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

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G Bangladesh Defense Forum

Do women need the separate metro rail carriage?​


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While the reasons behind having a women-only compartment might seem obvious to most, the existence of this seemingly magical compartment remains shrouded in mystery for some others. FILE PHOTO: PRABIR DAS

On February 20, Facebook was flooded with posts about how unbelievably crowded a metro rail platform was that day. One post in particular gained viral attention, narrating how hordes of men flooded into the women's compartment during the crowded commute and refused to leave. The writer of the post took pleasure in sharing that, in response, the women in the compartment rallied together, blocking the gates during stops to teach the men a lesson. She enthusiastically described the wholesome sense of girl power and unity that pervaded the compartment that day. This viral post triggered hundreds of other discussions, primarily centred around the question: why is there a separate women's compartment? And what purpose does it serve? Certain metro rail commuters thought it was unfair that women get to have a separate compartment even during peak hours, when men don't.

While the reasons behind having a women-only compartment might seem obvious to most, the existence of this seemingly magical compartment remains shrouded in mystery for some others. Before delving into that, let's take a closer look at what unfolded that day. According to multiple accounts, the metro rail platform was exceptionally crowded due to a delayed train. In a last-minute announcement, it was specified that the very last compartment was designated for women when usually it is the first compartment.
In Bangladesh, as per a 2018 research study by BRAC, a staggering 94 percent of women utilising public transportation reported instances of verbal, physical, and other forms of harassment. The severity and prevalence of sexual harassment in public spaces is one of the key deterrents to women's equal participation in higher education and the labour force.​

Initially, one might assume that the overcrowded setting led to confusion, with men inadvertently entering the women's carriage. However, as the train reached less crowded stations, and uncomfortable women (alongside the guards) requested the men to disembark or shift to other carriages, they adamantly refused to comply. The women in the compartment then resorted to blocking the gates and subsequently prevented the men from getting off at their stations. From that point onward, discussions unfolded regarding the perceived severity of the treatment these women imparted to the men that day. Some voiced their discontent, arguing that if the roles were reversed, men would not subject women to similar treatment. This debate eventually led to questioning the purpose of having a separate women's compartment.

In the online discourse, the separate compartment was painted as a privilege, prompting people to question why women, who are currently striving for equality, would desire such "special treatment." The conversation then expanded to include the debate about the need for designated seats for women on buses as well. Some argued that, in the past, men used to willingly offer their seats to women during crowded commutes, but this practice has dwindled as women now perceive themselves as equals to men.

But Bangladesh is not the only country to employ designated women's compartments in metro trains. In countries such as India, Indonesia, Japan, and Mexico, there are women-only spaces in trains. Countries such as the UAE have also taken initiatives to introduce pink taxis driven by women for female passengers in several cities. Some countries, such as Malaysia, also introduced women-only buses.

Creating these safe spaces for women is not restricted to public transport. One can find women-only community centres, banks, and clinics. "Safe space" is the keyword here as these places were not constructed to give women a leg up or provide them with an added privilege. What do the countries providing separate commuting spaces to women have in common? Women in all these countries face severe sexual harassment in public spaces and are victims of institutional discrimination.

In Bangladesh, as per a 2018 research study by BRAC, a staggering 94 percent of women utilising public transportation reported instances of verbal, physical, and other forms of harassment. The severity and prevalence of sexual harassment in public spaces is one of the key deterrents to women's equal participation in higher education and the labour force. In Bangladesh, buses have for long designated seats for women at the front, not with the assumption that women are less capable of standing but because standing in these crowded buses makes them more vulnerable to sexual harassment. Even then, these reserved seats are frequently disregarded by male passengers with little to no retaliation from other passengers. And, unfortunately, even with these designated spaces in place, women were found to be vulnerable to sexual harassment in buses predominantly occupied by men.

This is why when the Dhaka metro rail was inaugurated, and it was announced that a whole carriage would be reserved for women, relief seemed to spread among female commuters. Reports of women who typically relied on Uber rides or CNG-run auto-rickshaws for added safety now opting for the metro rail were common. However, the allure of this dedicated space is slightly diminished due to improper enforcement, as men continue to breach the designated compartment.

Access to safe public transportation and simply being in public without the fear of harassment constitute a fundamental human right, often denied to women in Bangladesh. In this context, the women-only compartment on the metro rail serves as a sanctuary, offering women a sense of security. Those who might have refrained from travelling due to fear of harassment now find solace in this designated "safe space." It's not an added privilege, but a necessity for ensuring women's basic rights.

So, let's ask ourselves this question: in 2024, do women still need a separate compartment on the Dhaka metro rail? In an ideal world, the answer would be "no." Not only does sex segregation of this sort not reflect privilege for women, it actually reflects gender inequality. However, in Bangladesh, where gender inequality and safety concerns for women persist, having a designated compartment is a step towards ensuring inclusivity of women in public spaces. On this International Women's Day, let's actively reinforce the presence of these existing "safe spaces" for women in our community to foster inclusivity.​

Tasnim Odrika is a biochemist and a writer.
 

Mind the gap: Metro rail a relief for female commuters​


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Photo: Sumaya Mashrufa

Article 28 of Section 2 of the constitution of Bangladesh says "Women shall have equal rights with men in all spheres of the State and of public life."

If Dhaka is taken as a sample to examine how the sphere of the state and public life is treating women, the best optics is to look at public transportation. Mobility after all defines how far one can go.​

When metro rail was inaugurated with a designated female compartment, women flocked to stations.

Trina, a 25-year-old university student, said, "From the first moment I boarded the compartment, I knew I would never go back to the bus or any other public transportation for that matter."

In Dhaka's local buses, there is a designated area exclusively for female passengers. In 2008, the government mandated bus owners to allocate nine seats reserved for women, children, and individuals with special needs. In almost all the buses, a sign in Bangla reads "Mohila o protibondhi ashon 9 ta (Nine seats for women and disabled)".

The reality is, while these seats are intended for women, if a man occupies one of those seats, it is rare for a male commuter to comply with a woman's request to vacate it.

On the face of it, a city transport system that can offer its residents safe, affordable and quick access to their destinations doesn't immediately come with a gendered narrative. But space is very gendered, and spheres of state and public life are the manifestation of how a particular culture sees a certain section of people.

The fact is a bad commute is worse for women than men. Congestion and delays in traffic, and unaffordable and inaccessible public transportation are common inconveniences that affect both men and women. But on top of it all, women have to face the near-constant threat of sexual harassment. It invariably restricts job prospects or requires aviation-like coordinate plotting.

Another commuter, Muna, 22, said, "I don't know any women who haven't faced various degrees of sexual harassment while travelling by bus in Dhaka.

"Especially at night, you never close your eyes no matter how jaded," she added.

In the literal sense of equality, there shouldn't have to be reserved seats or compartments for a particular gender. But, considering the constant threat and hostility women face while commuting, the designated female compartment of metro rail, more than anything, is a sign of empathy.

It is crucial to include a gender perspective in transportation infrastructure. It is a world built by men for men. For generations, women have been minding the gaps and are trained from an early age to be mindful of how and where they occupy space.

Neighbourhoods, public transport, workplaces, schools, sports clubs, colleges, hospitals, and social institutions, no place bars harassment for women. Unsafe spaces include empty streets, poorly lit alleys, isolated bus stops, and public toilets. The list is never-ending.

"These things really can affect people's self-worth and general comfort in their daily lives," said Procheta, 28.

So, when the metro cruises through the mock-pastoral part of the city and the sun hits illuminating faces of women, all at ease, their guards down, it is an image to be cherished. It is as though for a brief time, before departures, all the women are living "Sultana's Dream."

There's the wage gap, the bonus gap, the promotions gap -- and then there's the commuting gap. Reaching every station, when the voice of the female announcer comes along saying, "Mind the gap!" it is as though she is speaking on behalf of all the women who had to constantly mind their spaces, she is taking that burden once and for all.

So, the female compartment comes as a sign that perhaps the city is not an unempathetic and outright hostile one.​
 

Trillion-dollar investment needed in logistics to turn Bangladesh developed nation​


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Says Dhaka Chamber at its pre-budget discussion

Abul Hassan Mahmood Ali, finance minister; Abu Hena Md Rahmatul Muneem, chairman of the National Board of Revenue; M Abul Kalam Azad, a lawmaker; AK Azad, also a lawmaker; Sheikh Mohammad Salim Ullah, secretary of the financial institutions division; Ashraf Ahmed, president of the Dhaka Chamber of Commerce and Industry (DCCI); and Md Habibur Rahman, deputy governor of the Bangladesh Bank, attend the chamber’s pre-budget discussion at the Hotel InterContinental in Dhaka today.Photo: DCCI

Bangladesh requires an investment of $245 billion in the logistics infrastructure sector by 2030 and $1 trillion by 2041 in order to become a developed nation, said the Dhaka Chamber of Commerce and Industry (DCCI) today.

"A one-dollar investment in the logistics infrastructure sector can give a return of $0.05 to $0.25 in the economy," it said.​

The chamber made the observations at the pre-budget discussion for the fiscal year of 2024-25 at the Hotel InterContinental in Dhaka, according to a press release.

Abul Hassan Mahmood Ali, finance minister, Abu Hena Md Rahmatul Muneem, chairman of the National Board of Revenue, M Abul Kalam Azad, a lawmaker, AK Azad, also a lawmaker, Sheikh Mohammad Salim Ullah, secretary of the financial institutions division, Ashraf Ahmed, president of the DCCI, and Md Habibur Rahman, deputy governor of the Bangladesh Bank, spoke at the event.

In a paper, the chamber said the size of the economy would have to be $2.5 trillion to become a developed nation by 2041. Besides, per capita income will have to be $12,650 and exports should rise to $350 billion.
The investment-to-GDP ratio will have to increase from 36 percent in 2030 to 40 percent in 2041, it said.

The DCCI called for ensuring good governance in the financial sector, implementing arbitration laws and giving responsibility to asset management companies to reduce bad loans.

The undisbursed portion of the stimulus packages unveiled for cottage, micro, small and medium enterprises should be distributed on easy terms considering the present economic situation.

The DCCI suggested increasing credit flows to the private sector and introducing premium treasury bonds and infrastructure bonds through the capital market in order to ensure long-term financing.​
 

Metro Rail to ply 1hr more in Ramadan​

11 Mar 2024, 12:00 am0
Staff Reporter :

The Dhaka Mass Transit Company Limited (DMTCL) has introduced a new schedule for the Metro Rail in the upcoming Holy month of Ramadan.

According to the new schedule, the train service will be extended for an hour from both sides (Uttara Uttar and Motijheel) in the last 15 days of Ramadan.

MAN Siddique, managing director of DMTCL, provided the information at a press conference at its office in the capital’s Eskaton on Sunday evening.

He said, “The last train will leave Motijheel station at 9:40 pm, which is now at 8:40 pm, after leaving Uttara Uttar station at 9:20 pm. There will be a 12-minute gap
between each train in the extended time.”

“Commuters can bring drinking water with themselves in bottles of 250 ml measurement before and after the iftar time. However, the bottles must be kept at specific places. None can keep those anywhere,” he added.

In addition, commuters can stay in the “paid zones” for up to 75 minutes with their MRT passes for the month. MAN Siddique said, “The passengers would be tired.

In consideration of the situation, the opportunity to stay for up to 75 minutes has been kept. It is now 60 minutes.” The train service will be suspended on the day of Eid-ul-Fitr, he added.​
 

Single runway mars prospect of HSIA third terminal​

GULAM RABBANI
Published :​
Mar 18, 2024 00:01
Updated :​
Mar 18, 2024 00:01


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Having a single runway is being considered a big barrier to maximise the potentiality of the third terminal at Hazrat Shahjalal International Airport (HSIA) in the capital.

Although there is a need to build a new independent runway at the HSIA, it is an impossible task as there is no sufficient space for it.

The HSIA currently handles about 10 to 11 million passengers annually, official sources said.

According to a survey by the Japan International Cooperation Agency (JICA), the number of passengers at the country's main airport is growing at an annual rate of about 7.88 per cent.

In order to face the growing demand of passengers, the Civil Aviation Authority Bangladesh (CAAB) is building a new terminal at the HSIA.

After the completion of the terminal, handling capacity of passengers will increase and then additional flights would be required definitely.

According to the JICA report, a demand of handling 0.2 million aircrafts by the HSIA will be created by 2030.

However, stakeholders said that it is not possible to handle such a large number of flights with a single runway.

As a result, the potential for huge revenue generation from the third terminal will be widely reduced due to having a single runway.

In order to maximise the potentiality of the third terminal, another independent runway is required for the HSIA. However, the fact is that it is an impossible task for the authority concerned as there is no sufficient space to build a new independent runway there.

Runways should be at least 1,034 metres apart for planes to take off or land simultaneously using the Instrument Landing System (ILS), according to rules set by the International Civil Aviation Organisation.

But, if another runway is built at the HSIA, there will be only a 300-metre space between the two runways.

In this circumstance, the government has planned to build a dependent runway at the HSIA to ease the pressure of possible increase of air traffic following the construction of the third terminal. The CAAB already conducted a feasibility study on the second runway and presented its findings to the Civil Aviation Ministry last year.

CAAB Chairman Air Vice-Marshal M Mafidur Rahman told the FE that physical work on the second runway is likely to begin at 2025 subject to required financial consolidation.

However, since the runways will be very close to each other due to space constraints, two planes will not be able to land or take off simultaneously.

Now planes often have to wait in queues on the taxiway for 30 to 40 minutes during takeoffs. Landing also gets delayed sometimes because of air traffic at the HSIA.

The long wait makes it hard for airlines to maintain flight schedules and it increases operational costs.

When the third terminal is opened, the frequency of flights will increase, and the situation will worsen.

In the meantime, some foreign airlines have sought permission to operate flights to and from Dhaka and some airlines have sent applications to CAAB for increasing their number of flights, sources said.

Aviation analyst Wing Commander (retd) ATM Nazrul Islam told the FE that a dependent runway cannot make a benefit proportionate to the cost of its construction.

He further said, "The airport should have had space for two independent runways. Not leaving the space was a big mistake."

ATM Nazrul Islam suggests utilizing the maximum capacity of the existing runway. Mafidur Rahman said a defended runway will also benefit us in many ways. The planned new runway's advantage is when one plane lands, another will be able to prepare for takeoff without delay.

Besides, if one runway is closed due to an emergency, the other will be available, explains the CAAB chairman. The CAAB is also working to make optimum utilization of the resources to handle the additional number of planes and passengers.

The CAAB chairman further said, "Dubai air port started its journey with a single runway and it handled 50 million flyers a year with a single runway. It was possible through efficient management. We handle only 11 million. If we can develop infrastructure and management, we will be able to serve 15 to 16 million passengers with the current runway."​
 

Bus Rapid Transit: 7 flyovers on Dhaka-Gazipur route inaugurated​


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FILE PHOTO: STAR

Seven flyovers that were built on the Dhaka-Gazipur route under the Bus Rapid Transit (BRT) Line-3 project were formally opened to traffic today.

Road Transport and Bridges Minister Obaidul Quader today inaugurated the flyovers virtually from his Secretariat office.

"These are Eid gifts for holidaymakers. We are opening these flyovers to make people's Eid journey smooth," Quader said.

He said they hope to launch the BRT services within this year.

The 20.5-kilometre bus corridor, the country's first dedicated rapid bus service, will allow people to reach Dhaka from Gazipur, the nearby city where cost of living is much lower, in 35-40 minutes.

This journey now takes somewhere between 1.5 and four hours. From the airport, one will be able to take the metro rail to reach other parts of Dhaka.​
 

Metro rail service is working wonder but it still can do better​

SYED MANSUR HASHIM
Published :​
Mar 26, 2024 23:50
Updated :​
Mar 26, 2024 23:50

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The metro rail service has brought about a paradigm shift in the city's commuting. But it only serves certain areas of the metropolis. Yet the experience of the fortunate commuters availing of the service is overwhelmingly positive. Following the Padma Bridge, it's this particular infrastructure project that is bringing direct benefits to consumers on a daily basis. As a regular user of the service, certain observations can be made on what incremental changes can be made to further improve the passengers' comfort level.

It had long been a major complaint that the train timing was too short because not everyone leaves work at 6pm in the city. Happily, now the metro rail authority (DMTCL) has extended the departure time of the last train up to 9.40pm. Hundreds of thousands of people in the city are either self-employed or work in the private and service sector. For them, closing time begins at around 8pm and they do need to go back home. Gridlocks on roads during the month of Ramadan have broken past records and who doesn't want to get home by availing a service that takes minutes (and not hours) in air-conditioned carriages on a rail track that has no traffic lights? So, extending the time table comes as a great relief to its users.

For Dhaka residents who do use metro rail on a regular basis, one of the major complaints is the long waiting lines at metro rail stations to get tickets. The authorities have made arrangement for MRT pass. This is a very simple procedure. There is a booth at every metro rail station where commuters can get a 10-year pass on the basis of their NID number. This provides the card holder with security, since the card may be either lost or stolen. If either of the two things happen, card holder can simply report it at the booth, in which case the previous card will be blocked and a new one issued. Card holders do not need to wait for hours to get their tickets, they simply swipe them at the gate and go straight to the platform to hop on to the next train that comes at 10 minutes' interval. To sweeten the deal, DMTCL gives card-holders a 10 per cent discount on each commute. Sadly, the bulk of regular commuters on the metro have no idea that there is a pass for users. Sustained media campaigns are needed, as are television advertisements, engagement on social media - will all help get the message across faster. It will reduce the gathering in front of ticket vending machines and also help DMTCL generate revenues faster.

Another suggestion for DMTCL concerns entry and exit. Wide staircases have been installed at entry and exit points to metro stations. Since Bangladeshis are not the most patient of races, there is much jostling, pushing-and-shoving done here sending tempers flaying. It would not cost much for DMTCL to put in physical barriers like a big divider in the middle of a staircase and also physical barriers that swing only one way, ensuring that each side of the stairway is used as a one-way traffic for passengers. Older people use the metro, so do minors, adolescents and women and they need hassle-free, disciplined and easier entry and exit.​
 

Dhaka to get eco-friendly, IoT-based transport system: DSCC Mayor

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Proposals for improving traffic flow include AI-based traffic signalling, administrative decentralisation, and long-term urban planning strategies.

Dhaka South City Corporation (DSCC) Mayor Barrister Sheikh Fazle Noor Taposh has announced plans to introduce an eco-friendly and Internet of Things (IoT)-based transport system in Dhaka. The announcement was made during a discussion today on the impact of traffic congestion on businesses in Old Dhaka, hosted by the Dhaka Chamber of Commerce and Industry (DCCI).

Addressing the challenges of unplanned urbanisation and expansion, Mayor Taposh emphasised the collective responsibility for the city's traffic woes and highlighted the DSCC's achievements in nearly doubling its revenue without increasing taxes, through improved governance. With a focus on tackling water logging and the successful management of solid waste issues, the DSCC's efforts are part of a broader initiative to enhance the city's infrastructure and quality of life.

The plan includes the construction of a new central business hub at Keranigonj, situated beside the Buriganga River, and measures to regulate bus terminal operations more strictly. The Mayor also called on shop owners to cooperate in removing hawkers from the streets to further alleviate congestion.

DCCI President Ashraf Ahmed shed light on the detrimental effects of traffic congestion on the historic and economic vitality of Old Dhaka. He pointed out the significant contribution of Old Dhaka to the country's GDP and warned of the potential loss of its heritage as businesses move to less congested areas. Ahmed also highlighted the economic losses due to traffic jams, including a daily loss of about BDT 1.40 billion in working hours and a 2.9 percent loss in GDP due to traffic-related issues.

Proposals for improving traffic flow include AI-based traffic signalling, administrative decentralisation, and long-term urban planning strategies. The expansion of metro-rail services into Old Dhaka and the development of an integrated river transport system were also suggested.

In an effort to address traffic congestion, DSCC CEO Mizanur Rahman revealed plans to revive lost canals from land grabbers, which would aid in reducing water logging.

Furthermore, Dhaka Transport Coordination Authority (DTCA) Executive Director Neelima Akter emphasised the need for an action plan and improved coordination among government agencies to tackle the city's transport challenges effectively.​
 

Safety audit ignored in road projects

Absence of such inspection in road construction and expansion to increase risk of accidents

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The Roads and Highways Department is implementing most of its projects to turn two-lane highways into four-lane ones without safety audits, which, according to experts, is a major compromise on road safety.

The RHD has 12 projects to double the width of a total of 835 km of highways at a cost of Tk 64,746 crore. Safety audits were done at the design stage of only three.

The RHD itself did the audits for one project while the financiers did it for the other two.

During road construction, crucial safety measures are taken on the basis of audit findings. In the absence of that, these newly widened roads may become deadlier, said Prof Hadiuzzman, former director of Accident Research Institute of Buet.

Safety audits must be carried out by independent auditors in the design, implementation and post-construction phases, he added.

The RHD has carried out safety audits on only 1,055km roads, meaning over 95 percent of its 22,476km roads have never been audited.

Road safety audits are a systematic, formal, and thorough assessment that identifies potential risks on an existing or planned road and recommends measures aimed at reducing crashes.

The compromise on safety is happening at a time when the number of deadly crashes are rising every year.

According to Bangladesh Road Transport Authority, at least 5,024 people were killed in 5,425 crashes last year. Several road safety campaigners say the actual numbers are much higher.

Road design faults are a major cause of crashes, experts say. Road Transport Act-2018 recognises faults in road design, construction or maintenance as offences.

The RHD is updating its guideline for road safety audits. Once the preparatory work is done, the agency will launch a large-scale audit on roads, officials said.

As per the RHD Management Plan, RHD's Road Design and Safety Circle will do the audits on the national, regional, and major feeder roads and bridges.

According to Prof Hadiuzzman, widening the roads would accelerate socio-economic development, but it is unfortunate that safety audits are missing.

No proper safety audit was done on Dhaka-Mawa-Bhanga Road, the first expressway of the country, he said.

On wider roads, motorists tend to drive faster and this increases crashes, he said.

Since the environment surrounding roads changes over time, safety audits on the existing roads should be done at reasonable intervals, he added.

EXPANSION WITHOUT SAFETY AUDIT

Currently, RHD is implementing at least 12 projects to turn almost 800 roads into four-lane highways.

The roads being widened are 210km Dhaka-Sylhet, 190km Tangail (Elenga)-Rangpur, 48km Jashore-Jhenaidah, 56km Sylhet-Tamabil, 51km Akhaura-Ashuganj, 50km Cumilla (Mainamati)-Brahmanbaria (Dharkhar), 43km Sylhet-Sheola, 20km Panchdona-Ghorashal, 50km Feni-Noakhali, 59km Cumilla-Noakhali, 10km Jatrabari-Demra road, and 48km Dhaka Bypass.

RHD sources said safety audits were carried out at the design stage only for Dhaka-Sylhet Highway; Sylhet-Sheola Highway; and Dhaka Bypass Road.

RHD carried out the audit for Dhaka-Sylhet Highway. The auditors' recommendations included adding overpasses at busy intersections which would require around Tk 3,000 crore. As the authority does not have the money, it is uncertain whether the recommendation would be implemented.

The World Bank as the financier did the audit for Sylhet-Sheola project. The private partners of Dhaka Bypass Road Project, which is being implemented under a public private partnership model, carried out an audit for this project.

Seven of the 12 projects are being implemented with foreign loans, one under PPP and four with government funds. This correspondent talked to officials of all the 12 projects.

Some of them said feasibility study and detailed design of most of the projects that are now being implemented were done under a separate project funded by Asian Development Bank.

But the provision for safety audit was not in the ADB-funded project, they said.

Consultants hired under the ongoing projects made some reviews of the design, and in some cases, recommended measures for road safety. But these are not enough to make the roads safe.

ONLY 5 PERCENT AUDITED SO FAR

There are 22,476km road in the RHD network. Of this, 3,991km are national highways, 4,897km regional highways and 13, 558km district roads, according RHD's 2022-23 annual report.

The RHD carried out a large-scale road safety audit for the first time in 2017-18 fiscal year when it audited 500km of five national highways.

Apart from giving recommendations for fixing safety issues, the audit report also called for completing safety audits on the remaining national highways.

In the 2018-19 fiscal year, the RHD carried out an audit on 300km of three highways, and in the 2021-22 fiscal year, it audited 255km of two highways.

Tanvir Siddique, superintendent engineer (road design and safety circle) of RHD, said safety audits were being done gradually with priority on national highways.

Lack of human resources and funds are the main reasons why more audits are not done, he said.

RHD Chief Engineer Syed Moinul Hasan said post-construction safety audit is more important than audit at the design stage.

"We are giving more emphasis on post-construction audit," he told The Daily Star last week.

There is a serious scarcity of people with proper expertise on safety audits, he said.

"However, we are planning to pursue a large-scale [safety audit] activity soon," he added.

WHAT IS THE PLAN?

Under the Dhaka-Sylhet Highway improvement project, RHD is now preparing a manual with checklists for carrying out safety audits.

"We want to make road safety audits mandatory for projects," said Dhaka-Sylhet Project Director AK Mohammad Fazlul Karim.

He said they were also preparing a roadmap for carrying out a safety audit.

For example, which road will be audited first and what would be the procedure to certify to a person as eligible for safety audit will be mentioned in the road map, he said.

Drafts of the manual and roadmap have already been sent to the stakeholders concerned, he added.​
 

Car burns on Dhaka Elevated Expressway
No casualties have been reported in the incident near Kuril
BDNEWS24.COM
Published :
Apr 11, 2024 19:36
Updated :
Apr 11, 2024 19:36

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A car has burnt in a fire on Dhaka Elevated Expressway near Kuril Bishwa Road.

Smoke billowing from the sedan could be seen from far away as the fire continued for a long time in the afternoon on Eid-ul-Fitr day on Thursday.

Citing initial information, Fire Service and Civil Defence control room official Rozina Akter said there were no casualties in the incident.

The fire was doused around half an hour after it started at 5:15pm, she said.

The Fire Service suspects the fire originated from the car's oil tank. It caught fire on the way to Banani.

Social media videos showed the fire quickly engulfing the car. Most of it was burnt when the firefighters were spraying water to douse the fire.

The expressway was blocked for some time during the incident, police said.​
 

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