The phrase "white elephant" has a familiar ring in development parlance, often used to describe projects whose maintenance costs far outweigh their utility.
A year into its operation, the Karnaphuli Tunnel beneath the river in Chattogram appears to be taking on this unfortunate label.
The Awami League government had projected that the substantial traffic using this tunnel would generate sufficient toll revenue to cover construction costs and pay down foreign debt.
However, reality has diverged significantly from these aspirations.
Launched on 28 October last year, South Asia’s first river tunnel reached its one-year mark on Monday (28 October), yet traffic has fallen well below expectations, leading to insufficient toll revenue.
The revenue from tolls has proven so meagre that maintenance costs are outpacing earnings by a factor of 72.
This imbalance has led many to deem the tunnel a loss-making venture, though tunnel authorities maintain that two additional years are needed to gauge its true potential.
Initially, the tunnel’s management estimated a daily flow of 18,485 vehicles.
However, the average daily count currently stands at just 3,910 vehicles—nearly six times fewer than anticipated. This shortfall has resulted in daily toll revenue of only 10.37 lakh taka, against maintenance expenses amounting to 37.46 lakh taka.
As a result, daily losses currently sit at a staggering 27.09 lakh taka.
In the first year, the tunnel recorded passage of 14,11,412 vehicles of various types.
Sedans and microbuses accounted for 76.75% of this traffic, while buses comprised 10%, trucks 12.4%, and trailers 0.85%.
Up to 22 October, the tunnel has seen an average of 3,910 vehicles daily, yielding total toll revenue of 37 crore 85 lakh 61 thousand 210 taka.
However, with average daily maintenance costs at 37.46 lakh taka, total annual maintenance expenditure has hit 136 crore 76 lakh 52 thousand 445 taka.
Consequently, losses for the first year amount to 98 crore 90 lakh 1 thousand 235 taka.
This grim outcome has been attributed to discrepancies between feasibility study predictions and actual conditions.
Efforts are underway to connect Cox’s Bazar and Matarbari to the tunnel, which authorities hope will boost traffic and revenue.
Deputy Project Director (Technical) Abul Kalam Azad suggests that the tunnel’s full benefits will emerge only after two years.
"This is a long-term project, and until all the planned developments are realised, labelling it a loss-making venture may be premature," he commented.
Planned improvements include extensions to the marine drive, a China Economic Zone, the Anwara-Banshkhali-Cox's Bazar road, and the relocation of port operations to the Anwara end. These upgrades are expected to enhance the tunnel’s economic impact.
During an inspection on 26 October, Md Fahimul Islam, secretary of the Bridges Division, met with officials responsible for tunnel maintenance. They attributed low traffic to the lack of an alternative route and delays in launching the China Economic Zone at the Anwara end.
However, locals have expressed frustration over the stark contrast between government promises and present realities. The previous Awami League administration envisioned the tunnel as part of a “One City Two Town” model.
Yet, the lack of concrete action has left new developments at the Anwara end stagnant, with seven bank branches, multiple markets, and over a hundred shops facing severe losses. Many businesses have shut down entirely. Initially, land prices around the tunnel surged, but demand has since waned considerably.
In a recent research paper, Dr Shammsul Haque, professor of Civil Engineering at the Bangladesh University of Engineering and Technology (BUET), deemed the tunnel an ill-conceived endeavour.
The report noted the presence of Shah Amanat Bridge within 30 kilometres of the tunnel, where tolls are 2.5 to 6 times lower, a differential that has evidently deterred potential traffic from the tunnel.
Visiting Chattogram earlier, Faruk-E-Azam, adviser to the Ministry of Disaster Management and Relief, raised concerns regarding the tunnel, stating, “We are carefully examining whose directive initiated the Karnaphuli Tunnel and for whom it was intended.”
It remains to be seen whether the interim government will take measures to revitalise this ostensibly “dazzling” but financially unsteady project.
