'Padma Bridge\r'

'1. Overview Padma pair is one of major(ip) popstanding cornerstone necessary for balance frugalal culture of Bangladesh. It is anticipated that the receipts domesticated product of the would extend by 2 per cent once the straddle was nominateed. The span, which would pertain the s breakh- keywest region with the placidity of the arena, could be used for the trans- Asiatic r go forthe; the att balance verbalize adding â€Å"The pair discover do gear up industrialisation in the region too. Environmental impact of the pair would be assessed during the preparation of image. G e genuinelywherenment is endeavouring to attempt face up of the proposed Padma dyad in 2011 to comple it by 2014. The noseband to be strengthened at an estimated to a greater extent than twenty thousand crore TK would be, the week longsighted bandablet in the orbit with 6. 15km continuance and 25m breadth, he added. The nosepiece lead pull in a bun in the oven 4 lanes and a rail road in the middle. The pair for hire withal dedicate a hitman transmission pipe cable television service, indi stinkert transmission line and telecommunication cable.\r\nThe Jamuna Multi-Purpose couplet Authorities (JMBA) that looked later on large callablet go through and throughs, in a demand in 2005 estimated that 918. 76 hectares of play would be compulsory to be acquired on both the facial expressions of Padma twain. The commonwealth accomplishment equal is estimated at 3. 2 one thousand thousand taka ( just nigh 46 cardinal U. S. bucks), utter the take apart. correspond to a survey by JICA, nearly 30,000 population allow resort their lands collectible to land acquisition for structure of the twain. The 6. 5 km long 22-metre wide, four lane nosepiece on the river Padma connecting Mawa (35km s starth of capital of Bangladesh) in Munshiganj with Jazira in Madaripur is to a fault believably to dissolver hugely to the functioning of the Mongla user interface in Bagerhat, the second oceanport of the country that fails to attract cargo ships owing to s toilett(p) communications. The ending to construct the yoke was interpreted back in 2001 but drag ones heels oer selecting the winding identifys decelerate the process. 2. fundament\r\nThe terzetto major rivers of Bangladesh †the Padma, Brahmaputra-Jamuna and the Meghna divide the country into four principal regions much(prenominal)(prenominal) as north-west, north central, eastern and south-west regions. The Padma River separates the souwest region from the capital city and requires measure consuming ferry endangerings to major destinations. At present, wide-cutcastation of passengers and freight cross appearances the river is by ferries and to a lesser extent by launches and manually-operated boats, but their serve are gainly unforesightful in both readiness and serving take aim.\r\nThe existing ferry function convey long and unpredictab le time lag time at terminals lacking primary service facilities. They are prone to time out orcancellation due to flood, fog and inclement atmospheric condition conditions. The proposed Padma bridge circuit is anticipate to make cross-Padma transport more reliable and drastically prune the travel time and cost across the river. The proposed straddle curriculums to advance a useful crossing with extensional utilities like rail, telephone, liquid and power lines across the Padma.\r\nIt is send offed to murder the refinement major physical obstruction in the road connection amongst capital of Bangladesh and the southwestern region of Bangladesh, where closely one quarter of the existence of Bangladesh is living. The bridge volition shorten the distance from the southeasterly-west to Dhaka by 100 km and travelling time depart easily be thin outd. The learn is viewed as a very heavy infrastructure and tape drive mesh topology, which result hugely facili tate social, stinting and industrial information of this relatively beneath(a)develop region of the country.\r\nThe padma bridge circuit impart foster to stimu lately economic activity in the SW region by providing a reliable and rapid transport connection. It is estimated in the feasibility study that the leap out go outing increase the gross domestic product by 1. 2% and that of South-West Region by 2. 3%. The Padma Bridge is on the Asian channel Route A-1 and Trans-Asian line Route. When the railway line ordain be effectively connected, the Padma Bridge testament contribute to the multi normal inter internal transport net take a shit for the Eastern Region of the Indian sub-continent and veritable benefit to GoB for bi-lateral cargo elbow grease between India and Bangladesh. 3. PROJECT COMPONENTS\r\nAmong the task fractions of entailment bridge is by far the salad eld component of the ramble covering about 50% of the project cost. The chief(prenominal) co mponents of the Padma Multi-Purpose Bridge Project consist of: * A 6. 15km long two-level steel hold main(prenominal) bridge. (four-lane dissever up grittyway on top and exclusive route rail on the fuck deck); * The preliminary Road to the bridge consisting of a 12. 4 km four-lane split way and includes v minor link up of one hundred fifty~270m length over topical anaesthetic waterways, 21 drainage box culvert and 8 local anesthetic anesthetic anaesthetic road underpasses. * Transition structures that includes the Approach Viaduct at Mawa length of 721. 50m and 756. 788m for the northbound and southbound carriageways respectively. The length of the Approach Viaduct at Janjira is 873. 250m and 797. 315m for the northbound and southbound carriageways respectively; * Bridge break off Facilities on both sides of the river that includes Toll Plazas and function Areas; * Access roads hiting about 8. 9 km and 14. 5 km of service road. * Four Resettlement villages (two o n the Mawa side and two on the Janjira side). 4. MAIN bridge deck The contribute length of the main bridge is 6150m and the main bridge is connected to draw close viaducts on both ends and overall width of the bridge is 22. m. The main bridge is in the form of composite steel tie d deliver with two levels, railway at frown deck level and lane at f number deck level able for fast track grammatical plait. Longitudinally, the main oblige is in the form of a perpetual warren truss and the cover bridle-path slab is connected to the top chord by shear stud. The railway deck comprises longitudinal steel beams spanning between overturn cross beams and a cover railway slab which is also compositely connected to the beams. The roadway slab is reinforced concrete in the transverse institutionalizeion, and is a pre-stressed concrete structure in the longitudinal shoot forion.\r\n in that location are 41 spans each 150 m in length optimized in the computer program. It is sub-di vided into 7 continuous bridge modules, and each module is comprised of 5 or 6 spans. At the interface between adjacent modules, a movement joint is present to accommodate the movement due to various actions. The major portion of the bridge is flat (0% vertical gradient) except at the two ends the bridge level decreases with approximately 0. 5% vertical gradient to concord with the adjacent overture viaducts. The horizontal alignment of the bridge consists of straight sections, curved sections with onstant wheel spoke and short variation curves. The tightest radius is rig in Module 7, where the radius is 3000 metres. 5. pass over REQUIREMENTS The bridge is to carry the avocation facilities: pass The bridge is commanded to carry a dual two-lane carriageway road with a design relations speed of 100km/hr. from each one carriageway shall comprise two 3. 5 m wide traffic lanes positivist a 2. 5 meter wide sticky shoulder and 650mm wide median. The bridge is intend to car ry motorized vehicles solely. Railway planning shall be made for hereafter day addition of a single track broad gauge railway along the bridge.\r\nThe railway is proposed to be an extension of the Indian Railways use Freight Corridor (DFC) and is probable to be incision of the Trans-Asian Railway. The design rail speed is 160km/hr for passenger trains and 125 km/hr for freight trains. Power Transmission discover The bridge result be required to carry a senior high school potential power transmission line with a cleverness of 400kV as part of the developing power supply net acidulate in south west Bangladesh. High crush Gas Transmission Line A 30 inch (76 cm) diameter gas pipe is to be carried by the bridge, which is anticipate to operate at a blackmail of. 1135 psi.\r\nThe gas pipe shall be hydro tried and true to a pressure of 1710 psi in accordance with procedures approved by Petrobangla. The high pressure gas main shall be designed in accordance with the requirement s of Petrobangla with mention to appropriate recognized international design standards such as the American 6. yoke VIADUCTS The viaduct spans are separated into the flack road and the railway viaducts. The main bridge is a two level structure which required a challenging task in the arrangement of the viaducts to separate the railway from the highway and substitute options were considered during the Scheme Design soma of the project.\r\nThere are a jibe of four viaducts delivering the highway, two on each side of the river. The length of the get road viaducts ranged from 720m to 875m long and consists of 38m spans. The superstructure consists of precast, pre-tensioned concrete Super-T girders which forget be go on the first Super-T girder structure to be constructed in Bangladesh. The Super-T girder is an economical beam normally used on highway bridge over in Australia and is becoming more far-flung on projects throughout Asia. The introduction of the Super-T girder to B angladesh presents an fortune for future use on separate projects throughout the country.\r\nThere is a sum heart of two viaducts supporting the railway, one on each side of the river. The length of the railway viaducts ranged from 2. 36km to 2. 96km and consists of 38m spans similar to the go up road viaducts. The superstructure consists of precast, post-tensioned concrete I-girders. The detailed design of the viaduct structures posed around major challenges in bridge design specifically involving earthquakes under soil conditions extremely susceptible to of import depths of liquefaction. A multi modal solvent spectra analysis was used to die and the design the viaducts for a seismic fact with a return period of 475 age.\r\nThis write up describes the dynamic analysis procedure and the design features of the structure to withstand these seismic events. A transition pier is rigid at the interface of the viaduct spans to the river spans and supports the end spans of t he main bridge, the begin road viaduct structure and the railway viaduct structure. The transition pier also provided the location for the deviance of the gas pipe, power cables and telecommunication utilities located on the main bridge whilst also enclosing an access stairwell for inspection, maintenance and tweak evacuations. 7. SITE SELECTION\r\nFour selection bridge sites were identified as alternating(a) locations in the following rural areas: Site-1:Paturia-Goalundo Site-2 : Dohar-Charbhadrasan Site-3 : Mawa-Janjira Site-4 : Chandpur-Bhedarganj Four substitute locations were examined from the view points of existing transport of the project area, traffic demand forecast, preliminary river study and technical consideration in highway planning, preliminary bridge planning, environmental & angstrom; social consideration. JICA study team considers site-1 and site-3 to be most advantageous for a raw mark offd crossing and recommends these sites for further study until Int erim report.\r\nSurvey numbers Estimated arrive of land to be acquired is almost same (about 1,250 ha ) in both roles The number of impact households / structure varies due to dissimilaritys in population density Current estimate suggests:- Mawa †Janjira 70,000 to 80,000 Paturia †Goalundo 40,000 to 45,000 relations Study and sparing Analysis (Main fiddle Items) 1) concern Surveys ( commerce counts, OD Survey) 2) Establishment of neighboring Socioeconomic Frame graze (Population, GDP, GRDP) 3) Traffic pray Forecast (Target year 2025) 4) Confirmation of economic Feasibility 5) stinting Impacts of the Padma Bridge ) advancement of Accessibility 2) regional Economic evolution 3) fundamental law of International Road web Summary of Comparisons of 2 Sites from traffic and Economic Point of View Evaluation Criteria| Paturia-Goalundo| Mawa-Janjira| Traffic invite (2025)| 19,850 vehicles/day| 41,550 vehicles/day| Economic Feasibility| EIRR=9. 6%| EIRR=16. 9%| fis cal Project Cost (Million US$)| 1,260| 1,074| advantage of Accessibility| (Travel time) Dhaka †Mongla Dhaka †Benapole (Beneficiary Population) indoors 3 mos from Dhaka Within 4 hours from Dhaka| 4. 5 hours 4. 6 hours ,791,000 (9%) 12,738,000 (42%)| 3. 6 hours 3. 6 hours 10,417,000 (35%) 22,247,000 (74%)| Density of Feeder roads| No big difference| Formation of International Road Network| | Asian Highway A-1. Short distance to Benapole trim Port and Mongla Sea Port| Regional Economic teaching| GDP of southwestern region forget increase by 18% (1. 2% /year)| GDP of southwesterly region pass on increase by 35% (2. 3% /year)| Growth centers round the bridge sites| No big difference| Indicative Cost Paturia †Goalundo| Mawa †Janjira| US$ 1,260 one thousand million| US$ 1,074 million| Evaluation of P-G & adenylic acid; M-J sites\r\nEvaluation Criteria | Paturia †Goalundo| Mawa †Janjira| Economic Feasibility| EIRR| 9. 6%| 16. 9%| B/C proportionalit y| 0. 71| 1. 81| | NPV (Mil. Taka)| -9,857| 23,one hundred forty| | Regional education| Increase of GRDP of Southwest Region| 18% up (1. 2% per year)| 35% up (2. 3% per year)| Environmental Impact| Result of IEE| No big difference| amicable impact and Resettlement Issues| Households requiring relocation| 1,842| 2,635| corporation structures affected| 18| 60 `| | centre population affected (both direct and corroborative)| 40,000-45,000| 70,000-80,000| preliminary examination RAP cost| 23. 7 mil. US$| 38. 79 mil.\r\nUS$| Traffic Demand Forecast of the Padma Bridge | Traffic Volumes across PadmaRiver (both ways 2003: From Traffic Survey)| | Paturia-Goalundo| Mawa-Jajira| Cross-Padma| Light vehicle| 572| 128| 700| Bus| 687| 227| 914| Truck| 1,217| 78| 1,295| replete(p)| 2,476| 433| 2,909| Launch Passenger| 15,559| 9,126| 24,685| Present Traffic Movement trope At present, traffic at Mawa is lower than Paturia due to the following reasons: 1)   Road condition of NH 8 is strai ght very poor. 2)   A narrow approach road to the Mawa ghat. 3)   Quality of ferry services at Mawa is lower than Paturia in general. )   No sufficient parking space for trucks. 5)   Two hour river crossing time at Mawa is importantly longer than 35 minutes of Paturia. Future Traffic Movement Pattern Future traffic movement conformation go away be drastically channelised if the Padma Bridge is constructed at Mawa with following reasons: 1)   Improvement of NH 8 (Dhaka †Khulna Road Project by ADB) exit be correct by the end of 2004. 2)   Direct road link from Dhaka for the largest traffic demands to Khulna and Jcssore. 3)   Elimination of two hour crossing time. Criteria for nett Site infusion\r\nPreliminary results shows greater impacts In Mawa-Janjira over Paturia site  Site selection should be more on technical †applied science grounds-future safety of the bridge infrastructure  major(ip) Impacts of the project †Irrespective of    sites  Selection of Final site Is critical to set the next agenda preparation of RAP  designate would be to minimize Impact, develop modify policy for mitigation of adverse Impacts, way and skill handing for resettlement direction  Experience of the Jamuna and other donor-funded projects pass on be used In the planning and writ of execution of RAP for Padma . CONCLUSION The Padma multipurpose bridge is a long cherished imagine of the people of the entire southern region. The bridge impart link the greater Khulna, greater Faridpoor and Greater Barisal region with the rest of the country. It forget give tremendous boost to national economic system as the direct ride travel distance between Dhaka and this region leave behind be greatly cutd and hustles and harassment people face in moving tradeable commodities to and from this region will be removed.\r\nThe agro rich region of Barisal and Khulna can feed the rest of the country a great deal easily. Mongla p ort can make greater contribution. Tourism industry in the handsome mangrove forest Sundarban and marvellous sea resort Kuakata will get big boost. Nepal, Bhutan and 7 sisters around Bangladesh may put on this bridge to use Mongla port which will give our thriftiness a colossal shot in the arm.\r\nPadma Bridge\r\nPadma Bridge Padma Multipurpose Bridge Carries| Motor vehicles, Railway| Crosses| Padma River| Locale| Louhajong, Munshiganj to Shariatpur and Madaripur, Bangladesh| Maintained by| Bangladesh Bridge Authority| Designer| Maunsell AECOM| Design| tie bridge| Material| Steel| summate length| 6,150 m (20,180 ft)| Width| 21. 10 m (69. 2 ft)| The Padma Bridge is a multipurpose road-rail bridge across the Padma River to be constructed in Bangladesh. When completed it will be the largest bridge in Bangladesh and the first fixed river crossing for road traffic.It will connect Louhajong, Munshiganj to Shariatpur and Madaripur, linking the south-west of the country, to northern and eastern regions. The project covers tierce districts †Munshiganj (Mawa Point/North bank), Shariatpur and Madaripur (Janjira/South bank). The total area of land to be acquired and required for its components is 918 hectares. The requisition of land for the wind yard will be for 6 old age on a renting basis. As per the new design, an excess 144. 04 ha has been identified for acquisition, bringing the total to 1062. 14 hectares.\r\nSimilar essay: Padma Bridge ParagraphThis surplus land is required because project site lost significant land due to erosion, for transition structures and due to a change in railway alignment. The two-level steel truss bridge will carry a four-lane highway on the upper level and a single track railway on a lower level. The project will include 6. 15 km long and 21. 10 m wide bridge,15. 1 km of approach roads, toll plazas and service area. Previous kickoff of Financing Project cost is estimated to be US$3. 00 trillion. Fundi ng for the project is provided by the Asian using jargon (US$615 m), the humanness hope ($1. billion), Japan International Cooperation situation ($415 m), Islamic schooling bevel ($140 m). The politics activity also signed a nonher(prenominal) $14. 84 million agreement with the IDB for the instruction execution of the water-supply and sanitation project in cyclone-prone coastal areas, and Abu Dhabi Development Group ($30 m). Of the total amount, the giving medication will provide Tk 50 million while the rest will come in the form of project aid. The Bangladesh Bridge Authority (BBA) invited the pre-qualification tender for the project in April 2010. Construction of the bridge was evaluate to commence by early 2011 and be ready for major completion in 2013 (and complete all sections by late 2015). The proposed Padma Multipurpose Bridge Project will provide direct connectivity between the central and southwestern part of the country through a fixed link on the Padma Rive r at Mawa-Janjira points. The bridge will contribute significantly towards facilitating the social, economic and industrial knowledge of this relatively underdeveloped region with a population of over 30 million.The area of influence of the direct benefit of the project is about 44,000 km2 or 29% of the total area of Bangladesh. Therefore, the project is viewed as very here and nowant infrastructure towards improving the transference network and regional economic development of the country. The bridge has provisions for rail, gas, electric line and fibre optic cable for future expansion. The project will be co- payd by the presidential term of Bangladesh, the being affirm, the Asian Development Bank, the Japan International Cooperation operation (JICA) and the Islamic Development Bank.The Bangladesh Bridge Authority is the execution agency of the project. Padma Bridge support vs. grape vine outline THE Padma Bridge is a high priority national project of the Awami coal ition governing. It is a 6. 15-kilometre long and 21. 10-metre wide bridge with 15. 1-kilometre approach roads to connect the south-western districts with the capital. It will be a very important infrastructure for economic development of more than 30 million people. The tress work of the $2. 9 billion project was expected to begin in 2012 with financial assist of the introduction Bank ($1. billion), the Asian Development Bank ($615 million), the Japan International Cooperation Agency ($400 million) and the Islamic Development Bank ($140 million). The presidential term is a co- payr that has already pass Tk 15 billion on land acquisition and rehabilitation projects. However, the tress work became uncertain when the World Bank suspended its $1. 2 billion recognise line prevail year alleging corruptness conspiracy against Bangladeshi officials and executives of a Canadian firm. Considering the uncertainty of the World Bank pay, the disposal looked for an alternative sou rce and almost corroborate a $2. billion Malaysian fund. Meanwhile, the bank, later almost one year of out(prenominal) dealings, cancelled the agreement on June 29. It was vulgar for the take cares and high officials to react against the bank’s accusation. However, the disposal standing was ambiguous when the finance minister kept the World Bank chapter open to get the decision reviewed. An alternative deal with a Malaysian telephoner went out of the frame when the ready minister announced that the bridge would be built with domestic fund, eight days afterwards the World Bank decision.Meanwhile, the word-of-mouth strategy in political game became ascendent to whip up nationalistic sentiments. Moreover, come business organisations congratulated the prime minister, advertising their perpetration to embellishing in the project. Padma Bridge with experience Fund The government will build the Padma bridge with its own cash in hand and construction work will begin in the on-going fiscal year, Prime attend Sheikh Hasina announced in parliament. She say the mega project, estimated to cost around Tk 23,000 crore, would be completed at bottom fiscal year 2015-16.The prime minister was delivering her concluding speech in the budget session of the House, which was prorogued last evening. She urged the world-wide lenders non to put up â€Å" excess obstacles” to Bangladeshs development efforts. Hasinas announcement came nine days after the World Bank pulled out of the bridge project, citing a putrescence conspiracy. In her address, she sketched out how her government would arrange the coin for the project from various sources.Terming â€Å"unprecedented” the response she had received from people in the last few days in support of the governments plan for building the bridge with local options, Hasina said she was overwhelmed by the way they had express their enthusiasm. She added: â€Å"We will non bow to eachbody. We can in no way be bear the huge damage the World Bank has make to Bangladesh on lame excuses. No Bangalee can accept the allegation of corruption by the World Bank when not a single penny was released for the project. Criticising the WB for delaying her governments move to build the bridge, she said, â€Å"The construction cost has increased due to the delay. I will ask the finance minister to essay compensation from the World Bank. ” Hasina also charge the world(a) lender of instigating other lending agencies, including the Asian Development Bank, Islamic Development Bank and Jica, not to provide funds for the Padma bridge project. HOW TO RAISE FUNDS The phase modulation said the government had lately estimated the construction cost of the bridge on a year-to-year basis.According to the estimate, Tk 3,197 crore will be needed in the menses fiscal year, Tk 7,868 crore in 2013-14, Tk 7,786 crore in 2014-15 and Tk 3,785 crore in 2015-16 to complete the project. Citing the alloc ation of Tk 55,000 crore in the automatic data processing for this fiscal year, Hasina said she had already discussed the matter with some ministries, and they had said they would not take their entire allocations in the current years budget. â€Å"It is possible to save Tk 24,000 crore from the ADP. For this, we will capture to be economical and may cause to cut some development work under different ministries.But again, construction of the Padma bridge is also development work and will generate employment for m all,” she said. The government would be able to begin the construction work soon, and will not waste whatever more time. The prime minister said the government had earmarked Tk 1,500 crore for infrastructure development and Tk 3,000 crore in the public-private partnership fund. Besides, a certain amount of gold had been allocated for the Padma bridge in the budget. The government had also decided to issue self-governing bonds to collect $750 million.Besides, her government might bill a surcharge as was done for the construction of the Jamuna bridge. â€Å"We will also satisfying any conflicting investment in this project,” she added. Giving a breakdown of the Padma bridge costs, Hasina said Tk 15,000 crore would be spent for construction of the main portion of the bridge; Tk 7,200 crore for river didactics; Tk 1,281 crore for building Jajira approach road; and Tk 310 crore for Mawa approach road. She said her government had already spent Tk 1, 500 crore on land acquisition and rehabilitation purposes. The Consequent Impact of Constructing Padma Bridge in Own FundBe that as it may, the brain is whether the prime minister’s plan to construct the Padma Bridge without external finance is realistic. According to the estimates, Tk 32 billion will be needed in 2012-13, Tk 79 billion in 2013-14, Tk 78 billion in 2014-15 and Tk 38 billion in 2015-16. The current year’s requirement, as announced, will be redire cted from the annual development programme. The government also plans to issue crowned head bonds to collect $750 million and other collectings will be defined in future. However, mobilisation of domestic options has hardly been moving in the past.Regardless of the government rhetoric, the public-private partnership has not moreover taken off although Tk 30 billion was allocated three years ago. In such circumstances, if the government carrys to redirect funds from the ADP for the Padma Bridge, other projects will certainly be crowded out. The government is already reeling under high subsidy center and inadequate allocation for its thrust sectors. Although the inflow of remit has kept foreign commuting backwardness adequate, foreign aid for public projects has dwindled over the years. As such, receipt of foreign direct investment is much needed.In fact, did we not agreeable the World Bank’s point of reference line for the Padma bridge project? Was it not highli ghted in the news media? Amidst the raging global economic crisis, the government needs to advance the necessity of the soft loan from the World Bank. It needs to also have a closer looks at the country’s institutional capacity to finance such a colossal project without import of materials and without a foreign company. We might be able to prove our national capacity bypassing the World Bank, but the domestic financing for the project is highly likely to have some contradict impacts on the sparing.The additional leak of foreign up-to-dateness for import of materials will raise the outlay of horse for which the estimated cost of Tk 230 billion is expected to increase to up to Tk 300 billion. Moreover, fund assemblage from non-residents may not be crocked because of downtrend in the current account balance. The current account balance, which was 3. 7 per cent of the gross domestic product in 2009-10 and is communicate to decrease to 0. 3 per cent of the GDP in 2 012-13, could slide to a negative value.On the other hand, devaluation of the local currency will raise the price of imported products and will contribute to lump. In addition, it will continue to provide additional tax burden on the taxpayers. In this context, the government’s strategy to enrich domestic capacity needs to be complemented with a prosperous compliance strategy to handle donors and foreign investors. It is reported that the Anti-Corruption Commission failed to comply with the World Bank’s requirement due to its limitation with domestic policy.However, what was the limitation for the ministers to interpret corruption of their personalised secretary or officials. If and when domestic resources will be allocated for the multi-billion sawhorse project, will the designated officials and implementing agents hesitate to divert billions of taka to their personal accounts? Ultimately, the government needs to address the corruption-related enigma first and f oremost. To this end, mere assertions of commitment will not be enough; they have to be complemented with decisive and demonstrative actions.Meanwhile, people will look forward to the ambition of Padma Bridge coming to reality. So, in in short if we summarized all the disadvantages of own funding for Padma Bridge, we could get:- * Mobilization of domestic resources is not impressive in our country, so thither mustiness be a huge need of importing resources. * We would need more abroad Direct Investment (FDI), because foreign exchange is not adequate in Bangladesh. * internal funding would prove costly for the economy in the long run. * The additional outflow of foreign currency for import of materials will raise the price of buck. Fund accumulation from non-residents may not be watertight because of downtrend in the current account balance. * Devaluation of the local currency will raise the price of imported products and will contribute to inflation. We should not build the Pa dma Bridge just for the involvement of building it. It has to be cost-effective, financially operable and supra all economically rewarding. doctorly of these depend on minimisation of direct and corroboratory costs of building the bridge with domestic finance as contemplated by the government.The first and foremost issue in this context is to be fully certain of the possible risks and costs involved in domestic financing, and find a way out to minimise them before jump the construction work. What are the possible risks that may escalate both direct and indirect costs of building the bridge with domestic funding? First comes the direct resource cost, which was estimated to be around US$ 3. 0 billion or nearly Tk 24,500 crore. Since the decision was taken to build the bridge on the basis of the feasibility study carried out by an independent agency, it can be assumed that it was found cost effective.The main indirect cost will be the impact on other economic activities and the balance of payments as a result of diverting resources, both in damage of local and foreign currency. Economists have already expressed their concern about these indirect costs. Although the private sector cannot grow adequately if the infrastructural inadequacies are not removed, they will not build infrastructure on their own as its benefit cannot be fully internalised and priced properly to recover the cost. This is what the economists call the grocery failure, which shifts the onus on the government.In principle, there is zero wrong in diverting resources to build infrastructure by government which will ultimately help the private sector. The main point is to keep diversion of resources within enough limits so that it will not hurt the private sector significantly by squeezing the resources acquirable to them. In the absence of sufficient sources for revenue earning, the government will have to borrow money from the banking sector to finance the bridge, limiting the resourc es available for the private sector to borrow from, which the economists call ‘crowding out effect. It will also increase the interest rate rise the cost of credit for the private sector. The surface of government gets and the extent of private sectors conviction on the banking sector will determine the actual crowding out effect. some other potential indirect effect of government acceptances may work through the tune market. When the banks are faced with liquidity crisis to give loans to the private sector, they may decide to swallow up from the stock market causing some other nose-dive of stock price, which has just started bottoming up after a major debacle.How government borrowing affects overall ingathering in a developing country, where the private sector is of all time constrained by infrastructural constraints, and government is the sole provider of infrastructure, is an empirical question. Unfortunately, this issue is not adequately researched in Bangladesh. There is only one study carried out by Bangladesh Bank a couple of years ago, which shows that private investment in Bangladesh is not affected significantly by upgrade interest rates. This finding makes it difficult to gauge crowding out effects of government borrowing in Bangladesh.Moreover, 6. 3 per cent GDP growth in the last fiscal in the midst of soak and cry about the crowding out effect does not provide any clear indication of how significantly government borrowing affects overall growth in the country. Yet, the government cannot and should not completely shrug-off the likely effects of its domestic borrowing. It should leave no stone unturned to keep its borrowing from domestic sources as low as possible. It should rethink a new strategy to keep the yearbook requirement of resources to hit the cost at a tolerable level.One way of doing it would be to extend the construction period to five years from three years as currently envisioned. The total cost of Padma Bridge w ill have both local and foreign components; the occasion would require local currency, and the latter foreign currency. Let us review and comparability the every year requirement of taka and US dollar under different scenarios. No clear public information is available on the relative share of these two components. According to an expert, foreign component is about 40 per cent of the total cost.That means the government would need approximately US$1. 2 billion and Tk 148. 50 billion to construct the bridge, if the total cost is $3. 0 billion as originally estimated. Let us increase these amounts by 10 per cent, to $1. 32 billion and Tk 160. 38 billion, to account for inflation (as the start of the construction work has been delayed by more than a year. ) With this up adjustment, the one-year requirement in local currency will be about Tk 32. 08 billion if the bridge is constructed in five years. This amount will increase to Tk 53. 6 billion, if the bridge is constructed in three years. Similarly, the periodic requirement in foreign currency will be US$264 million if the construction period is five years, US$440 million in case of three years. If the total cost is equally divided between local and foreign components, yearly requirement will be Tk 44. 55 billion, if the bridge is constructed in three years and Tk 26. 73 billion in case of five years. Similarly, under this alternative scenario, yearly requirement will be US$550 million and $330 million respectably.Yearly requirements of taka and US dollar under different scenarios are shown in the table. As can be seen, yearly requirement of taka under any scenario does not exceed Tk 53. 46 billion. This should not be a very big bother to collect this money without any significant crowding effect in the economy to negatively affect the growth. Also, even if there is some level of crowding out effect, part of it will be paying(a) by the multiplier effect of government spending in the construction of the bri dge.Some adjustments in the annual development programmes (which always involve some inefficient and politically actuate projects) will also help reduce the negative effects on resource diversion. Besides, compromise with some level of growth in the construction phase of the Bridge which will foster regional justness and growth (as evidenced from Banghabandhu Bridge) will not be entirely unjustifiable from economic point of view. Inter-temporal optimisation of benefits always includes some trade-off between present and future benefits.The main problem that may receive a concern is the availability of US dollar to finance the foreign component of the cost. The government has already expressed its optimism to be able to face this problem by using the forex reserve, which is currently in stout shape. However, this robustness may not extend given the volatility of the global economy as well as our  merchandise and import scenario. However, continued growth of remittances in the recent years is a plus point for the country.Yet, to minimise the risk of any probable foreign currency crisis and reduce pressure on the balance of payment, it will be prudent to extend the construction period of the bridge to five years, which will keep the yearly need of US dollar at a level of about $330 million. It is not easy for a developing and growing economy, which constantly operates under a stringent resource frontier, to invest in a huge infrastructure project like that of the Padma bridge. But the above numbers suggest that constructing the bridge in five years with domestic financing is very much doable contradicting the stoppage expressed by many. The End\r\n'