The construction costs of 26 bridges across the country, including the Meghna-Gomti Bridge on the Dhaka-Chattogram highway, Shah Amanat (Karnaphuli) Bridge in Chattogram, and Shamvuganj Bridge in Mymensingh, have been fully recovered.
However, tolls continue to be collected on these bridges. While the toll rates were initially set following the completion of the bridges, they have since been revised multiple times.
Furthermore, contractors have been appointed to manage toll collection, with a significant portion of the toll revenue going to them.
Experts argue that, having recouped the construction costs, the government should review the situation and consider ending toll collection. In addition, hiring contractors to collect tolls at significant cost to the state constitutes a waste of public funds, which is never justifiable.
It is reported that in 2014, the government established a policy for toll collection on roads, bridges, tunnels, overpasses, and ferries under the Roads and Highways Department (RHD).
According to the policy, all bridges longer than 200 meters are subject to tolls.
Additionally, where ferries have been replaced by bridges, even if they are shorter than 200 meters, tolls are to be collected for at least one year.
The policy also sets toll rates ranging from 100 to 400 taka depending on the class of road, with rates varying based on the type of vehicle and the length of the bridge.
However, it does not specify how long tolls should be collected from a particular bridge, road, or structure.
Toll collection continues on numerous bridges across Bangladesh, even after the initial construction costs have been recovered.
Since 2009, tolls have been collected on the Kanchan Bridge in Rupganj. The Meghna-Gomti Bridge has been collecting tolls since 1991, while the Shah Amanat Bridge in Chattogram began toll collection in 2010.
Other significant bridges include the Ghorashal Bridge (since 2006), the Gorai Bridge (since 1991), and the Doarika - Shikarpur Bridge (since 2003).
Toll collection has been in place since 1992 on the Shambhuganj Bridge, 1993 on the Mahananda Bridge, and 2000 on the Mollahat and Dhalla Bridges (Bhashashahid Rafique Bridge).
Additionally, tolls have been collected since 1991 on the Sylhet-Sherpur Bridge, 2008 on the Kushtia Syed Masud Rumi Bridge, and 2005 on the Tulsikhali and Moricha Bridges. The Kapasia Fakir Majnu Shah Bridge has been collecting tolls since 2006.
Other bridges with ongoing toll collection include the Sylhet Lamakazi Bridge (since 1990), the Patuakhali Bridge (since 2005), the Mohonpur Bridge in Dinajpur (since 1990), and the Doratana Bridge in Bagerhat (since 2003).
The Chandpur Bridge started collecting tolls in 2005, while the Sherpur-Brahmaputra Bridge and the Sylhet Panchoganj Bridge have been collecting tolls since 2007.
Other bridges in this category include the Sheola Bridge in Sylhet (since 1999), the Hazrat Shah Paran Bridge (since 2007), the Boleshwar Bridge in Pirojpur (since 2000), Chaudala Bridge (since 2007), and the Tangail Hathubhanga Bridge (since 2001).
Toll Collection Contractor: The Awami League government has awarded a contract to a South Korean company for toll collection and maintenance on the Bangabandhu Sheikh Mujibur Rahman Expressway without a tender process.
The company will receive nearly 96 crore BDT annually for toll collection.
In contrast, a Chinese company is collecting tolls on the Bangabandhu Jamuna Multipurpose Bridge for just 12 crore BDT per year.
The Chinese company secured the contract through a competitive bidding process and began toll collection on the Jamuna Bridge on September 1.
Under the previous Awami League government, nearly all procurement and contractor appointments have been shrouded in controversy, with widespread allegations of collusion.
The Roads and Highways Department (RHD) has agreed to pay a South Korean company 717 crore BDT over five years for toll collection and maintenance of the expressway.
Since its launch, 80% of the toll revenue from the expressway has been directed to the contractor.
The toll collection contract for the Meghna-Gomti Bridge, held by Computer Network System Limited (CNS), was set to expire on September 30, 2020.
In 17 November 2019, RHD issued a tender for a new contractor.
However, CNS challenged the tender process in court, and the company was granted a stay order by the High Court.
After the legal dispute was resolved, a new contractor was appointed in September 2022.
CNS had held the contract for seven years, and was chaired by Ariful Haque, the brother of former Law Minister Anisul Haque.
CNS secured the toll collection contract through alleged political influence, receiving 77 crore BDT annually.
The current toll collection is now managed by O&M by UDC Construction Limited, which signed a three-year contract valued at 66 crore BDT.
Not only the Bangabandhu Expressway and Meghna-Gomti Bridge, but all major and medium-sized bridges where tolls are collected have had their contractors appointed by the Awami League government.
Most of these contractors have close connections with ministers and Members of Parliament from the ruling party. Their influence has played a key role in securing toll collection contracts for these bridges.
Additionally, many of these appointments were made without any competitive tendering process, even though the contracts could have been awarded at much lower costs through an open bidding process.
The driver of Tisha Paribahan, which operates on the Dhaka-Comilla route, stated, "The toll collection contract for the Meghna-Gomti Bridge expired five years ago. However, instead of reducing the toll after the contract ended, the fee was increased by 50 BDT. Previously, it was 400 BDT, but now we are charged 450 BDT. This additional cost is ultimately borne by the passengers. If toll collection were suspended, the fare would be significantly lower, and ordinary people would feel more relieved."
Professor Dr. Shamshul Hoque, a professor at the Department of Civil Engineering at Bangladesh University of Engineering and Technology (BUET) and a transportation expert, commented, "Toll systems are common in many countries, but they are typically implemented to cover the costs of a project’s construction and maintenance, not as a permanent solution. It is essential to understand that tolls create a barrier for travelers. The idea of collecting tolls from a bridge indefinitely is not justifiable." He added, "For major infrastructure projects like the Padma Bridge, expressways, and tunnels, the contractors for toll collection were not appointed through a competitive bidding process. The government should review the contractor selection procedures to prevent such issues in the future."
Professor Dr. Hadiuzzaman, another expert, stated, "Public funds are being used to repay the costs of these projects. Therefore, it is entirely unjustifiable to continue collecting extra tolls once the project expenses have been covered. Bridges are built to enhance public connectivity and promote socio-economic development, and once the construction costs are recovered, further toll collection becomes untenable." He also noted, "Appointing contractors for toll collection without a competitive bidding process constitutes corruption. Spending significant amounts of public money on contractor appointments in this way is equally unacceptable."
In response, Mohammad Zikrul Hassan, Chief Engineer of the Roads and Highways Department, explained, "There were no formal guidelines for toll collection initially. The government introduced a policy in 2014, but it does not specify a set period for toll collection. While there is a public perception that tolls should cease once the cost of a bridge has been recovered, tolls are designated as a revenue stream for the government."
Translated by ARK/Bd-Pratidin English
