Dhaka Metro Accelerates Expansion With New Lines and Extensions

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Dhaka’s fast-growing metro rail network is entering a new phase of expansion, as fresh construction milestones, budget revisions and network plans signal a major reshaping of how residents move around Bangladesh’s crowded capital.

MRT Line 6 Reaches Motijheel and Advances Toward Kamalapur

MRT Line 6, Bangladesh’s first metro line, has already transformed commuting patterns along its north-south spine from Uttara to Motijheel. Initial sections of the line opened in late 2022, and full operation to Motijheel followed in 2023, establishing a new backbone for urban mobility across central Dhaka.

Recent project updates indicate that work is now concentrated on extending the line a further 1.16 kilometers from Motijheel to Kamalapur. Publicly available government information shows that more than two thirds of construction on this extended section was completed by early 2026, with ambitions to bring the stretch into service next year.

Planning documents and local coverage indicate that the Kamalapur extension is technically complex, requiring careful engineering around a major national rail hub. Once complete, the full length of MRT Line 6 is expected to reach more than 21 kilometers, integrating suburban rail, intercity services and the metro under a single multimodal node at Kamalapur.

Budget revisions approved in recent months have increased the overall cost of Line 6, reflecting both the additional track to Kamalapur and higher construction and land acquisition expenses. Reports indicate that the revised plan aims to secure the long-term capacity of the line, with station upgrades, systems enhancements and extended rolling stock provision built into the expanded budget.

First Underground Corridor: MRT Line 1 Takes Shape

While Line 6 consolidates its role as the pioneer corridor, construction on MRT Line 1 is positioning Dhaka to join the ranks of cities with full underground metro sections. The line is designed around two branches: a largely underground airport route linking Hazrat Shahjalal International Airport to Kamalapur, and an elevated spur from Natun Bazar to the fast-growing Purbachal area.

Project information from Dhaka Mass Transit Company Limited and government briefings describes Line 1 as one of the largest infrastructure undertakings in the country’s transport sector. The airport route alone is planned to stretch almost 20 kilometers underground, with more than a dozen subterranean stations stitched beneath some of the city’s most congested corridors.

Recent progress updates indicate that depot works for Line 1 are at an advanced stage, with the principal depot site near Purbachal reportedly close to completion. At the same time, utility relocation along key sections has emerged as a critical challenge, slowing the pace of tunnel and station construction as engineers navigate dense layers of water, power and communications infrastructure beneath Dhaka’s streets.

Government statements and media coverage now point to a revised commissioning horizon later in the decade, with full opening of Line 1 expected after 2026 rather than within the earlier target window. Even with this adjustment, planners continue to frame the project as central to easing congestion to and from the airport and opening up eastern expansion zones around Purbachal.

MRT Line 5: Northern and Southern Routes Push Ahead

Beyond Line 1, attention is increasingly focused on MRT Line 5, which is planned as a pair of east west corridors cutting across the northern and southern halves of the metropolitan area. The northern route is slated to connect Hemayetpur with Vatara via Mirpur and Banani, combining elevated and underground sections to reach business districts and dense residential zones.

Government news releases from 2025 and 2026 highlight steady work at the Hemayetpur depot site for the northern route, where land development and civil construction have been under way. Technical documents show that this branch will mix overhead viaducts with long underground stretches, particularly between Amin Bazar and Notun Bazar, to reduce surface disruption in heavily built-up areas.

The southern route of Line 5 is planned to link Gabtoli to Dasherkandi, passing under or alongside major arteries and new residential clusters. Official project summaries describe a corridor of more than 17 kilometers, with the majority of track underground between Gabtoli and the Aftab Nagar area and an elevated section toward Dasherkandi.

Budget documentation for the current fiscal planning cycle indicates that allocations for Line 5 have been adjusted as the government responds to broader fiscal pressures. Development partners and local analysts are tracking how these revised disbursements will affect construction sequencing, but planning materials continue to list Line 5 as a high priority line intended to serve rapidly growing outer districts.

Future Lines 2 and 4 Aim to Complete a 140-Kilometer Network

While Lines 1, 5 and 6 account for most on-the-ground construction today, planning has moved forward on MRT Lines 2 and 4 as part of a long-term vision to build more than 140 kilometers of metro track in and around Dhaka by 2030. These corridors are intended to provide additional east west and radial capacity, connecting underserved districts and satellite towns.

According to planning summaries, MRT Line 2 is envisioned as a mainly elevated line running from Gabtoli in the west to Chittagong Road in the southeast, with around two dozen stations. Such a route would intersect with existing and planned lines, creating new transfer points and offering an alternative to chronically congested surface roads.

MRT Line 4 is being studied as a corridor linking Kamalapur with areas toward Narayanganj and Madanpur. Recent updates from state news services indicate that feasibility and financing discussions are under way with international development partners for this line, reflecting its role in connecting industrial zones and residential townships beyond the core city.

Together, these future lines are intended to distribute passenger loads more evenly across the network, reduce reliance on buses and informal transport, and create a more predictable framework for land use planning along high capacity transit corridors.

Changing Travel Patterns and Challenges Ahead

Even with only one fully operational line, early evidence from passenger counts and transport studies suggests that Dhaka’s metro rail is beginning to reshape daily travel. Commuters along the MRT Line 6 corridor report significantly shorter journey times compared with pre-metro conditions, and published analyses presented at recent engineering conferences describe the line as a turning point in efforts to shift trips from road to rail.

Urban planners and researchers note that the metro’s impact depends not only on new track but also on how well stations integrate with buses, rickshaws and pedestrian infrastructure. Reports point to ongoing work on feeder services, park-and-ride facilities and station-area improvements, though these are advancing at different speeds across the city.

At the same time, cost escalations, budget reallocations and utility relocation delays underscore the complexity of building a modern metro in one of the world’s most densely populated cities. Publicly available project documents and local coverage highlight continuing debates over construction methods, fare policy and long-term operating subsidies.

Despite these challenges, the breadth of current construction and planning activity suggests that Dhaka is committed to a metro-led model of urban transport. As additional sections of Lines 1 and 6 open and work on Line 5 gathers pace, residents and visitors are likely to see a steadily expanding network that redefines how they navigate the capital.