylhet will be ensured by the bridge.
(4) The foot-bridge, constructed especially for the Ijtema will be replaced by the new bridge.
As a result, one bridge will serve multiple purposes.
(5) The bridge will be wide and long enough to accommodate future increase in cars and in
population.
Without Project
Currently there are (apart from the railways and Diversion roads) two bridges over the river
Turag. One is the Tongi bridge and the other is the Ijtema bridge. Through the Ijtema bridge no
vehicles can run towards Tongi from Dhaka. So the Tongi bridge is the only way people can pass
the river Turag. As a result,
(1) There tends to heavy traffic congestion throughout the day and this will obstruct the free
flow of trade commodities and even non-commercial traffic. This will cause immense
problem for the people.
(2) After some time the existing Tongi bridge will become inoperable due to increase in
population and increase in vehicles.
From the two scenarios discussed above, it is evident that constructing a new bridge is a
necessity of time and it is feasible to construct the Second Tongi Bridge.
The Financial analysis part shows that the bridge is also financially viable which will result a
MIRR of 12.9 % and a BCR of 1.42. The present traffic situation also makes construction of
another bridge feasible.
1.0. Introduction
1.1. Background of the Project
An adequate and efficient transport system is a pre-requisite for initiating and sustaining
development. Efficient communication is the key to the expansion and integration of markets-
sub-national, national and international. To this end the Second Tongi Bridge will be considered
as a milestone. Its importance should be weighed not by its relative size but the immense impact
it will have in its area of existence.
Tongi is a busy township in Gazipur, surrounded by the river Turag. It marks the northern border
of Dhaka and is also a nearby town of Savar. Being the connector of several industrially and
strategically important places, Tongi can be considered as the gate-way of the capital through
which people can connect areas of Mymensingh, Bogra, Narsingdhi and even Sylhet.
Already there is a bridge on the Turag to facilitate communication to areas adjacent to Tongi. A
question may come- what is the use of building a new bridge when there is already one? Heavy
population has made prompt communication through the bridge impossible and is causing people
to lose their valuable time and increase in price of industrial components. It can be assumed that
within less than ten years, the bridge will no more be able to accommodate the increased number
of people and vehicles. So, to pledge smooth communication system between Dhaka-Tongi and
areas beyond, constructing the Second Tongi bridge is inevitable.
To walk in the road of development, Bangladesh has several partners who have paved our way to
being a middle income country. JICA, one of the development partners of Bangladesh, has run
several projects successfully for the well being of the people of Bangladesh. The STB project
will also be a joint-project of JICA and Bangladesh where JICA will be the major financer. The
bridge project will be another flag-mark of our sustainable and long term relation with JICA and
Japan as well.
This project paper is an essential requirement of successful completion of course no. 7102 of
MBA program. To imply our knowledge on project evaluation, management and implementation
–that we learned in the Project Management (7102) course- was the main objective of the
project. But this does not make the concepts and potentiality of the bridge described in the
project paper useless. The bridge is still a necessity for lessening the suffering of people and
saving their time.
Use of projects to accomplish the many and diverse aims of society is not new. This paper is also
such a project where our task will be to identify the scope and objectives of the project, critically
evaluating various aspect of it and the process of its realization or implementation. Future
projection is not an easy task and predicting it would be even harder. So naturally some
assumptions have been made in analyzing various aspects of the project.
1.2. The Second Tongi Bridge Project
The proposed Second Tongi bridge on the river Turag is a joint project of JICA and GOB. This
four lane bridge will be of 900 ft length and 40 ft wide. Link roads of 300 ft length would
connect the bridge with Dhaka and Tongi. It will be constructed on the western side of the
existing Tongi bridge.
Being situated by the side of capital Dhaka and near an EPZ , Tongi is an important place both
economically and as a connector of the industrial suburbs with Dhaka. The place is also
important as it enjoy special tax exemption and tariffs by the government. STB will be logically
a part of life and business activities in Tongi and cities around it.
1.3. Study Contents & Methodological Approach
The main part of the study enunciates details of the proposed STB project. It examines the
expected economic cost and benefits of the project from a societal perspective and provides with
an assessment of benefit and return on invested capital. The potential bridge tolls are examined
within the context of estimates. Social cost and benefits have also been considered based on
distribution of economic benefits. Environmental aspect was not overlooked though that part was
not overly descriptive and informative. However, no Technical Analysis has been shown in the
Analysis chapter of the project but in the Project Description chapter some alternatives for bridge
construction have been mentioned without providing much detail. It is due to the fact that this
project is assumed to be evaluated on the basis of various economic and financial impact of the
bridge only. Estimates were made for financial and economic projections also.
The study has relied on-
The internet for various facts about Tongi and people living there.
Webpage of the Bangladesh Bridge Authority for knowing the present toll-rates
applicable in various bridges.
The Traffic model which is estimated by Selim Raihan and B.H. Khondker and been
approved by a World Bank team for translating the time and vehicle cost saved by the
proposed bridge into monetary term.
BCR to calculate the cost and presumed benefit ratio of the bridge.
Related data and assumptions will be discussed in the relevant part of the project paper.
1.4. Limitations
Projections of economic benefit in some extent were based on estimation. Traffic model was
taken as a mold to establish the report’s own estimation. Number of cars crossing the Dhaka-
Tongi road was based on personal observation which may not be equal in all the months of
the year.
In evaluating public investment project UNIDO and methods like Little-Mirrles are most
used Social Cost Benefit Analysis (SCBA) techniques. But these models hugely depend on
economic data. But as the project mainly focuses on financial pros and cons, it did not overly
follow the mentioned techniques. Instead, it used BCR which also studies benefits coupled
with its relative cost. The only difference with SCBA is that its focus is on financial numbers.
But Traffic model, which is an economic model, was considered while making projections on
expected benefit.
In the analysis part, no technical alternatives were analyzed. In fact, technical part was
considered very briefly in the Project Description chapter. While making the expected benefit
projections, the net increase in trade in the concerned areas was not considered. It’s because
reliable data were not available.
2.0. Project Description
2.1. Project Component
The project falls under JICA’s investment programme on transport infrastructure operations. It is
a stand-alone national project co-financed through JICA’s loan facilities and the Bangladesh
government.
The project’s development objective is to reduce the traffic load among the capital and the other
major industrial hub. It is also expected to facilitate increase trade activities thereby increasing
the national income and improve regional connectivity. All these will contribute to the economy
as a whole.
The project main components comprise the construction of a new four lane bridge, link roads on
the both side of the bridge and path-way on the sides of the bridge for the passers-by. Realizing
such construction undertakings will require additional activities. Other complementary
components include design of the bridge, control and monitoring of the bridge building process
etc. The details of components are summarized in Table 2.1.
Table 2.1.: Description of the Project Components
Component Name BDT
(m)
Component Description
1 Civil works (Bridge,
roads etc.)
756 Construction of (i) 900 ft. long, 40 ft. wide cable stayed 4
lane bridge, including tolling facilities (ii) two link roads of
approximately 50ft. width and 300 ft long
2 Design reviews &
Construction
Supervision services
6.75 Consultancy services for (i) design review & (ii) supervision
of works and project management services. Project
management services include capacity building & skill
transfer in project management. Consultancy Services
for Project Technical
and Financial Audits
3 Technical Assistance
(Capacity Building)
5.5 Management & trade facilitation procedures and asset
management for the establishment.
4 Project Office
Expenditure
1.50 The setting up and running of the project office at Tongi,
Gazipur comprise: (i) leasing of office space, (ii) office
furniture & equipment, (iii) staff allowance, (iv) salaries, (v)
office maintenance, (vi) overheads etc. This is funded 100%
by the GOB.
5 Studies and Preliminary
Design
6 Consultancy service to carry out preliminary designs.
6 Procurement of
operational equipment
139.50 This includes procurement of land and equipment and
installation of operational equipment.
7 Resettlement &
Compensation
22.50 Construction of new housing units, amenities and services.
8 Escalation cost 62.25 Expenses for accommodating inflationary increase in overall
price level.
2.2. Technical Solution Retained and Other Alternatives
4.2.1. Technical solution
The technical design was governed by two key factors-
(i) location of the bridge, and;
(ii) alignment and length of the bridge.
The latter was however the most significant feature hence fundamental to the design exercise.
The solutions investigated were based on ascertaining the most optimized bridge configuration
and within the following parameters and constraints:
(i) uninterrupted trade activities
(ii) the Turag river and its surroundings
(iii) the local communities, and
(iv) whole-life cost.
In addition, performance criteria on functionality, aesthetics, works scheduling and
constructability and financing alternatives were also explored.
Technical options: Three construction types were investigated-
(i) a cable-stayed extra-dosed,
(ii) concrete box structure, and
(iii) steel/concrete composite warren truss.
As an alternative to the road only bridge and to ensure sustainability of the bridge as a
competitive major trade route for heavy and bulk haulage, the bridge functionality was
considered for each bridge type. The concrete box and steel/composite truss options were
rejected on the grounds of relatively high whole-life cost, aesthetic incompatibility with the
environment, constructability and alignment challenges. The concrete box required frequent
support in the river bed and does not readily lend itself for to curved horizontal alignments. The
truss structure has similar limitations, high maintenance cost and constructability challenges.
The cable –stayed extra-dosed concrete bridge was selected as the preferred option based on the
criteria of functionality in terms of strength/weight ratio, site constraints and lower whole life
cost. With its heavy haulage capacity and significance to trade, the added economic benefit by
integrating a rail component is a value-added functionality over the bridge’s 50-year design life,
albeit the plus 15-20% cost implication.
2.2.2. Financial Alternatives
Financing options: A number of financing options were investigated including PPP financing
with varying combination of public and private (equity and or debt) investment from 100%
public to 100% private against varying scenarios of traffic and revenue generation. The study
concluded that an attractive return on investment required an investment of approximately 20%
of capital cost with 100% of revenue as private income, an unattractive option to the
Governments. The financing of capital expenditure with 100% public funds was therefore
recommended for the project. The study however recommended a PPP option to be considered in
the medium to long term for operations and maintenance on the basis that, excluding capital cost,
the financial return could potentially be attractive for private sector participation.
2.3. Project Cost and Financial Arrangements
The total estimated project cost (net of all taxes/duties) including physical/price contingencies, is
US$13.3 million) shared on 90%:10% split between JICA and GOB.
Sources BDT
(in millions)
% Total Cost Instrument
JICA 900 90 Loan
GOB 100 10 (Self Finance)
1,000 100
The project cost component is given in the following table:
Components Cost in million
BDT
%
Civil works 756 75.79
Consultancy Services 6.75 0.68
Capacity building 5.25 0.30
Implementation of the project 139.50 17.14
Project office establishment
and operations
1.50 0.15
Resettlement and
compensation
22.50 5.34
Feasibility and detailed design 6 0.60
Base Cost 937.50
Contingency 62.25 6.24
Total 1,000 100
Figure 2.1: Cost Components of Project
Table 2.2: Project Total Cost by Category of Expenditures
Category Cost in million
BDT
%
Works 618.75 62
Services 125.25 12.5
Goods 105 10.5
Miscellaneous 58.5 5.8
909.75
Contingency 90.25 9.2
Total 1,000 100
756
6.75
139.5
22.5 662.25
Civil
Table 2.3: Total Expenditures schedule by Component
Components 2014/15 2015/16 2016/17 Total
Civil works 0.00 302.25 453.75 756
Consultancy services 4.50 1.50 0.75 6.75
Capacity building 1.50 0.75 0.75 3
Project Office expenditure 1.50 1.50 0.00 1.50
Feasibility study and
preliminary expenses
6 0.00 0.00 6
Procurement and operational
expenses
90 30.75 18.75 139.50
Resettlement and
compensation
23.25 0.00 0.00 22.5
Base cost 125.25 336.75 474 937.75
Contingency 26.25 22 15.75 62.25
Total 151.5 358.75 489.75 1,000
2.4. Project Target Area and Beneficiaries
The project mainly aims at two things. As-
1. Greater connectivity among the capital and other industrial hub situated around the
Dhaka belt &
2. Increasing “road user benefits” by saving on vehicle operation cost (VOC) and saving on
travel time cost (TTC).
Tongi, Gazipur, Bhaluka etc are in vicinity of the project area. These areas have become the
major industrial concentration of the country. The current bridge will become inoperable due to
increased population say within less than ten years. This will add to the sufferings of our
industries and national income as well.
Dhaka, being an over-populated city, tends to be jam-prone. This project will reduce the problem
in great extent in its area of operation. Total traveling cost and time spend in traffic clogged
roads can be translated into monetary amounts and this will amount to a significant amount.
Time is money. And the bridge is expected to save our valuable time and transport operation
cost.
2.5. Participatory Process for Project Design & Implementation
The participatory process for the design and implementation will have cross-border dimensions.
Japan, being one of the major development partners of Bangladesh, will finance the bridge
project. Hence, at design phase, cross-border participation and consultation will be undertaken.
JICA representatives will also be present in the consultation process to observe operations and
will provide their guidance and suggestions as and when applicable. On implementation phase,
the project JICA team and the government agency (Department of Roads & Highway) will
consult extensively on the technical aspects, legal and institutional and implementation
arrangements.
2.6. Repayment of Loan
As the project started to produce positive net benefit after 2018, the GOB will start to make
repayment from the year 2018. JICA provided BDT1000 million. Cost of capital as assumed to
be 10 percent. The loan would be repaid in nine installments where the final repayment would be
made on 2027. Loan repayment schedule is given in the annexure-B.
3.0. Project Analysis
3.1. Economic Analysis
The bridge project will not only connect two in-lands but also create employment for people and
will create more potentiality of trade. Moreover it can be considered as industry-friendly as it
will ensure faster transfer of trade components without creating back-logs. Non-commercial
users of the bridge will also be benefitted by the bridge. All these will add to our economy as a
whole.
The economic aspect of the bridge project can be discussed from two aspects-
a) Transportation Cost (TC) savings by saving in Total Travelling Cost (TTC) &
b) Increased trade activities.
Besides more employment will be generated centering the bridge project which will add value to
the economy and income of the country.
3.1.1 Transportation Cost Savings
The construction of the second Turag bridge will:
Reduce the travel time taken to cross the existing bridge which is always clogged by
heavy traffic due to increased number of vehicles resulting from increased population.
Users of the present bridge incur an excess travel time that can include waiting for buses
or other kind of transport which cannot be moved an inch due to heavy traffic. Long hour
of being stuck in a traffic jam can also be very gruesome and can cause health hazard.
Reduce transport costs incurred by commercial and non-commercial traffic during
crossing the present Tongi bridge. This will flourish trade activities of that area as the
area in the vicinity of the bridge area are heavily engaged in industrial activities.
Non-Commercial Traffic
Traffic Numbers
An estimated 9,000 passengers and other light vehicles use the bridge daily. The bridge traffic
figure is based on actual counts found on the Bangladesh Bridge Authority website. This traffic
volume is projected to increase by 1% per annum until 2050.
The economic analysis of the project assumes that the bridge, if constructed, would facilitate
smooth flow of traffic and will lessen the present traffic-pressure on the existing bridge.
Commercial Traffic
Traffic Numbers
Commercial vehicles include- small bus, large bus, small truck, medium truck and large truck.
According to the Bangladesh Bridge Authority, nearly 2000 commercial traffics cross the bridge
(including both up and down services). Among the vehicles, there are industrial carriers which
may run through the Dhaka-Mymensingh highway and even Narsingdhi, Bogra and Sylhet.
Cost Savings
For the calculation of the road user benefit of the bridge, we will use the “Traffic Model”. The
model was originally developed by S. Raihan and B.H. Khondker and was later revised by the
World Bank on 2002.
Road user benefits are estimated based on the savings on vehicle operation cost (VOC) and
savings in travel time cost (TTC). VOC is used to provide economic value in distance savings
covering various factors such as fuels, tiers and maintenance etc. For economic valuation unit
VOC is derived from the “Road Users Cost Report”. Total VOC is segregated into fuel and non-
fuel components, which are then escalated to future years by the increase in average petroleum
spot price and Consumer Price Index.
A measure of Value of Time is used to convert travel time savings into a monetary value.
Savings in travel time is estimated to be account for 23% of total benefits. These constitute a
major part of the economic benefits of the bridge.
Table: Road User Benefit from the traffic model
Year end June VOC TTC Total
2013 0 0 0
2014 0 0 0
2015 0 0 0
2016 0 0 0
2017 0 0 0
2018 74 87 161
2019 84 97 182
2020 93 106 199
2021 111 124 235
2022 131 145 276
The construction is designed to be completed on 2017. Five year projection of VOC and TTC is
projected after the completion of the project. According to Raihan and Khondker, the bridge will
amount to total of 18,512 million taka till 2050.
The exact number of trade occurred in the Dhaka-Gazipur-Mymensingh route cannot be traced
and no such records were also found anywhere. Still it is evident that with the increased cost and
time savings, the profit figures of the industries will increase. Smoother operation and easy
access to trade facilities will change their position significantly upward.
3.2. Financial Analysis
Financial analysis is an inseparable part of project appraisal. It seeks to ascertain whether the
proposed project will be financially viable in the sense of being able to meet the burden of
servicing debt and whether it will be able to satisfy the return expectations of the investors. But
as the bridge project neither aims to earn any return nor is meant to achieve any target return, the
study will strive to make some projections of possible revenue earned from toll collections and
the savings in user time and vehicle maintenance cost.
In the economic analysis section, the benefits of the project were spelled out. It is to understand
that, the bridge is a public good and hence estimation of profit or any kind of returns will not be
a wise thing to do. Social cost benefit analysis will be the right approach to evaluating the project
or to find out its viability.
However, within the context of the economic findings described in the previous section, the
study will analyze a number of potential financial impacts that may accrue to various stakeholder
groups.
1. Toll collection:
The proposed bridge will be financed by JICA where only 10 percent of the total cost will be
carried by our government. JICA will provide the capita amount as a loan which we will be
needed to pay subsequently. The loan amount will be interest free though a small percentage will
be charged for servicing the dead. Being a public good does not prohibit collecting user charges
from the users who will be benefitted by the bridge. The estimated economic life of the bridge is
assumed to be 50 years. But toll will be collected up to the 33rd year of its life that is up to the
year 2050. Within this period, it has been calculated that the bridge will be able to make the
repayment to JICA and even will result in to some positive cash inflows which will amount to a
very handsome amount at the end of 2050.
Toll collection rate will be determined by the Bangladesh Bridge Authority. Charge would not be
taken from the passers-by. However, both commercial and non-commercial vehicles will fall
under the toll-collection jurisdiction. Naturally, the rate will be different for different types of
vehicles.
The proposed toll rates ruled out by the Bangladesh Bridge Authority are given in the following
table.
The toll rate for one-way crossing of the proposed Second Tongi Bridge (in Tk.):
Motor cycle 40
Car/Light vehicle 400
Motor car/Jeep/Micro-bus 500
Small bus 650
Large bus 900
Small truck 850
Medium truck 1100
Large Truck 1400
2. Savings in user time and vehicle maintenance cost
In the previous section, collection of toll for crossing the bridge was discussed. Collection from
toll is a direct economic benefit of the bridge. But there are some other benefits which will arise
from the construction of the new bridge which are not directly measurable in monetary terms but
nonetheless are very significant.
Long hectic hours in traffic jam are a regular phenomenon of city life. The vicious traffic clog of
the Dhaka-Tongi and Dhaka – Mymensingh road is not unknown to anyone. People travelling
regularly though the mentioned route lose a good portion of their daily life in the traffic clogged
road of Tongi. To some extent, the existing Tongi bridge is responsible for this traffic
congestion. With the increase in population and commercialization, the number of cars in the
cities has also increased many folds. But the width of the bridge has not (this is nearly an
impossible task). Due to this reason, the traffic congestion becomes more concentrated around
the Tongi bridge.
This problem has also added our vehicle maintenance cost. The vehicles are needed more hours
to reach to their destination than they would have needed in on traffic-less roads. Industrial
transportation cost thus goes up which in turn will increase our product cost and subsequently
will increase the price level.
The user time spent on the traffic congestion and additional vehicle maintenance cost can be
saved if the new Tongi bridge is constructed. We can convert the savings in time and
maintenance cost onto monetary terms and can calculate net benefit and total benefit from the
bridge project.
Now, the cost of constructing the proposed bridge can be discussed. Two kinds of costs are
mainly related with the cost.
1. Capital cost
This includes the major cost involved in constructing the bridge. This mainly consists of
civil works, design, consultancy services, preliminary planning, procurement,
compensation, remuneration etc. The details cost component is discussed in the project
description part. The fund provided by JICA will be used to finance this work.
2. Operation cost
Operation cost covers a very insignificant cost of the total project cost. In the project
construction period, this kind of expenses will not incur. Operation cost will start to incur
once the bridge will be opened for the public use.
It mainly includes cost of collection toll, maintenance cost of the paths and lightening the
bridge, maintenance cost of the lamppost and lightening facilities etc. This is assumed to
incur in a uniform rate though it may rise due to inflation.
Results of Benefit –Cost Analysis:
There are various investment appraisal criteria used by investors across the world. Some of them
are discounting methods and some other is non-discounting. This study, tried to analyze the
benefits and costs (BCR) associated with the bridge project.
In BCR, two elements are involved. The numerator is the present value of benefits and the
denominator is the present value of initial investment. Here, the initial investment is the capital
cost of the bridge while benefits include collected tolls and numerical value putted on savings on
time and maintenance cost.
Details analysis of BCR is given in the appendix. The project results into a BCR of 1.42. The
acceptance criterion of BCR is that projects with BCR greater than 1 should be accepted. So, this
bridge is financially viable.
The study has also calculated the MIRR of the bridge project which results into 12.90%. Project
with MIRR greater than its cost of capital are good projects to invest in. The proposed project
has a cost of capital of 10%. So, the project shows positive result regarding MIRR also.
3.3. Social and Environmental Analysis
The project can be categorized as a medium project in terms of capital involved, scope of
activities and resulting output. But the impact is huge. It is going to make crossing the river
Turag easier , will facilitate better connectivity with the suburbs of the capital and most
importantly will save lots of time of the bridge-users.
Like all construction project, this bridge will also have to be undertaken, considering its
surroundings and natural environment. As it will be constructed near wetland and also within
busy city life, the environmental aspect of the bridge cannot be ignored. The bridge will also
result in relocation of people living adjacent to the bridge and involves acquisition of land for
construction purpose. Besides it will create some additional employment regarding the bridge
project. So, it is evident that the project has some social impact also.
However, the bridge poses no major threat to the local communities and natural surroundings.
The environmental and social impact of the project, during and post- implementation may
include-
- soil erosion;
- noise/air/water pollution;
- limited loss of property;
- increased influx of construction workers and vehicle traffic;
- increased pressure on social services,
Mitigation measures of some of the above include construction of temporary and compliant
waste and pollutants (fuel, oils, hazardous substance etc.) storage and disposal facilities. River
contamination will be monitored and attempts will be made to mitigate future possibilities of
erosion by tree-plantation around the river bank. Sensitive ecological areas such as wetlands and
river banks will be avoided.
The project has positive economic attributes. Within the immediate environment, job creation
schemes will flourish and economic activities during construction will inject money into the
local economy for the duration of construction, generating tax revenues for the economy. New
businesses are anticipated in terms of direct service provision associated with the bridge, notably
toll and bridge management, small-scale trade and retail trade. The bridge will link two city
corporations and will facilitate better communication for both commercial and non-commercial
purpose.
Climate Change:
There will be potential impacts on climate change caused by exhaust emissions during
construction and service operations with a net air pollution increase during construction.
Mitigation measures contemplated are controls over the working conditions and efficiency of
construction equipment, with key equipment meeting minimum specification. Recycling &
reusing of waste materials (e.g. composting of biodegradable waste) will be encouraged among
the communities around the bridge.
Employment:
The project will create temporary employment opportunities for local communities. In addition,
the suppliers of goods and services will also economically benefit from the project. An estimated
workforce of 200 skilled and unskilled labors is expected to participate in the construction
activities with at least 80 persons recruited from local communities. It is also anticipated that on-
going bridge maintenance would generate full employment positions although periodic
maintenance of specialized nature may attract workers outside the local area.
Safety:
The inherent risk of construction and operational safety will be managed. While workers’ safety
issues are addressed, the project will also ensure that additional road safety measures are being
adhered to, during construction and operation. During construction, the contractors will provide
adequate awareness on safety through to public and construction works.
Compensation and Relocation:
Constructing the bridge may require the removal of some of the inhabitants or trade activities of
the construction site. There is a provision for compensating those who will be suffered
economically and physically by the bridge project. Some land may have to be acquired by the
government for constructing the bridge and link-roads. Land owners of these lands will also be
compensated by appropriate amount. It is to note that relocation and compensation expense
comprise 5. 34% of the total bridge project cost.
Religious Significance:
Tongi has some religious importance too. The Bishwa Ijtema ground is situated by the Turag
River in Tongi and attracts estimates of between two to four million Muslims annually as well as
representatives from over sixty countries, making it the second biggest Islamic congregation
after the Hajj. During the time of Ijtema, millions of people are gathered around the Turag River,
making it nearly impossible to move any sort of vehicles at the concerned place. Besides, the
devotees also suffer due to the narrow roads and congested Tongi bridge. During the time of
Ijtema, temporary bridges are built for lessening their sufferings. The bridge will certainly be of
great help in this regard.
4.0. Implementation
4.1. Implementation Arrangements
The executing agency will be the Department of Roads & Highway (R & H). Department of
R & H is under the Roads Division which is one of the three parts of the Ministry of
Communication. Road division is headed by a secretary while the department is chaired by a
Chief Engineer. The bridge project will be a project under the department and there will be a
Project Director (PD) to execute the project. A Superintend Engineer or an Additional Chief
Engineer will serve as the PD who has to report to the Chief Engineer about the progress of the
project. A dedicated project office (PO) will be set-up located in the proximity of the project site
in Tongi.
A Project Management Team (PMT) composed of members of the R&H and JICA, having a skill
mix covering all relevant disciplines, will be responsible for administrating the project. Two
main categories of members, permanent and non-permanent members, and discipline-based will
make up the PMT.
Permanent members will cover the following core disciplines:
(i) bridge, road and building engineering,
(ii) measurement engineering,
(iii) architecture,
(iv) environmental and
(v) procurement/contracts management.
Other supporting resources for disciplines such as legal, financial management and monitoring
and evaluation, will be on-demand. To strengthen the institutional capacity and enhance its
management effectiveness, the PMT may get support from outside consultants as part of project
management service. The PMT will be headed by the PD. The activities of the project must be
reported to the JICA officials as they are the chief financer and therefore held a right to be
informed.
4.2. Procurement
All procurement of goods, works and acquisition of services will be financed by the join fund of
JICA and the GOB. Procurement cost or the implementation cost constitutes 17.4% of the total
project cost. Tender procedure will be conducted by the PMT as well. Procuring entity will
follow Public Procurement Act 2006 and Public Procurement Rule 2008 for the procurement of
goods and services. All the legal procedures set out by the GOB will, nonetheless, be followed.
4.3. Loan disbursement
The project has been approved by the planning commission and ECNEC. And the loan will be
channelized through Ministry of ERD. As the STB project is a small project, the loan will be
disbursed by JICA in one installment. The fund will be provided to the Road Division who later
will forward it to the PMT. The loan as is provided by our development partner JICA will be
entirely interest-free. However, adequate systems will be employed to handle the project
transactions regarding the disbursement and repayment as well.
4.4. Monitoring
Project monitoring will cover:
environment,
social,
quality of works,
general management activities of the project
financial discipline and
compliance with various institutional agreements and protocols.
IMED and JICA will monitor adherence to key milestones, quality of deliverables and outputs
through periodic supervisions, mid-term reviews, implementation support and quarterly
reporting. The monitoring will cover pre-construction, construction and post-construction, i.e.
operational periods. Even the PMT will be subject to periodic reviews and updates, to ensure its
effectiveness as a working tool.
4.5. Risk-factors
The risk of the project resulting from political discord is very low. As the bridge is a “need” not a
show-down of any political regime, chances are few that the project will be opposed by any of
the political parties.
4.6. Strengthening and Sustaining Foreign Relationship
The project will be another flag mark of our relationship with Japan, JICA in particular. JICA
has financed several TCP, YLP, GA, E, TP and FC projects in Bangladesh both in private and
public sector. Though the bridge is one of the small projects, still it will mark one more
milestone to our relation with JICA.
SWOT Analysis
Strength Weakness
Will reduce traffic congestion
Will smooth communication for
commercial and non-commercial
vehicles
Reduce time and vehicle maintenance
cost
Better connectivity with the Dhaka-
Mymensingh four lane road
There are two other bridges ( Tongi
bridge and Ijtema bridge)
People may wonder about the necessity
on one more bridge
River erosion
Pollution of river water
Opportunities Threat
Trade will increase
Ijtema will be more easier
Trade around the bridge will also
flourish
Population can further increase
Toll collection may become uncertain
after some time because people may not
want to pay toll
Conclusion
The scope of the project may be small but its impact is huge. Its rationale is strong in terms of its regional economic significance and social benefits it aspires to result into. In the line with the development activities JICA has run in Bangladesh, this project will add another milestone to our relationship. The project aims at completing all the scheduled activities within time without any major variances or major risk. Government officials and JICA officials will overview and supervise the entire project. So it can be expected that the proposed bridge on Turag will improve the communication system of Tongi and will make it less pain-stalking.