Costly delays and doubts: Dhaka's BRT project spirals further with 55% cost jump

Infograph: TBS

Highlights:

• BRT project cost rises 55%, deadline extended four more years
• Total cost overrun now 223% since 2012 launch
• Experts doubt project will ease Dhaka's severe traffic congestion
• Flawed design, poor planning blamed for delays and ballooning costs
• Officials admit no clear justification for more public funding
• IMED warns BRT may worsen adjacent lane traffic jams

The long-delayed and heavily criticised Bus Rapid Transit (BRT) project, intended to connect Gazipur with Dhaka airport, is facing another massive cost increase and a further four-year extension, raising serious questions about its ultimate viability and benefits. This comes despite mounting doubts from experts and government bodies that the project, even if completed, will alleviate Dhaka's notorious traffic woes.

The Roads and Highways Department (RHD) recently submitted a proposal to the Planning Commission seeking to boost the project's budget by 55% to Tk6,597.32 crore. If approved, this would mark the project's fourth revision since its 2012 inception, pushing the total cost overrun to a staggering 223% from the original estimate of Tk2,039.84 crore.

The project's official tenure ended in December 2024, after five previous extensions. The new proposal aims to stretch the deadline to 2029, meaning the implementation would drag on for a total of 17 years.

A flawed vision

Initially envisioned as an efficient, affordable, and eco-friendly solution to Dhaka's chronic traffic issues, the 20.5km corridor between Gazipur and the airport has instead become a symbol of poor planning, unchecked delays, and relentless cost inflation.

Dhaka BRT Managing Director Muhammad Nurul Amin Khan stated that some key portions of the project are nearly complete. "If the revision is approved, the remaining work – including the procurement of 137 buses and 50 electric buses – can be completed in six months," he told The Business Standard, adding that additional infrastructure would take another four years.

When pressed on why further public funds should be poured into a project widely condemned as flawed and ineffective, Khan candidly admitted, "I have no answer to that."

However, Planning Adviser Wahiduddin Mahmud, speaking at a recent seminar, acknowledged the project's "flawed design." He cautioned that unless more funds are injected to rectify these issues, the money already invested would be wasted. According to Planning Commission data, around Tk2,810.62 crore had been spent as of May 2025, with physical work standing at 77.48%.

Breakdown of spiralling costs

The project is being implemented by four agencies: Dhaka Bus Rapid Transit Company (Dhaka BRT PLC), the Roads and Highways Division (RHD), Bangladesh Bridge Authority (BBA), and the Local Government Engineering Department (LGED).

Dhaka BRT PLC accounts for the largest portion of the proposed cost increase, seeking an additional Tk1,967 crore. This includes Tk33.16 crore for bus depot expansion, construction of an airport terminal, office renovations, and traffic signals. The company also requires Tk269 crore to cover operational viability gaps and Tk984 crore to procure buses, trucks, and support vehicles.

The RHD's share would rise by Tk228 crore for a 16km road upgrade, toll plazas, cleaning, maintenance, and equipment repair until 2029. 

The BBA has sought an additional Tk133.67 crore, largely for a 4.5km elevated road under a variation order. Administrative costs have also climbed by over Tk12 crore due to the extended project period. The LGED's share remains unchanged.

Experts warn of disaster

Professor Shamsul Haque, a civil engineering expert at Bangladesh University of Engineering and Technology, painted a grim picture, asserting that the project would fail to deliver its intended benefits and could even worsen traffic congestion.

"Spending over Tk6,000 crore on this is nothing short of suicidal," he declared. "BRT systems globally are known for being low-cost and fast to implement. Here, we're spending like it's a metro rail project, with none of the benefits."

Professor Haque labelled the project a "forced initiative," plagued by a lack of professional planning and a poor initial design. He argued that if key components had been included from the outset, the project would never have passed its feasibility test. 

He also criticised the corridor alignment, which was originally planned to connect Keraniganj to the airport but now only runs from Gazipur to the airport. 

"Commuters want to go to central Dhaka, not stop at the airport. This design ignores actual travel demand," he added.

Calling for accountability, Professor Haque urged the government to identify the responsible officials and recover public money if necessary.

No relief from traffic woes

A January inspection by the Implementation Monitoring and Evaluation Division (IMED) revealed a stark warning: even if completed, the BRT corridor would not reduce congestion. 

The report cautioned that traffic could worsen in adjacent lanes once the BRT's dedicated lane is enforced. 

The IMED observed that the special lane built for BRT buses is currently being used by regular traffic. Restricting it to BRT vehicles alone, as planned, would likely create new bottlenecks in the industrial corridor and increase public suffering.