Karnaphuli Tunnel: A white elephant haemorrhaging money
Daily traffic 80% short of target, incurs around Tk26.50 lakh daily loss
The Karnaphuli Tunnel, intended to serve as a vital transportation link, is facing significant losses due to underutilisation and high maintenance costs.
Nearly a year after its opening, the tunnel is seeing just 20% of its projected traffic, primarily because the expected industrial development at the Anwara end has not yet materialised, experts said.
The tunnel was envisioned to handle over 20,000 vehicles per day, however, current traffic levels stand at around 4,000 vehicles per day, which has led to severe financial strain.
Between its opening on 28 October 2023 and 11 October 2024, tunnel authorities recorded an average of 3,934 vehicles using the tunnel daily, generating around Tk10.40 lakh in tolls.
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In contrast, the total daily cost, including toll collection and maintenance, stands at Tk37.50 lakh and toll revenues cover only 30% of these expenses. This financial mismatch results in a daily loss of over Tk26.50 lakh and has accumulated total losses exceeding Tk90 crore.
Experts argue that the project, which cost Tk10,690 crore, was overly ambitious and based on assumptions of future industrial growth that have not yet been realised. They suggest the tunnel was pushed forward as a status symbol without fully considering its long-term economic impact.
Subhash Chandra Barua, vice president of the Porikolpito Chattogram Forum (Forum for Planned Chattogram), questioned the project's practicality, particularly given the absence of a clear timeline for industrial development in the southern regions.
"Why would we cross the tunnel to go to Anwara from Chattogram," he asked, pointing out that while there are plans to develop industrial zones in Anwara, Banshkhali, and the coastal areas.
"Before constructing a tunnel based on assumptions of future industrial growth in the southern region, we repeatedly questioned its rationale," he said, adding that anyone who suggested alternatives or criticised the project was labelled as an "anti-development conspirator".
Before constructing a tunnel based on assumptions of future industrial growth in the southern region, we repeatedly questioned its rationale.
According to a survey prior to the tunnel construction, it was projected that by 2025 an average of 28,305 vehicles will use the tunnel daily and the number would increase to 37,946 by 2030, with expectations for exponential growth in the following years.
However, residents of Chattogram are sceptical about these targets and doubt that the number of vehicles will even reach 5,000 by 2025.
Md Abul Kalam Azad, supervising engineer of the tunnel, said the vehicle estimates were based on the expected growth of industrial factories in Anwara, particularly the China Economic Zone.
"Since these industries have not yet developed as anticipated, traffic and toll revenue have remained below projections," he added.
Drawing a parallel with the Jamuna Bridge, Azad noted that it took several years for internal road connectivity to be established and for vehicle traffic to increase, and a similar timeframe is expected for the Karnaphuli Tunnel.
Tunnel over assumptions
The tunnel was intended to embody the concept of "One City, Two Towns" by connecting Patenga and Anwara upazilas with Chattogram city.
However, experts said CNG-run auto rickshaws and motorcycles are not permitted to use the tunnel, and there are currently no significant industries at the Anwara end. Consequently, vehicle movement has not increased.
Besides, key infrastructures like the planned Bay Terminal and the fully operational Mirsarai Economic Zone are still lacking. Until these developments occur, doubts persist about whether the tunnel will yield any benefits.
In 2014, the prime ministers of Japan and Bangladesh jointly announced the "Bay of Bengal Industrial Growth Belt" (Big B) concept, aiming to establish deep-sea ports, energy hubs, improved connectivity, and industrial zones in the region.
A large industrial city is being developed on 30,000 acres along the coast, covering areas like Cox's Bazar, Feni's Sonagazi, and Chattogram's Mirsarai and Sitakunda.
However, due to various challenges, only about ten factories have begun production so far. A 1,320MW coal-fired power plant, jointly owned by the S Alam Group and China's SEPCO III, has been established in Gandamra, Banshkhali.
Construction of the Chinese Economic and Industrial Zone is underway in Anwara, covering 778 acres, but industrial development along the coast has been slow.
Given this situation, experts believe it was unwise to build the tunnel based solely on assumptions.
Advocate Akhtar Kabir Chowdhury, president of Committee of Concerned Citizens (CCC) Chattogram chapter, told TBS that the funds spent on this tunnel could have constructed at least ten bridges.
Chowdhury criticised the mega project as a means of financial misappropriation, stating that these factors were not considered before the project was approved.
"Who will take responsibility for the daily losses now?" he asked, adding that the tunnel has become a "betrayal to the public and has turned into a festering issue".
Toll too high
The toll was fixed at Tk200-Tk1,000, depending on the type of vehicle, according to data from the Bridges Division.
In a recent study titled "How Visionary Was the Tunnel Construction?" Professor Samsul Haque from the Department of Civil Engineering at Bangladesh University of Engineering and Technology (Buet) described the tunnel project as poorly planned.
The study highlights that the toll rates for the Karnaphuli Tunnel are 2.5-6 times higher than those of the Shah Amanat Bridge, which is located within 30km of the tunnel. This significant toll difference poses a challenge to increasing vehicle traffic through the tunnel.
The tunnel was expected to serve as a vital link for vehicles travelling to and from various key locations, including Chattogram airport, seaport, economic zones to the northern parts of Chattogram and Dhaka, said the study.
However, on the ground, most vehicles using the tunnel are cars, microbuses, and tourist buses.
This indicates that rather than heavy commercial vehicles, the majority of traffic comprises visitors travelling to see the tunnel, especially from Dhaka and various parts of the country to the southern Chattogram region.
