The Karnaphuli Tunnel, built at a cost of over BDT 105 billion, has fallen significantly short of expectations. According to an analysis by the Bangladesh Bridge Authority, since the tunnel opened for traffic on October 29, 2023, an average of just 4,082 vehicles have used the tunnel daily up until August 18. It falls far below the projected 17,000 vehicles per day in its first year.

The low traffic volume has made it difficult to cover daily operational costs, let alone achieve profitability. Compounding the problem is the Chinese loan taken for the tunnel's construction. Repayment installments have already started after the grace period ended, officials from the Bangladesh Bridge Authority have confirmed.

Infrastructure experts have pointed out that the Karnaphuli Tunnel's construction cost was one and a half times higher per kilometer than the Padma Bridge. Moreover, the tunnel's operating costs are three and a half times greater than those of the Padma Bridge. In the context of Bangladesh, they believe that the Karnaphuli River tunnel represents a significant waste of money under the guise of a mega project.

A recent study titled ‘How Prudent Was the Decision to Build the Karnaphuli Tunnel?’ by Dr. Shamsul Hoque, a professor in the civil engineering department at Bangladesh University of Engineering and Technology (BUET), highlights the short-sighted planning and various weaknesses of the tunnel.

The study compared the tunnel’s management system to an ICU in a hospital, noting that the provision of artificial oxygen and lighting, as well as overall safety and emergency measures, are extremely costly for any tunnel. The Karnaphuli Tunnel is no exception. While the operation and maintenance of the two-level Padma Bridge costs BDT 6.93 billion over five years, the same period costs BDT 9.84 billion for the Karnaphuli Tunnel. Per kilometer, the tunnel's operational and maintenance expenses are three and a half times higher than those of the Padma Bridge.

Located within 30 kilometers of the Karnaphuli Tunnel is the Shah Amanat Bridge. The toll rates for the tunnel are between two and a half to six times higher than those of the bridge, depending on the type of vehicle. This disparity in toll rates is proving to be a challenge for increasing the number of vehicles using the tunnel, the study notes.

The report further states that one of the key objectives of constructing the Karnaphuli Tunnel was to develop Chattogram into a ‘one city, two towns’ model. However, the exclusion of provisions for ‘local traffic’ such as bicycles, CNGs, and motorcycles has put this plan at risk.

The Road and Highways Department approved headroom of 5.5 meters for vehicular traffic. Any flyover or similar infrastructure over a road must meet this height standard for smooth vehicular passage. However, the headroom in the Karnaphuli Tunnel is only 4.9 meters, which hinders the movement of heavy cargo vehicles. Additionally, restrictions on vehicles carrying flammable materials, due to safety concerns, have negatively impacted daily traffic volume. The report suggests that instead of a tunnel, a more cost-effective, environmentally friendly, and sustainable infrastructure could have been built, such as a long-span suspension bridge using an arch design over the Karnaphuli River.

Describing the Karnaphuli Tunnel as a wasteful project, Dr. Shamsul Hoque told Bonik Barta, “The traffic forecast in the feasibility study was entirely manipulated. Not just for the Karnaphuli Tunnel, but for most projects in recent years, these manipulated forecasts were made to present them as feasible. To prevent future wasteful projects such as the Karnaphuli Tunnel, those responsible for its construction must be held accountable.”

The Karnaphuli Tunnel was inaugurated on October 28 last year, with vehicular traffic starting the following day. According to information published on the Bangladesh Bridge Authority's website, in the 295 days since traffic began, more than 1.2 million vehicles have crossed the Karnaphuli Tunnel. This averages to 4,082 vehicles per day. A significant portion of the traffic using the tunnel so far has been tourism-related, with many users primarily visiting to see the tunnel.

The current traffic volume is not an indicator of the tunnel's effectiveness, commented Subhash Barua, vice-president of the Planned Chattogram Forum. He has conducted research on Chattogram's transportation system, including the Karnaphuli Tunnel.

He remarked, “There’s no industry on the other side yet. So how will traffic increase? The planned Patenga Terminal hasn’t been completed, nor has the Bay Terminal or the Mirsarai Economic Zone. Until these infrastructures are built, there will be no benefit from this BDT 105 billion project.”

The traffic forecast was made assuming the Karnaphuli Tunnel would be operational by 2017. The forecast predicted an average daily traffic of 17,374 vehicles in 2017, rising to 20,719 by 2020, and 28,305 by 2025.

To address the discrepancy between the projected and actual traffic volumes, repeated attempts were made yesterday (August 19) to contact Monjur Hossain, Secretary of the Bridges Division, and Harunur Rashid Chowdhury, Project Director of the Multi-Lane Tunnel Construction Project Under the Karnaphuli River. Neither was available by phone.

However, Secretary Monjur Hossain previously told Bonik Barta, “As time goes on, the gap between the tunnel's revenue and expenses will gradually narrow, and eventually, it will become profitable.” Project Director Harunur Rashid Chowdhury expressed similar sentiments during a previous conversation with Bonik Barta.