The country's first-ever tunnel, built beneath the Karnaphuli riverbed, was opened to traffic with great fanfare and much enthusiasm on October 28 last year, promising to develop Chattogram into a 'one city, two towns' model, akin to Shanghai in China. This 3.32-kilometre-long tunnel, constructed at a cost of Tk 106.89 billion, was also envisioned to bring substantial economic benefits by serving as a crucial link in road connectivity. It connects the country's largest economic zone in Mirasarai with its first deep-sea port in Maheshkhali, both of which are currently under construction.
One year later and following the ouster of the Awami League government, however, many are questioning the very necessity of constructing the tunnel, given its high maintenance costs and much lower-than-anticipated traffic volume. Daily toll collections reportedly stand at approximately Tk 1 million, while operational and maintenance costs reach Tk 3.7 million. As a result, the project has been labelled another "white elephant" of the ousted Sheikh Hasina regime. Compounding these concerns is the impending repayment of Tk 60.7 billion borrowed from China's Exim Bank for the tunnel's construction, set to begin next fiscal year.
Despite these issues, the tunnel's long-term economic benefits are undeniable. Chief among them is the enhanced connectivity with the deep-sea port. Once the Matarbari deep-sea port and Mirsarai economic zone become operational, traffic through the tunnel is expected to increase significantly. However, the interim government has extended the deep-sea port project's deadline by three years, pushing its operational date beyond 2030. To maximise the tunnel's potential, the timely construction of the proposed marine drive connecting Mirsarai to Cox's Bazar through Anwara, Banshkhali, and Pekua will also be crucial.
Moreover, as the tunnel connects the bustling port city with its underdeveloped southern areas, it presents an opportunity for the planned expansion of Chattogram. The port city is imploding under the heavy burden of overpopulation, strained civic amenities, persistent traffic congestion, unregulated high-rise developments, and severe waterlogging even after moderate rainfall. This cannot go on. Planned expansion of the city of 70 million has long been overdue.
It is, therefore, time to realise the 'one city, two towns' vision. Although the tunnel has yet to bring substantial economic change to the southern side of the Karnaphuli River, reports indicate that major industrial groups such as Akiz Group, Four H Group, Diamond Cement, Unitex, Partex Group, and others have already acquired land in Anwara to establish industries and develop residential areas. This has increased property values by 10 to 15 times over just a few years.
However, industrial expansion across the river has been stagnant, mainly due to political instability, a halt on new gas connections, a dollar crisis, limited access to bank loans, and the overall situation in the country. A Korean EPZ is already operational, while the construction of the proposed Chinese EPZ is stalled. A stable political environment and a business-friendly atmosphere would allow these growth prospects to fully materialise.
The tunnel also makes access to Parki Beach-a scenic convergence of the Karnaphuli River and the Bay of Bengal-much easier. Traffic flow in the tunnel can be significantly enhanced in the short term by improving tourist facilities at Parki Beach and developing the area.
Overall, the Karnaphuli Tunnel will serve as a vital artery to the country's first deep-sea port as well as a catalyst for growth in South Chattogram and also help planned expansion of the port city itself. Therefore, it should not be written off as a project doomed to fail.
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