Gabtoli-Dasherkandi Metro Must Justify Its Cost

The approval process for the much-awaited MRT Line-5 (Southern Route), connecting Gabtoli with Dasherkandi, has moved forward. The project may go before the Executive Committee of the National Economic Council (ECNEC) next Tuesday. According to project officials, the 17.2-kilometre route will cost Tk 45,503.76 crore. We welcome the prospect of better public transport for Dhaka. However, such a major undertaking cannot be judged by its benefits alone. The country’s economy is grappling with high inflation, weak revenue collection and limited fiscal space, while gas shortages and power cuts are straining households and businesses. Against this backdrop, the government must explain why this substantial investment deserves priority over other urgent public needs.

There is no doubt that the proposed line could significantly improve urban mobility. With 15 stations, it could carry around 9.24 lakh passengers a day and shorten the journey between Gabtoli and Dasherkandi to about 28 minutes. Such savings would matter greatly in a city where commuters lose hours in traffic. The line will also run 13.1 kilometres underground, which will entail higher construction and operating costs. Although the estimated outlay has been reduced, planners must establish whether the projected passenger numbers and wider benefits are realistic enough to support the investment.

Those benefits could be considerable. The scheme is expected to save around 214.97 million working hours annually, curb road traffic by about 1,049 vehicles and lower carbon emissions by around 2,08,000 tonnes. Yet these gains depend on sustained passenger demand. High fares, difficult access to stations or weak bus connections could limit use. Moreover, construction is only the beginning. Underground systems require continuous spending on maintenance, ventilation, lighting and security. The state must also assess the subsidy the service may require and whether fares can remain affordable for ordinary commuters.

Before approval, our policymakers should conduct a transparent cost-benefit analysis based on realistic passenger, fare and revenue projections. They should also compare the metro with less expensive ways of improving public transport, including better bus networks, integrated ticketing and stronger traffic management. If the project goes ahead, independent oversight must prevent delays, waste and cost escalation. Such safeguards would help ensure that public money produces the greatest possible transport benefit.

We expect the authorities to balance Dhaka’s urgent transport needs with the country’s wider priorities. The capital clearly needs better public transport, but the proposed investment must offer more than attractive travel-time savings. Its financing arrangements, operating expenses, subsidy requirements and performance targets should be made public before proceeding. Better transport is essential, but so are economic stability and energy security. The metro should move forward only if the evidence shows that it can deliver lasting public value.