When will Dhaka-Ctg highway be completed?

The impression is that nothing moves in any field in the country automatically without being pressed by either the head of the government or a parliamentary standing committee. If not, why was the parliamentary body compelled to direct the road transport and bridges ministry to set December deadline for the contractor to complete the most important Dhaka-Chittagong four-lane highway? Delay in upgrading the economic corridor, according to estimates by some representative business bodies, is costing the economy Tk 100 billion a year. The ministry should have given a better account of itself when the contractor was found to delay its construction works by citing different excuses.  
When a contractor submits a bid for any specific job, the required funds must have been earmarked for completing its work within a fixed deadline. Instead of upgrading the highway, the company now seeks more funds. This exposes an ulterior motive on the part of  the company. As reports have it, instead of blacklisting the company for breaching the contract and refusing to complete the expansion of Dhaka-Chittagong Highway within the stipulated period of time, the ministry opted for persuading it to do the job in contravention of its (contract's) original terms. But such efforts for past several years are yet to yield any result. It is now for the Prime Minister's Office (PMO) to intervene and see what has really gone wrong as even the PM is reportedly embarrassed over the inordinate delay.
The inexcusable delay in the expansion of the highway into a four-lane one -- initially undertaken in 2005 and then in 2009 after floating a fresh tender  that year, speaks of the tortuous bureaucratic process that besets the country's development projects. This is the most used road for exports and imports. Heavy traffic sometimes doubles the six-hour travel time on the highway, hampering foreign trade, raising costs of doing business and causing public sufferings. In order to make traffic on the four-lane highway smooth and hassle-free, the authorities concerned ought to have started work on three vital alternative bridges at Kutchpur, the Meghna and Daudkandi by this time. The minister himself was on record, saying that the vulnerability of the existing ones demanded quick action in building the alternative bridges at the earliest.
In fact, upgradation of the highway and construction of three bridges should have started at the same time. The Chittagong port has been able to show a marked improvement in its handling of containers and efforts for optimisation of the utilisation of berths and yards, making it otherwise easier for the country to carry out its sea-borne external trade. But in the absence of necessary infrastructure linking the port, the possibility of harnessing the potential of the port in full, remains a distant dream.