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[🇧🇩] City Buses, Metro Rail, Urban Transport & City Road Infra

[🇧🇩] City Buses, Metro Rail, Urban Transport & City Road Infra
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G Bangladesh Defense

No well-thought-out urban planning in the past 50 years
Says Credence Housing’s managing director

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Zillul Karim

Bangladesh is growing horizontally and vertically, with new multistoried complexes being erected on fresh land in suburbs and towns to replace more modest structures.

Demand for homes and commercial spaces is rising hand in hand with the growing population of this land-scarce country, which accommodates over 1,300 people per square kilometre, making it one of the most densely populated nations in the world.

However, the development has not been planned. This is the case not only in the capital Dhaka but also outside the metropolis.

"We saw some plans regarding Dhaka during the Pakistan period. However, no proper planning was done after the independence. We have not had any long-term goal to make Dhaka a livable city," said Zillul Karim, managing director of Credence Housing Ltd.

During the pre-liberation period, areas such as Dhanmondi and Mohammadpur were developed in a planned manner.

Since then, only the Purbachal and Uttara areas have been developed in a planned manner. Of those, Purbachal has yet to become livable. Other than that, no well-thought-out plan has been made in the past 50 years.

"In parallel, we have made Bangladesh totally centralised," Karim added, referring to the overcrowded state of the capital. At the time of the independence in 1971, Dhaka had a population of only 700,000. Now, it is home to nearly 2.5 crore.

"We could not ensure industrialisation in any part of the country except Dhaka. Now, everyone is coming to Dhaka although we have no idea whether the capital can bear the load."

The authorities could have developed cities like Khulna, thereby ensuring facilities and jobs and preventing people from feeling compelled to move to the capital for better opportunities.

Instead, Khulna, a city blessed with a seaport and the Sundarbans, has become almost lifeless.

Not only do young people flock to Dhaka for career opportunities after graduation but politicians and businessmen also aim to ultimately reach the capital.

"Everything is centred around Dhaka. But how much load can it bear? Problems will not be solved if you don't think about the whole country."

Karim, who has been engaged in the real estate sector for nearly two decades, said Bangladesh needs to grow vertically in a bid to preserve land, which can be used for farming to ensure food security for the growing population.

"We have no option but to go for vertical growth. Just think about the fact that we have to import green chillies. If we lose our farmland, there will be no crops."

Many of our problems could be solved by vertical expansion, but the government has to provide infrastructural support for this, he added.

Karim highlighted that roughly 90 percent of people in Dhaka live in rented houses.

"We are unable to ensure homes for a majority of people in Dhaka."

One of the reasons for that is the high property prices in Dhaka. There is a huge demand for apartments at prices between Tk 50 lakh and Tk 1 crore.

"But we are totally missing this group. This is a big group. They are willing to purchase, but they do not have the capability to buy homes in the capital."

He said they can offer a flat at Tk 50 lakh in Savar.

"But a person whose office is in Karwan Bazar and whose son studies at Dhanmondi Boys' School will not move to Savar because no smooth communication facilities have been ensured for that person.

"Is there a reliable public transport that could take him to Dhanmondi in half an hour? If there were such infrastructures, there would have been development in Savar."

Everyone wants to stay in Dhaka, where traffic jams have made all the problems more complicated, he lamented.

One option could be housing developments surrounding the capital. But a lack of good public transport, and the absence of good educational institutions, healthcare, and other amenities there pose major barriers.

"We need a long-term plan, taking the whole country into perspective, not Dhaka only. We must give equal priority to every divisional city, ensuring everything that citizens need, so that no one feels the urgency to come to Dhaka.

"Had all the facilities been available in districts like Khulna or Dinajpur, who would come to Dhaka?" he said. "Just think, a person has to be brought to Dhaka in case of cardiac arrest. There is no good medical facility that treats heart disease in most other areas."

To address these issues, public-private initiatives are needed.

Karim also highlighted policy problems, saying: "The sad part is that we have no proper township planning."

Real estate development in Dhaka slowed after the government framed a detailed area plan (DAP) in 2022. Landowners are not willing to give land for new buildings since the floor area ratio has been reduced, he said.

This has fueled land prices and, in turn, the prices of flats.

He said they have been waiting for a revision in the DAP for nearly six months, but there has been no progress in this regard.

"As a result, we cannot take on new projects, and three or four departments in our office are sitting idle.

We cannot design buildings either because we are not clear which rules we should follow."

The devaluation of the taka due to the dollar crisis has further complicated the situation. The import costs of construction raw materials have soared, as have prices of apartments and commercial spaces.

"Our construction costs go up whenever the price of the dollar increases," he said. "We sell flats upfront. So, cost escalation is a big challenge for us."

The number of buyers is declining due to the rise in apartment prices.

The market situation deteriorated further after the political changeover in August last year.

"Fresh bookings slumped by half after August amid political uncertainty. People seem very cautious. The situation may normalise after the national elections and the stabilisation of dollar rates. People feel comfortable during political stability," he said.

"However, our existence will be at stake if the cost of dollars rises," said Karim.​
 
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Metro rail sets record with 403,164 passengers in a day
FE ONLINE DESK
Published :
Feb 15, 2025 12:50
Updated :
Feb 15, 2025 14:32

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The Dhaka Metro Rail has reached a new milestone, carrying a record 403,164 passengers in a single day, according to the Dhaka Mass Transit Company Limited (DMTCL).

In its verified Facebook post on Friday, DMTCL announced that the record-breaking figure was achieved on Thursday, marking the highest number of passengers transported in a single day since the metro rail service was inaugurated.

Expressing gratitude, DMTCL extended thanks to passengers, well-wishers, and stakeholders for their support in achieving this milestone, reports UNB.

A Popular and Efficient Mode of Transport

Since its inauguration, the Dhaka Metro Rail has emerged as a crucial component of the city’s transport system.

The service is particularly popular due to its speed, reliability, and modern facilities. Commuters benefit from avoiding Dhaka’s notorious traffic congestion, reducing both travel time and accident risks.

Designed to accommodate over 60,000 passengers per hour, the metro rail offers a safe, efficient, and environmentally friendly alternative to road transport. The service is increasingly becoming the preferred choice for daily commuters seeking convenience and efficiency.

Expanding the Metro Network

The Dhaka Metro Rail project is being implemented by DMTCL, with multiple lines planned to enhance urban mobility.

The first operational line, MRT Line 6, is nearing full completion. Besides, MRT Line 1 and MRT Line 5 are currently under construction, while MRT Line 2 and MRT Line 4 remain in the planning stages.

Once fully operational, the metro network is expected to significantly alleviate Dhaka’s traffic congestion and contribute to the economic and social development of the greater Dhaka area. By offering a modern and efficient transport system, the metro rail is poised to be a game-changer in the city’s urban development.

The introduction of the metro rail aligns with efforts to create a sustainable urban transport system in Dhaka. By reducing reliance on road transport, it is expected to lower carbon emissions and improve air quality in the city.​
 
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MRT line-5: Gabtoli-Dasherkandi route in the offing
Project okayed by Planning Commission, now awaits Ecnec approval

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The Planning Commission yesterday approved the project for constructing the southern route of the Mass Rapid Transit Line-5 (southern route), which will connect Gabtoli to Dasherkandi.

The approval was granted at a meeting of the commission's Project Evaluation Committee.

The planning ministry is now set to present the project proposal to the Ecnec (Executive Committee of the National Economic Council) for final approval.

According to a ministry official, the line will be constructed at a cost of Tk 47,721 crore, with 2031 set as the deadline.
The project was initially proposed in 2023 under the Awami League government at an estimated cost of Tk 54,618 crore. However, after revision, the cost came down to Tk 47,721 crore. Of this amount, Tk 32,332 crore will be financed by the Asian Development Bank and the South Korean government.

According to project documents, after the interim government took office, the planning commission returned the project proposal to Dhaka Mass Transit Company Limited under the Roads and Highways Division (RHD) to determine whether the project should proceed.

The RHD confirmed it would be implemented and then resubmitted the proposal to the planning ministry for the next steps.

Once constructed, the southern route will start from Gabtoli and end at Dasherkandi, passing through Kalyanpur, Shyamoli, Asad Gate, Russell Square, Karwan Bazar, Hatirjheel, Tejgaon, and Aftabnagar.

It will feature 11 underground and four elevated stations. The underground stations will be between Gabtoli and Aftabnagar, while the elevated ones will be from Aftabnagar to Dasherkandi.

Initially, 19 trains with six air-conditioned coaches will operate on the route.

According to the documents, the middle coaches of each train will accommodate a maximum of 323 passengers, while the trailer coaches will carry 308 passengers.

With a travel time of 28 minutes between Gabtoli and Dasherkandi, one train will depart every four and half minutes.

The route is expected to help reduce traffic congestion and improve the environment in the capital and surrounding areas.

Operations of the country's first metro rail line, formerly known as MRT Line-6, began in November 2023, except for its Motijheel-Kamalapur section.

Two more lines -- MRT Line-5 (northern route) and MRT Line-1 -- are currently being constructed.​
 
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Easing Dhaka's perennial traffic congestion
Tanim Asjad
Published :
Mar 07, 2025 21:34
Updated :
Mar 07, 2025 21:34

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Despite extensive discussions and proposed solutions, the relentless traffic congestion in Dhaka continues to worsen, demanding urgent attention. The situation exacerbates during the holy month of Ramadan every year, underscoring the pressing need for immediate action.

Over the past two decades, Dhaka and other major cities have experienced rapid urbanisation and a rise in motor vehicles. Though the increase in private cars is modest, on an average 1.50 per cent in the last ten years, the increase in motorcycles is sharp. BRTA statistics showed that the annual average growth in registered motorcycles stood at 9.70 per cent in the previous decade. Besides the registered motor vehicles, the unregulated rise in motorised contraptions, battery-run rickshaws to be precise, has compounded urban challenges, mainly traffic congestion. Almost all roads and streets in Dhaka are now occupied by motorcycles and batter-run rickshaws, intensifying traffic congestion. Non-battery or human-pedalled rickshaws are also growing, only to make things worse.

Ride-sharing motorcycles and rickshaws are used as personal vehicles as these can carry only one or two people at a time. So, Dhaka faces unique congestion challenges mainly due to the overwhelming reliance on personal vehicles. These vehicles, coupled with CNG-driven three-wheelers, are also considered para-transit as these offer door-to-door services between points that are not served by regular public transports. Being vastly responsive to passenger demand, these vehicles become an essential mode of public transport, also reflecting inadequacies in public transportation systems.

However, motorcycles have become a serious troublemaker to other vehicles on roads and pedestrians due to unruliness. It already has a bad name for gross violation of traffic rules. Riding on footpaths and driving from the opposite direction of the roads by the bikers have become unstoppable. Criminals are also using motorcycles for quick escape from the spots. The recent surge in snatching, mugging and robbery in Dhaka owes significantly to motorcycles.

Battery-run rickshaws also become a menace on roads and streets due to growing unruliness. Though the vehicle provides comfort to passengers and drivers, reckless and unruly driving has become a regular thing now, putting pedestrians and other vehicles at risk. Like some motorcycles, many battery-run rickshaws also drive on the wrong sides and in opposite directions of roads. Rickshaws and motorcycles are parked at various turning points and intersections of roads and streets, causing undue congestion.

Illegal occupation of footpaths and roadsides by makeshift vendors only adds to the traffic congestion. Pedestrians cannot walk, and vehicles cannot move smoothly due to these makeshift outlets. Over the years, the makeshift shops have been backed by political goons and police. After the political changeover on August 5, it now becomes a big question: who is still backing the makeshift vendors? The same old but flawed logic that the vendors are poor people and need some support cannot be accepted at all. Footpaths must be free for walkers, and streets and roads for the movement of vehicles.

If all the footpaths become free from any illegal occupation, people will choose to walk more and avoid any kind of vehicles to travel short distances. It will help reduce the demand for cars on roads and ultimately contribute to cutting the congestion to some extent. Again, keeping the roads free from vendors will help ease vehicular movement. Moreover, more public buses are necessary to reduce the number of motorcycles and rickshaws on roads and streets. The buses have to be decent and commuter-friendly. All these suggestions are not new at all. Nevertheless, repeating this is necessary as the authorities seem to be indifferent to the problems.​
 
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The ordered chaos that is Dhaka City...

Karwan Bazaar
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MRT-1 is proceeding in full speed. It is being prioritized for funding even during interim caretaker govt.

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Bangladesh’s first six-lane expressway and interchange as shown here, starts in Dhaka and ends at Bhanga.

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Ctg elevated expressway fails to meet expectations
Limited entry and exit points, low usage, and revenue shortfall raise concerns

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The first elevated expressway in Chattogram is facing significant challenges in delivering benefits to commuters due to a lack of entry and exit points, as most of the ramps are still under construction.

Even more than a year after its inauguration, this lack of accessibility resulted in considerably low usage by commuters, as they deem the convenience brought by the expressway less than their expectations.

This, in turn, deprives the government of potential revenue from toll collections.

The Chattogram Development Authority constructed the expressway in the port city from Lalkhan Bazar to Patenga, at a cost of Tk 4,298.95 crore, aiming to reduce traffic congestion and boost economy.

According to a 2015 feasibility study by the Bureau of Research Testing and Consultancy at Chittagong University of Engineering and Technology, the Chattogram expressway was projected to handle 39,793 motorised vehicles daily by 2025, accounting for 60 percent of traffic on the Lalkhan Bazar-Patenga route.

However, data from the project authority reveals an average of just 7,267 vehicles using the expressway daily since toll collection began on January 3 this year.

As such, the anticipated revenue from toll collection has not materialised yet.

In total, Tk 2.93 crore has been collected in tolls from 4,14,272 vehicles as of February 28, raising questions about the expressway's capacity to meet traffic and revenue expectations.

Meanwhile, commuters expressed frustration and criticised CDA for lacking the proper infrastructure for seamless movement using the expressway.

"The CDA makes the expressway useless without constructing ramps for Patenga-bound vehicles in Lalkhan Bazar area," said Abdullah Ahad, a banker, who regularly drives a car to commute from GEC to Cement Crossing area.

The expressway, supposed to have 14 ramps at nine points, is ironically running with only an exit ramp in Tigerpass area, while CDA has postponed construction of six of the ramps.

"We failed to construct the designed ramps due to delays in land acquisition and issues surrounding possession of acquired land," said Mahfuzur Rahman, project director of the Chattogram Elevated Expressway.

Admitting that the expressway is yet to deliver benefits to commuters, he said, "We are trying, but several complexities leave us helpless."

"The expressway is not living up to expectations due to a lack of dedicated exit and entry ramps at several points," commented Md Delwar Hossain Mazumdar, an executive member of the Forum for Planned Chittagong, and former chairman of the Institution of Engineers, Bangladesh (Chattogram centre).

Driving on wrong side spikes

Visiting the Akhtaruzzaman flyover connected with the expressway recently, this correspondent observed a traffic congestion was created at the mouth of the flyover at Lalkhan Bazar area as a car was trying to move on the wrong lane.

"Some drivers are always driving on the wrong lane, leaving others at risk of accidents," said Mahmood Hossen, who regularly drives from Kadamtali to Textile area using the flyover.

Commuters attributed the tendency to drive on the wrong side to lack of proper enforcement of traffic rules and absence of strong monitoring, even though it is a punishable offence under the Road Transport Act with a maximum fine of Tk 10,000.

Mahfuzur Rahman said they wrote to traffic police for taking legal action against rule violators.​
 
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