TDS Desk

Despite recovering construction costs, tolls are still being collected from 26 bridges across the country, including the Meghna-Gumti, Shah Amanat (Karnaphuli), and Shambhuganj bridges.

Although toll rates were initially determined after construction, they have increased several times since then. Additionally, contractors are hired to collect tolls, consuming a large portion of the revenue.

Experts argue that once construction costs are recovered, the government should review and consider stopping toll collection. They also criticise the practice of spending large amounts on contractors for toll collection, terming it a misuse of public funds that is unacceptable.

In 2014, the government formulated a policy under the Roads and Highways Department (RHD) to regulate toll collection from roads, bridges, tunnels, flyovers, and ferries. The policy mentions that all bridges over 200 metres will be subject to toll collection. Bridges shorter than 200 metres but replacing ferries must collect tolls for at least one year. The policy sets toll rates between Tk100 and Tk400 based on vehicle categories and bridge lengths. However, the policy does not specify how long tolls can be collected from any bridge, road, or structure.

Despite recovering construction costs, tolls are being collected from bridges such as Kanchan Bridge since 2009, Meghna-Gumti since 1991, Shah Amanat since 2010, and Shambhuganj since 1992, among others.

The government has awarded the toll collection and maintenance of the Dhaka-Mawa Expressway (formerly known as Bangabandhu Sheikh Mujibur Rahman Expressway) to a South Korean company without a competitive tender. The company receives Tk96 crore annually for this work. In contrast, a Chinese company manages toll collection at the Bangabandhu Jamuna Multipurpose Bridge for just Tk12 crore annually under a competitive bidding process.

During the previous tenure of the Awami League government, several purchases and contractor appointments were made, many of which faced allegations of collusion and irregularities. The RHD will pay the Korean company Tk717 crore over five years for toll collection and maintenance of the expressway. So far, 80% of the toll revenue has been spent on the contractor.

The toll collection contract for the Meghna-Gumti Bridge by Computer Network System Limited (CNS) was supposed to end on 30 September 2020. However, in November 2019, the Roads and Highways Department (RHD) invited tenders for a new contractor. CNS challenged the tender process in court and secured a High Court stay order. After the legal battle concluded, RHD appointed a new contractor in September 2022. During this period, CNS continued collecting tolls for seven years.

Notably, CNS’s chairman, Ariful Haque, is the brother of former law minister Anisul Huq, who reportedly influenced their prolonged toll collection rights. CNS received Tk77 crore annually, whereas the new contractor O&M by UDC Construction Ltd signed a three-year contract for Tk66 crore.

Toll collection contracts for other significant bridges, such as the Dhaka-Mawa Expressway and Meghna-Gumti Bridge, have also been awarded by the Awami League government. Many of the appointed contractors are reportedly close associates of ruling ministers and MPs, with some contracts awarded without competitive tenders, leading to higher expenses that could have been avoided through open bidding.

Mohammad Ibrahim, a driver of the Tisha bus that travels on the Dhaka-Comilla highway, said that toll rates have increased even after the contract expired five years ago. He noted that the toll for the Meghna-Gumti Bridge rose from Tk400 to Tk450, burdening ordinary commuters and increasing fares unnecessarily.

Professor Dr Shamsul Hoque, a transportation expert from BUET, argued that while toll systems exist globally to recover construction and maintenance costs, perpetual toll collection is unjustified.

He emphasised that toll collection should cease once costs are recovered and criticised the lack of competitive tendering for major projects like the Padma Bridge and the Expressway.

Another expert, Professor Dr Hadiuzzaman, said that collecting additional funds after recovering project costs is unfair, as infrastructure is meant to enhance socio-economic connectivity.

He termed the appointment of contractors without tenders as a form of corruption and highlighted that exorbitant contractor fees are unsustainable.

Md Zikrul Hasan, Superintendent Engineer of the Roads and Highways Division, acknowledged the lack of specific toll collection timelines in the 2014 toll policy.

“While there is a public perception that tolls should end after cost recovery, toll revenues are classified as government income and contribute to development projects,” he said.