Padma Bridge

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Padma Bridge

Padma Bridge

CarriesMotor vehicles,Railway

CrossesPadma River

LocaleLouhajong,MunshiganjtoShariatpurandMadaripurBangladesh

Maintained byBangladesh Bridge Aurhority

DesignerAECOM

DesignTruss bridge

MaterialSteel

Total length6,150m (20,180 ft)

Width21.10m (69.2ft)

Construction beginexpected in 2011

Construction endexpected in 2013 (-2015)

Coordinates232521N901835ECoordinates:232521N901835E

ThePadma Bridgeis a multipurposeroad-rail bridgeacross thePadma Riverto be constructed inBangladesh. When completed it will be the largest bridge in Bangladesh and the first fixed river crossing for road traffic. It will connectLouhajong,MunshigonjtoShariatpurandMadaripur, linking the southwest of the country, to northern and eastern regions. The Project covers three districts namely, Munshiganj (Mawa Point/North bank),ShariatpurandMadaripur((Janjira/South bank). The civil work components of the project requiring acquisition and requisition of land are presented in Table 1. The total area of land to be acquired and required for various components is 918 ha. The requisition of land for the construction yard will be for six years on a rental basis. As per the new design, an additional 144.04 ha has been identified for acquisition, bringing the total to 1062.14 ha. This additional land is required because project site lost significant land due to erosion, for transition structures and also due change in railway alignment.

The two-level steeltruss bridgewill carry a four-lane highway on the upper level and a single track railway on a lower level. The project will include 6.15km long and 21.10 m wide bridge[1], 15.1 km of approach roads, toll plazas and service areas.[2]Project cost is estimated to beUS$3.00 billion. Funding for the project is provided by the Asian Development Bank (ADB) (US$615 m[2]), theWorld Bank($1.5 billion[3]), Japan International Cooperation Agency ($415 m), Islamic Development Bank[4]($140 m). The government also signed another $ 14.84 million agreement with the IDB for the implementation of the water-supply and sanitation project in cyclone-prone coastal areas, and Abu Dhabi Development Group ($30 m).[5]Of the total amount, the government will provide Tk 50 million while the rest will come in the form of project aid.

The Bangladesh Bridge Authority invited the pre-qualification tender for the project in April 2010.[1]Construction of the bridge is expected to commence by early 2011[5]and be ready for major completetion in 2013[1](and complete all sections by late 2015[4]). 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 River at Mawa-Janjira points. The bridge will contribute significantly towards facilitating the social, economic and industrial development of this relatively underdeveloped region with a total population of over 30 million. The area of influence of the direct benefit of the project is about 44,000 sq km or 29% of the total area of Bangladesh. Therefore, the project is viewed as a very important infrastructure towards improving the transportation 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-financed by the Government of Bangladesh (GOB), the World Bank (WB), the Asian Development Bank (ADB), the Japan International Cooperation Agency (JICA) and the Islamic Development Bank (IDB). Bangladesh Bridge Authority (BBA) is the executing agency (EA) of the Project.

Padma Bridge

Construction phase:2015Status:project phase

Location:BetweenMawa,BangladeshandJanjira,BangladeshCrosses:Padma River

Click on the image to enlarge it.

Structural Type:Truss bridgedouble deck

Function / usage:Railroad (railway) bridgeRoad bridge

Persons involved with this structure

Legend:Phase of worksRole

Name

Part of structure

Consulting engineerKatsufumi Matsuzawa

Takeshi Yoshida

Firms, offices, etc. involved with this structure

Legend:Phase of worksRole

Name

Part of structure

DesignConstruction Project Consultants, Inc.

Nippon Koei Co. Ltd.

Technical information

Description

Value

Construction materials used

trusssteel

Dimensions

main spans

150 m

piers number

41

The Daily Star; Tuesday, September 13, 2011The construction of Padma Bridge will face a long delay if the World Bank does not accept the government's proposal to start the work soon without involving the firms accused of corruption.

The proposal was made when WB Vice-President Isabel M Guerrero met Prime Minister Sheikh Hasina on Sunday.

Finance Minister AMA Muhith, who was present at the meeting, said this at a press briefing at his secretariat office yesterday.

The WB official came to Dhaka on a day's trip to inform the government about the lending agency's position on corruption allegations concerning the Padma Bridge project.

Muhith told journalists, We cannot wait for an indefinite period. We have told them [World Bank] to officially communicate to us the names of the companies accused of corruption. The government will drop those from the short-list and start the construction.

At Sunday's meeting, Guerrero said the bank will take its decision after discussing the matter at its headquarters in Washington.

The government has short-listed five firms for appointment as consultants including Canadian company SNC-Lavalin Group Inc. The names of those short-listed have been sent to the World Bank for its approval.

The Canadian authorities are investigating the SNC-Lavalin Group Inc for corruption following a WB referral.

Guerrero told the government that the bank cannot approve the appointment of consulting firms until the Canadian authorities dispose of the allegations against SNC-Lavalin.

The minister told her that the probe against the accused firms may take two to three years to be completed, and the government cannot wait that long to begin the construction.

The WB official said they have received some other allegations as well.

Muhith said, The prime minister and I have emphatically told the World Bank vice-president to inform the government about the companies against whom they have allegations. The government will begin construction of the bridge without those companies.

Besides the proposal for appointing consulting firms, tender documents for the construction work and river training have been sent to the WB for approval. But none of those has been approved yet.

The minister said both he and the PM will go to the US separately this month. They will have talks with the WB officials there on the issues regarding Padma Bridge.

If the matter is settled by this month and the bank accepts the government proposal, preparatory work for construction of the bridge will start next month.

It, however, might take till January to begin the construction, which was earlier expected to get underway by October.

Asked about speculations that the WB will not fund the bridge as long as Syed Abul Hossain stays communications minister, Muhith said, I don't know of anything like that. Maybe it all is being spread.

THE FEASIBILITY STUDY OF PADMA BRIDGE

Study team : Japan International Cooperation Agency (JICA)Start : May 2003, END : March 2005

Timing of SubmissionMain Contents

Inception ReportJune 2003-Scope, methodology and implementation plan of the Study

Progress Report 1September 2003Selection of the bridge location alternatives, Traffic demand projection

Interim ReportMarch 2004-Results of Preliminary Engineering Studies- Results of IEE and SIA- Decision of the Bridge Location

Progress Report 2September 2004-Design criteria and design standards-Comparative analysis, preliminary design and construction plan

Draft Final ReportJanuary 2005-All Study results

Final ReportMarch 2005- All study results, reflecting comments by the Bangladeshi Government

Findings of Progress report - 1

Four alternative bridge sites were identified as alternative locations in the following areas:

Site-1:Paturia-GoalundoSite-2:Dohar-CharbhadrasanSite-3:Mawa-JanjiraSite-4:Chandpur-Bhedarganj

-Four alternative 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 & social consideration.

-JICA study team considers site-1 and site-3 to be most advantageous for a new fixed crossing and recommends these sites for further study until Interim report.

Findings of the Interim reportBasic Policy of the Feasible Study:

Main Function of Padma Bridge

Location of Padma Bridge

Socio-Economic Impacts of Padma Bridge

Associated Road Development Project

Associated Road Development Project

Impact of Macro Balance of the Country

Private Sector Participation

Study Items completed by Progress Report (1)

Collection & Review of Existing Data, Information and Reports related to the Study

Identification of Conceivable Bridge Crossing Sites

Traffic Survey & Traffic Demand Forecast

Preliminary River Study

Preliminary Technical Consideration of Highway & Bridge Planning

Preliminary Environment & Social Condition

Screening of Alternatives

The Study Items completed by Interim Report

Engineering Survey

Preliminary River Facility Design

Preparatory Preliminary Study for Bridge & Highway

IEE

SIA & Resettlement Issue

Economic Effect & Preliminary Feasibility

Findings from Geotechnical Investigation

Difference of Subsoil Conditions between 2 Sites

N-values of SPT at Mawa-Janjira site are higher than those at Paturia-Goalundo site.

Horizontal Ground Reaction

As the coefficients of horizontal ground reaction in the bored holes showed relatively smaller values, such characteristics would have to be considered in the preliminary design of foundations.

Liquefaction

Paturia-Goalundo site has high potential risks of liquefaction when sever earthquake takes place. On the other hand, Mawa - Janjira site has lesser potential risks of the same.

Finding (1 )

N -values of SPT at Mawa-Janjira site are higher than those at Paturia-Goalundo. Main reason of this result might come from the subsoil composition at Paturia - Goalund that consists of relatively singular particle size distribution of fine sand.

Finding (2)

Below maximum scour levels El -40m PWD, N-values of SPT at Mawa-Janjira are higher than those at Paturia-Goalundo.

Finding (3)

From the pressure - meter tests in situ bored holes, the following relation was obtained:

Em=4.52N

Where, N:N-value of SPT

Em: Coefficient of horizontal ground reaction

Ref.: Em+7N.....Design specification of Highway Bridges adopted by JRA.

Em=7n

Finding (4)

As a result of liquefaction analysis, there is no potential risk of liquefaction at Mawa-Janjira site.

On the other hand , there is some protential risks of liquefaction at Paturia-Goalundo site in some depts either before or after scour.

Preparatory Study for Preliminary Design on Bridge

Bridge Length, which was decided by the river study

Paturia-Goalundo= 6.5 kmMawa-Janjira =6.2 km

Applicable Bridge Types over 100m Span Length

Concrete Bridge: PC Continuous Box, Extradosed, Cable-stayed

Steel Bridge: Steel Continuous Box, Cable-stayed

Foundation Types

Steel Tubular Driven Piles, Cast-in-situ RC Piles, RC Caissons

Cost-Span Relation

Minimum cost would be at approx. 200m span length.

Favorable Bridge Types and Span Length

PC extradosed girder bridge or PC cable-stayed girder bridge would be the most favorable bridge type from the view points of construction cost, maintenance cost, etc. Favorable span lengths will be further examined in a rage of 150m to 250m.

Initial Environmental Examinations (IEE)

Initial Environmental Examination (IEE) was conducted for the two preferred sites to identify the significant environmental impacts

A tailor made project specific 6 step template was developed exclusively for this project and applied for two sites

For the two sites, most of the impacts are found to be similar

There is no significant advantage of one site over other

SIA and Resettlement Issues

SIA was conducted for two alternative sites to ascertain the likely impacts of :

1.Land acquisition

2.Local response to the project

3.Resettlement needs of the potentially affected persons

Survey Results

Estimated amount of land to be acquired is almost same (about 1,250 ha ) in both cases

The number of affected households / structure varies due to differences in population density

Current estimate suggests:-

Mawa - Janjira70,000 to 80,000

Paturia - Goalundo40,000 to 45,000

Estimated LA and resettlement cost for M-J site is $39 million, and G-P is $24 million

The Study Team found strong support to the project at both locations

Traffic Study and Economic Analysis (Main Work Items)

1)Traffic Surveys (Traffic counts, OD Survey)

2)Establishment of Future Socioeconomic Framework (Population, GDP, GRDP)

3)Traffic Demand Forecast (Target year 2025)

4)Confirmation of Economic Feasibility

5)Economic Impacts of the Padma Bridge

1)Improvement of Accessibility

2)Regional Economic Development

3)Formation of International Road Network

Summary of Comparisons of Two Sites from traffic and Economic Point of View

Evaluation CriteriaPaturia-GoalundoMawa-JanjiraTraffic Demand (2025)19,850 vehicles/day41,550 vehicles/dayEconomic FeasibilityEIRR=9.6%EIRR=16.9%Financial Project Cost (Million US$)1,2601,074Improvement ofAccessibility(Travel time)Dhaka - MonglaDhaka - Benapole

(Beneficiary Population)Within 3 hours from DhakaWithin 4 hours from Dhaka

4.5 hours4.6 hours

2,791,000 (9%)12,738,000 (42%)3.6 hours3.6 hours

10,417,000 (35%)22,247,000 (74%)Density of Feeder RoadsNo big differenceFormation of International Road Network

Asian Highway A-1. Short distance to Benapole Land Port and Mongla Sea PortRegional Economic DevelopmentGDP of Southwest region will increase by 18% (1.2% /year)GDP of Southwest region will increase by 35% (2.3% /year)Growth centers around the bridge sitesNo big difference

Indicative Cost

Paturia - GoalundoMawa - JanjiraUS$ 1,260 millionUS$ 1,074 million

Evaluation of P-G & M-J sites

Evaluation CriteriaPaturia - GoalundoMawa - JanjiraEconomicFeasibilityEIRR9.6%16.9%B/C Ratio0.711.81NPV (Mil.Taka)-9,85723,140RegionalDevelopmentIncrease of GRDP of Southwest Region18% up(1.2% per year)35% up(2.3% per year)EnvironmentalImpactResult of IEENo big differenceSocial impact and Resettlement IssuesHouseholds requiring relocation1,8422,635Community structures affected1860Total population affected (both direct and indirect)40,000-45,00070,000-80,000Preliminary RAP cost23.7 mil. US$38.79 mil. US$

RIVER TRAINING WORKS (RTW)

Types of RTW:Guide Bund works (GBW),abutment protection works (APW) and bank protection works (BPW).

GBW:To guide river flow to the bridge opening and to protect bridge abutment and approach road from erosion.

APW:To protect bridge abutment from erosion.

BPW:To ensure the functions of the GBW and APW by maintaining present flow conditions around the bridge sites.

ALTERNATIVES SCHEMES

For RTW on Left Bank:Two alternative measures(1) GBW facing to Padma river, or(2) APW behind the less erodible riverbank (1km apart considering possible erosion during 100 years in future)

For RTW on Right Bank:GBW facing to Padma River were proposed, since no reliable stable bank for abutment could not be found on the right bank according to the erodibility study.

Alternative Schemes:In combination with the left and right RTW mentioned above, two alternative schemes with same functions were established each for PG-site and MJ-site.

BPW:The BPW were also planned for each site considering respective site conditions.

SELECTION OF OPTIMUM SITE

RTWin combination of GBW(R), APW(L) and BPW are proposed for both PG- and MJ- sites.

Construction Cost:According to the preliminary cost estimate, MJ-site requires less construction cost than PJ-site.

0ptimum Site:The optimum site will be finally proposed afterward considering economic, social and environmental aspects as well as the engineering aspect.

Steps of Environmental Study

Initial Environmental Assessment for Padma River eco-system particularly for four alternative sites

Initial Environmental Examination (IEE) for two preferred sites (reporting in Interim Report)

Environmental Impact Assessment (EIA) for the selected site

Environmental Management Plan (EMP)

Objectives of IEE

To identify the significant environmental impacts

Prepare Scope of EIA

Prepare a preliminary EMP with cost estimates

Features of the IEE Study

Impact area is considered as 10,000 km2

ROW is considered as 60m and Bridge landing site requirement is assumed as 6 km2

Secondary data was collected on related parameters

Primary data was collected by questionnaire survey, reconnaissance, and discussion with local people.

Assessment Procedure

A tailor project specific 6 step template was developed and applied

Environmental parameters are identified with rational

Numerical weightage values are decided with justification

Project specific mitigation guidelines are prepared

Impact analysis template is used

An impact rating template is employed (screening)

A Leopold graded impact matrix is applied

Impact Assessment

40 parameters used for screening

There are 8 positive impacts

No impacts for 8 parameters

There are 24 negative impacts (befort mitigation)

There are 14 negative impacts after mitigation (however, impact will be reduced much)

Impact Comparison

For two sites, most of the impacts are similar

More erosion/siltation at Paturia site

More water bodies loss at Paturia site

More fisheries loss at Paturia site

More homestead loss at Mawa site

More Income loss at Mawa site

More split of communities at Mawa site

There is no significant advantage of one site over other

Scoping of EIA

(as Identified in IEE)

Erosion and siltation (including regional hydrology and drainage congestion)

Agricultural / vegetation loss (including plant cutting)

Fisheries (including water bodies)

Wildlife

Land acquisition (including split of communities)

Resettlement (including Income loss)

Navigation

Road accident

Air, noise and vibration pollution

Preliminary EMP

A rough cost estimates show that the EMP requirement will be between 2 and 3 million US$ (the EMP cost for the Jamuna Bridge was about 3 million US$)

However the cost requirement variation between the two sites is insignificant

SIA & Resettlement Issues

Objectives of the SIA

SIA was conducted for two alternative sites -(I) Mawa / janjira and (II) Paturia / Goalundo

Planned and carried out to ascertain the likely impacts of

-Land acquisition-Local response to the project-Resettlement needs of the potential APs

Primary objectives were to

-Develop comparative SIA of the two alternatives-Preliminary Cost estimates- Develop social/ resettlement criteria for site selection

SIA was not designed for a full scale resettlement study

SIA Methodology

Conducted over two months (Nov / Dec 2003)

Similar ecological and socioeconomic features

Methodology adopted include

--Participatory Rapid Appraisal (PRA)Focus Group Discussion (FGD)

-Meetings with local govt. officials/community leaders

-Sample survey using structured questionnaire

200 heads of households were interviewed

SIA Survey Results

Impacts of Land Acquisition

Estimated amount of LA is same in both sites

Mawa / janjira1272 ha

Paturia / Daulatdia1239 ha

impact on households/ population varies

-M/J2,635 hhs (13,204 APs)

-P/G1,842 hhs (8,732 APs)

These numbers limited to affected hhs requiring relocation

Those affected by loss of land are not Included

Jamuna experience - three times higher than those requiring relocation

SIA Survey Results

Loss of residential /commercial structureMawa /Janjira - 2635 unitsPaturia / Goalundo - 1842 units

Close to 80% of the units are made of

straw / bamboo, Cl sheet/tile roof - can easily be dismantled and moved

Community structures /facilities will also be affected - (I) M/J - 60, and (ii) P/G - 18

SIA Observations

Total population affected (directly and indirectly) may run into:

Mawa - 70,000-80,000Paturia - 40,000-45,000

Impacts surely will begreater than currently understood

More accurate assessment will be possible only after the site is selected and preliminary design available

Awareness and Response to the Project

Local people are fairly aware of the impacts of LA & Resettlement Impacts

Also Informed about donor policies due to the Jamuna and Southwest Road Projects

Association and lobby groups have been established at both crossings for selection of their favored sites

Strong support to the project

- Improved transportation- Business and new income opportunities- Control of riverbank erosion- Opportunities for regional industrial development

Resettlement and Preferred Options

Survey included questions with regard to choices and preferred options

(i) Mawa / Janjira - 75% of those Interviewed preferrelocation on their own (self -relocation)(ii) Paturia / Goalundo - 96% indicated their preferences for self-relocationOver all, there will be limited demand for resettlement site development

Cost estimate - too early for an accurate cost estimate: M-j $39 million; P-G $24 million

Review and analysis of the Findings

SIA data should be treated as indicative of the potential impacts

The data is generally in line with the pre-feasibility study

A more extensive survey to be carried out for the selected site

The detailed information would be crucial for preparing the RAP

Criteria for Final Site Selection

Preliminary results shows greater impacts In Mawa-Janjira overPaturia site

Site selection should be more on technical - engineering grounds-future safety of the bridge infrastructure

Major Impacts of the project - Irrespective of sites

Selection of Final site Is critical to set the next agenda preparation of RAP

Task would be to minimize Impact, develop Improved policy for mitigation of adverse Impacts, management and capacity building for resettlement management

Experience of the Jamuna and other donor-funded projects will be used In the planning and Implementation of RAP for Padma

Traffic Demand Forecast ofthe Padma Bridge

Traffic Volumes across Padma River(both ways 2003: From Traffic Survey)

Paturia-GoalundoMawa-CharjanjatCross-PadmaTotalLight Vehicle572128700Bus687227914Truck1,217781,295Total2,4764332,909Launch Passenger15,5599,12624,685

Present Traffic Movement Pattern

At present, traffic at Mawa is lower than Paturia due to the following reasons:

1) Road condition of NH 8 is now very poor.

2) A narrow approach road to the Mawa ghat.

3) Quality of ferry services at Mawa is lower than Paturia in general.

4) No sufficient parking space for trucks.

5) Two hour river crossing time at Mawa is significantly longer than 35 minutes of Paturia.

Future Traffic Movement Pattern

Future traffic movement pattern will be drastically changed if the Padma Bridge is constructed at Mawa with following reasons:

1) Improvement of NH 8 (Dhaka - Khulna Road Project by ADB) will be completed 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.

Quantification of Benefits

1) Vehicle Operating Cost (VOC) Savings

2) Travel Time Cost (TTC) Savings

3) Freight Value Deterioration Savings

4) Ferry Operation Cost Savings

5) Traffic Accident Savings

6) Air Pollution (C02,NOx) Reduction

7) Benefits from Utility Facilities

8) Land Enhancement Benefits

Preliminary Economic Evaluation

- Evaluation period : 30 years

- Opportunity Cost of Capital : 12 %

Tentative results: 1) EIRR: Paturia = 9.6%

Mawa = 16.9%

Relationship Between GRDP and Travel Time to / from Dhaka

[Model]

Ln (G)=3.0453-0.5482 Ln (T)+Q.4926 Ln (F)

where: (R=0.902)G=Gross Regional Domestic Product/kM2T=Time to Dhaka from districts in Southwest region (hours)F=Density of feeder roads (km/kM2)

Estimated Impact on Economic GrowthinSouthwest Region (Growth of GRDP)

PaturiaMawaSW region18% up(1.2%/year)35% up(2.3%/year)Bangladesh4% up7% up

Conclusion

From the result of the engineering studies, the economic feasibility including costs for social and resettlement issues and future effect on GRDP growth in Southwest Region, the best bridge site is concluded at Maws - Janjira .

Findings of Progress report - 2

This report mainly deals with

-Natural condition survey such as topographic survey, geotechnical investigation, riverMorphology & mathematical modeling

-Preliminary design of Padma Bridge, approach roads, toll plaza, service area, minor Bridges, underpass, riverbank protection works public utilities etc.

-Operation & Maintenance plan of Padma Bridge

-Construction plan & procedure of preliminary cost estimate

-Environmental study & social impact & resettlement study

Design Criteria & standards

The preliminary design in the study would be conducted on the basis of Asian Highway (AH) standards and Roads & Highways Department (RHD) standards. RHD standards are similar to AASHTO standards. Standards adopted by Japan Road Association (JRA), BSI and Indian Road Congress (IRC) would be used as supplementary ones.

Parameters related to River Engineering

Water levels:

Design High Water Level( 100 year return period):DHWL=+7.35m PWDStandard High Water Level:SHWL=+5.81m PWDMean Water Level:MWL=+3.02m PWDStandard Low Water Level:SLWL=+1.43m PWD

Water Discharge and velocity:

Design Discharge( 100 year return period):Qd=134,400m3/secDesign Water velocity( 100 year return period):Vd=4.6m/sec

Scour Levels:

Adjacent to Riverbank ( 100 year return period)300m from riverbank:Zs=-37.56m PWDIn middle of river( 100 year return period):Zs=-23.63m PWD

Reasons for review on bridge types, span-cost relation of Interim

-Bridge width was changed from 17.2m in the interim report to 21.5m in this report

-In the interim report foundation stability was examined based on the ship collision force 23.3 MN, which is slightly refined 23.7 MN in this report.

-In the interim report current market prices in Japan were used for estimating the indicative cost of steel girder bridge (US$5,000/ton including materials, fabrication, transport, erection). It would have to be re-estimating taking into consideration the possible case of internationally prevailing market prices (US$3,800/ton including materials, fabrication, transport, erection).

Girder Depths and Bridge lengths

Bridge TypeGirder Depth at mid spanAprox. Bridge length

PC Box Girder(Span 160m)4.8m5,680m

PC Extradosed(Span 180m)3.3m5,580m

PC Cable Stayed(Span 200m)1.85,480m

Indicative cost by Bridge type without Railway

Bridge TypeUnit cost/mBridge lengthIndicative costPC Box Girder(Span 160m)US$99,0105,680m562 million US$

PC Extradoses(Span 180m)US$91,6205,580m511 million US$

PC Cable Stayed(Span 200m)US$109,6405,480m601 million US$

Reduced river widths by bridge type

Bridge TypeNumber of Piers in the riverPier width per eachReduced river width% Reduced river widthPC Box Girder(Span 160m)3415.0m510m9.6%PC Extradoses(Span 180m)3115.0m465m8.8%PC Cable Stayed(Span 200m)2816.20m454m8.6%

Present river width in 2004=approx. 5,300m

Total Bridge length

Padma main bridge: 5,400m

Left(North) bank Viaduct: 60m

Right(South) bank Viaduct: 120m

Total tength: 5,580m

Specific bridge type and alternatives for preliminary design

PC extradosed girder Type Bridge has been selected for the main bridge structure of the Padma Bridge from the view points of less construction cost, aesthetics and river aspect. In addition Bangladesh side requested the study team to include alternative options that has cable stayed girder at the center portion of approximately 800m in length. As a result the following five alternatives will be examined in the preliminary design of the study:

Alternative-1(Base case):PC extradosed girder bridge without railway provisionAlternative-2:PC extradosed girder bridge with cable stayed girder at bridge center portion without railway provisionAlternative-3:PC extradosed girder bridge with railway provisionAlternative-4:PC extradosed girder bridge with cable stayed girder at bridge center portion with railway provisionAlternative-5:PC extradosed girder bridge with minimum investment case

Approach & service Roads

-12,163 m long approach roads on the both river banks (213 m at left & 11,950 m at right banks)

- 6 m width service road on both sides along the approach road & 2m lower than that of the approach road

-No of minor bridges on approach roads-6nos (total length=1000m)

-No of culverts (for underpasses for crossing RHD/LGED road) on approach roads-13nos

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