The Sylhet-Tamabil four-lane project has become one of Bangladesh’s most contested infrastructure undertakings. While hailed by the former Sheikh Hasina administration as a milestone of regional connectivity, the project has instead highlighted the risks of lopsided deals, unchecked corruption, and the prioritization of India’s interests over Bangladesh’s own development needs.

 

Project Snapshot

 

Category Details

 

• Project Length 56.7 km (Sylhet to Tamabil land port)
• Initial Budget Tk 3,600 crore
• Revised Cost (2025) Tk 5,900+ crore (and still rising)
• Fund Source Bangladesh Govt. allocations + foreign loans
• Main Beneficiary India (Northeastern states & Chattogram port access)
• Deadline Extensions 4 times (original 2022 → latest 2026 est.)

 

Timeline of Delays

 

Year Event/Update

 

• 2016 Project approved under Sheikh Hasina’s government
• 2017 Construction officially begins
• 2020 First major cost escalation due to “design changes”
• 2022 Original deadline missed; partial progress reported
• 2023–24 Complaints of corruption, substandard work, and dust pollution dominate local media
• 2025 Estimated cost crosses Tk 5,900 crore; new deadline shifted to 2026

 

 

 

India’s Strategic Benefits

 

Trade Advantage → India’s trucks carrying coal, limestone, fruits, and other goods move faster and cheaper.

 

Port Access → Chattogram port reduces Indian shipping costs compared to Kolkata or Guwahati.

 

Regional Leverage → Strengthens India’s grip over Bangladesh’s infrastructure planning under SASEC and BIMSTEC frameworks.

 

 

Economic Estimate:

 

• India saves approx. 20–30% in logistics costs for northeastern exports.

 

• India gains direct access to Chattogram port, while Bangladesh earns negligible transit revenue.

 

 

Bangladesh’s Unequal Burden

 

Impact Area Description

 

Financial Strain Cost inflation = additional Tk 2,300+ crore burden, mostly on taxpayers and loans.

Local Suffering Prolonged construction → dust pollution, traffic jams, small business closures.

Unmet Promises No significant industrial growth or employment generation yet.

Transit Fee Gap Bangladesh earns Tk 192 crore/year (est.) in fees vs. project cost of Tk 5,900 crore.

 

 

Corruption Breakdown

 

1. Inflated Tenders – Contractors allegedly quoted 25–30% higher than actual cost.

 

 

2. Ghost Works – Reports of incomplete sections billed as “finished.”

 

 

3. Political Favoritism – Ruling party-linked firms awarded contracts.

 

 

4. Weak Oversight – Project director protected by Dhaka’s political power circles.

 

 

 

> “This project became a money machine for a handful of bureaucrats and contractors,” said a senior RHD insider. “The people pay, India gains.”

 

 

 

Public Voices from Sylhet

 

Commuter Testimony:

“For years we’ve been living in dust and chaos. If this is development, it is development for India, not for us.”

 

Small Business Owner:

“Customers avoid our shops because of blocked roads and endless construction. Many businesses have shut down.”

 

 

Expert Opinions

 

Dr. Rezaul Karim (Infrastructure Economist):

 

> “The highway is designed for India’s trade corridor. Bangladesh essentially financed India’s shortcut.”

 

 

Advocate Sultana Yasmin (Political Analyst):

 

> “This is a legacy of Sheikh Hasina’s regime—appeasing India at the cost of sovereignty.”

 

 

Prof. Anisur Rahman (Dhaka University):

 

> “Connectivity is not harmful. But one-sided agreements weaken sovereignty and reinforce dependency.”

 

 

Debt vs. Benefit Analysis

 

Category Bangladesh India

 

Project Financing Tk 5,900+ crore burden Zero cost

Transit Revenue Tk 192 crore/year (est.) N/A

Logistics Savings Minimal 20–30% cut in costs

Strategic Gain Limited, mostly to Sylhet locals Major: access to port & new markets

Political Leverage Dependency on India Enhanced influence

 

Comparative Perspective

 

Padma Bridge – Directly boosted Bangladesh’s domestic connectivity, increased GDP by 1.3%.

 

Sylhet-Tamabil Highway – Disproportionately benefits India, while Bangladesh shoulders costs and disruptions.

 

Recommendations by Experts

 

1. Renegotiate Transit Fees – Adjust to cover at least 50% of the project’s debt servicing.

 

2. Independent Audit – Review tender processes and cost escalations.

 

3. Balanced Diplomacy – Future projects must secure reciprocal benefits, not just serve external interests.

 

4. Local Safeguards – Ensure business compensation and environmental protection for Sylhet residents.

 

Conclusion: A Road to Dependency?

 

The Sylhet-Tamabil four-lane project, once branded as a beacon of “connectivity-driven growth,” has instead exposed Bangladesh’s vulnerabilities. For ordinary Sylheti citizens, it is a dusty nightmare; for India, it is a highway to profit and strategic gain.

 

Unless Bangladesh reassesses the terms of such projects and secures fair reciprocity, the Sylhet-Tamabil highway may be remembered not as a development milestone, but as a cautionary tale of how sovereign nations can end up financing the ambitions of their larger neighbors.