Gabtoli-Dasherkandi metro set to take off

The approval process for the much-awaited MRT Line-5 (Southern Route), connecting Gabtoli with Dasherkandi, has moved forward, with the project likely to be placed before the Executive Committee of the National Economic Council (ECNEC) for approval next Tuesday.

The 17.2-kilometre metro rail project, estimated to cost Tk 45,503.76 crore, will connect the western part of the capital with several important central and eastern areas.

The project will be implemented by Dhaka Mass Transit Company Limited (DMTCL) under the Road Transport and Bridges Ministry, with implementation scheduled from September 2026 to August 2033.

Of the total project cost, Tk 30,306 crore will come as loans from the Asian Development Bank (ADB) and the Economic Development Cooperation Fund (EDCF) of the Korean government, while the government will provide Tk 15,197.76 crore.

According to project documents, 13.1 kilometres of the route from Gabtoli to Aftabnagar will be underground, while the remaining 4.1 kilometres from Aftabnagar Centre to Dasherkandi will be elevated.

The route will have 15 stations, including 11 underground and four elevated stations: Gabtoli, Technical, Kallyanpur, Shyamoli, College Gate, Asad Gate, Russell Square, Karwan Bazar, Hatirjheel, Tejgaon, Aftabnagar, Aftabnagar Centre, Aftabnagar East, Nasirabad and Dasherkandi.

Project officials said the journey from Gabtoli to Dasherkandi would take around 28 minutes. The line is expected to carry around 9.24 lakh passengers daily, with each train capable of carrying 2,312 passengers.

Trains will operate at a maximum speed of 100 kilometres per hour on the elevated section and 90 kilometres per hour underground.

The project is also expected to generate economic and environmental benefits. According to project estimates, it could save around 214.97 million working hours annually and reduce the number of vehicles on roads by around 1,049. It is also expected to cut carbon emissions by around 208,000 tonnes annually through reduced fossil fuel consumption.

COST REVISED
The project has undergone two rounds of cost revision. The original proposal estimated the cost at around Tk 54,000 crore, which was later revised to Tk 47,721.44 crore. The latest estimate has brought it down further to Tk 45,503.76 crore.

Officials said around Tk 2,217 crore was cut from the previous estimate, mainly by removing nearly Tk 2,000 crore in interest-related expenditure and reducing allocations for land acquisition, administration and other components.

The land required for the project has also been reduced from 23.09 hectares to 9.104 hectares, substantially lowering acquisition costs.

Project Director Brigadier General (retd) Mohammad Abdul Wahab said the technical assistance component, including the feasibility study, detailed design and preparation of contract documents, had been completed in 2024.

He said the project was revived after the current government took office.

"Initially, the project cost was estimated at around Tk 55,000 crore. That was an approximate estimate. After completion of the detailed design, the project was reassessed and the cost was reduced by around Tk 7,000 crore," he said.

According to officials, land acquisition could take around one to one-and-a-half years. Preparatory activities, including tendering, will proceed during this period.

The project director said the government would bear the cost of land acquisition, allowing preparatory work to move forward even if finalisation of ADB financing takes some time. As tunnel construction alone could take around five years, the authorities plan to begin underground works at an early stage.

Tender documents for several packages have already progressed. Final tender documents for CP-1 to CP-4 have been prepared and received ADB concurrence, while documents for CP-6 and CP-7 are under review. Tender documents for CP-8 and CP-9 have also been prepared.

EXPERTS QUESTION VIABILITY
Despite the potential benefits, experts have raised concerns over the project's huge investment, particularly the cost of underground construction.

BUET Professor of Civil Engineering Dr Md Shamsul Haque said the project could benefit Dhaka's commuters, but its financial viability should be examined carefully before approval.

"Keeping an underground metro rail financially sustainable will be a major challenge," he said, noting that the existing elevated MRT Line-6 has yet to become fully profitable.

He said underground metro systems require substantial expenditure on maintenance, security, ventilation and lighting, which could significantly increase operating costs.

Nevertheless, project officials believe the Gabtoli-Dasherkandi line will play an important role in improving Dhaka's public transport system by providing a faster, safer and more reliable connection between the capital's western, central and eastern areas.