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

[Saif]

https://thefinancialexpress.com.bd/views/opinions/rapid-urbanisation-boon-or-bane

Rapid urbanisation: Boon or bane?
Shiabur Rahman
Published :
Jan 30, 2025 23:32
Updated :
Jan 30, 2025 23:32

The world is fast getting urbanised for an array of benefits - better job opportunities, increased income and better access to education and healthcare, to name but a few. Several small developed and high-income nations like Kuwait, Singapore and Monaco have reached 100 percent urbanisation while developing and even least developed countries are experiencing fast urbanisation. According to the World Population Review, Burundi saw the highest annual urbanisation rate (5.43 per cent) in 2024 followed by Uganda (5.41 per cent), Syria (5.38 per cent) and Tanzania (4.89 per cent). Bangladesh is no exception to the trend. Official data show the country experienced an annual urbanisation rate between 3.0 and 4.0 per cent over the last couple of years with its urban population reaching around 70 million in 2023 --- about 40 per cent of its total population at the time. But this growth in urban population, particularly in cities like Dhaka and Naraynganj, has taken place without proper infrastructure, planning, or sustainability measures in place, posing significant challenges to the country's development. It is obvious that the challenges will be even greater in the future as the United Nations Development Programme (UNDP) estimates Bangladesh's urban population to be 86.5 million by 2030, and over 100 million by 2050.

Urbanisation is a key driver of economic growth, but its unplanned expansion leads to numerous social, economic, and environmental problems. Several factors are responsible for unplanned urbanisation in Bangladesh. The lack of employment opportunities, vulnerability to climate change, and poor living conditions in rural areas force millions to migrate to cities in search of better livelihoods. Thus the rapid increase in population puts immense pressure on urban areas. The absence of a strong regulatory framework and lax enforcement of the existing ones also contribute greatly to the unplanned expansion of cities.

Major cities in Bangladesh are home to millions living in overcrowded slums with inadequate access to basic services such as transport system, water, sanitation and healthcare. Unplanned urbanisation has led to the destruction of wetlands, deforestation, and pollution of rivers, worsening climate change-related vulnerabilities.

The government has taken several initiatives to tackle urbanisation challenges, but initiatives are inadequate and their implementation is weak. Policies such as the Dhaka Structure Plan 2016-2035 and the Detailed Area Plan (DAP) 2022-2035 aim to regulate urban growth but are often not effectively enforced. The ongoing Mass Rapid Transit (MRT) project aims to reduce traffic congestion and improve public transport. Housing projects of the Rajdhani Unnayan Kartripakkha (RAJUK) and the National Housing Authority focus on improving the living conditions of city dwellers. Despite all these efforts, challenges such as corruption, bureaucratic tangles and a lack of coordination among agencies hinder progress.

Urbanisation is inevitable. The authorities cannot stop it. What they can do is to ensure that it takes place in a planned way. A multi-pronged approach involving all necessary agencies and stakeholders is necessary to address unplanned urbanisation. An autonomous urban regulatory authority can be established to ensure better coordination and implementation of urban policies. Efforts should be made to promote regional development by creating economic hubs outside major cities to reduce excessive migration pressure on them. Investment in road networks, public transport, and sustainable housing projects is necessary to reverse the negative impact of rapid population growth. Public-private partnerships to develop affordable housing solutions should be encouraged to help address the housing crisis. Strict enforcement of environmental laws is necessary to protect wetlands, reduce pollution and promote green urban planning.​

 

[Saif]

Metro rail revenue hits Tk 2.44 billion in FY24

The metro rail service generated around Tk 2.44 billion in revenue during the 2023-24 fiscal year through ticket sales, the managing director of Dhaka Mass Transit Company Limited (DMTCL) said on Tuesday. After its partial launch in 2022, the metro rail earned over Tk 220 million in the 2022

thefinancialexpress.com.bd

Metro rail revenue hits Tk 2.44 billion in FY24
FE ONLINE DESK
Published :
Feb 04, 2025 21:03
Updated :
Feb 04, 2025 21:09

The metro rail service generated around Tk 2.44 billion in revenue during the 2023-24 fiscal year through ticket sales, the managing director of Dhaka Mass Transit Company Limited (DMTCL) said on Tuesday.

After its partial launch in 2022, the metro rail earned over Tk 220 million in the 2022-23 fiscal year, DMTCL Managing Director Mohammad Abdur Rouf told the Reporters for Rail and Road during a meeting in the capital.​

 

[Saif]

Company-based bus service: Govt move may clash with owners’ step

The government initiative to launch company-based bus operations on nine routes under the green cluster in the capital Dhaka under the bus route rationalisation project from February 25...

www.newagebd.net

Company-based bus service: Govt move may clash with owners’ step
Shahin Akhter 08 February, 2025, 01:34

The government initiative to launch company-based bus operations on nine routes under the green cluster in the capital Dhaka under the bus route rationalisation project from February 25 is likely to clash with a similar step taken by the bus owners’ association recently.

Road transport sector experts alleged that the owners’ association took the step to foil the government initiative as it had done before.

Earlier two similar steps under the same project were ended unsuccessfully as other private companies did not stop running buses on the designated routes where the government launched company-based buses.

The authorities concerned are now divided over the owners’ association’s jurisdiction of launching its counter- and e-ticketing system-based city bus services on Abdullahpur route on Thursday.

The plan of running buses under a few companies was initiated back in 1997 under the Dhaka Urban Transport Project to bring order on roads and ease traffic congestion.

Since 2015 late Dhaka North City Corporation mayor Annisul Huq had been setting strategies to implement the plan by the government in cooperation with the other stakeholders, including the Dhaka South City Corporation and the Dhaka Transport Coordination Authority.

After the death of Annisul, a 10-member committee headed by the then DSCC mayor was formed on September 9, 2018 to complete the work.

The DTCA is now planning 42 routes for the proposed 22 bus companies under nine clusters under the project.

Under the project, a pilot route was inaugurated by the buses of Trans Silva company and the BRTC under Dhaka Nagar Paribahan on Ghatar Char-Kanchpur route on December 26, 2021, which is not functional now, as per DTCA officials.

Two more routes under the project, Ghatar Char-Demra and Ghatar Char-Kadamtoli, were inaugurated by the buses of Ovi Motors and the BRTC respectively on October 13, 2022, which services on the Ghatar Char-Demra route is not functional now, the officials said.

After the launching of these services, the private bus companies stopped the services as buses of the other companies continued running on these routes.

Recently the adviser to the interim government for road transport and bridges ministry, Muhammad Fouzul Kabir Khan, on December 2024 said that from February 25 the company-bus operation on nine routes under the green cluster under the Nagar Paribahan would start running in the capital on a pilot basis.

Dhaka Road Transport Owner’s Association general secretary Md Saiful Alam on February 4 at a press briefing said that they would run the buses under 21 companies on Abdullahpur route in Uttara area by counter- and e-ticketing system from February 6 to reduce traffic congestion and bring order on roads.

Under the system, the passengers will have to collect tickets from the counters only while the buses will be stopped at the fixed stoppages only.

On February 6, the association leaders claimed that they had launched the services with 2,610 buses painted pink from Azampur area at Uttara and added that they would also introduce the system on Mirpur, Gabtoli and Mohammadpur routes in this month.

As per the association, in the capital currently about 5,000 buses and minibuses are running under city services.

Dhaka Transport Coordination Authority additional executive director Md Motasim Billah told New Age on February 6 that the bus owners’ association did not take any approval from them in this regard.

The authority’s deputy transport planner Dhrubo Alam, also bus route rationalisation project director, said that the association even did not discuss or share any proposal with them to introduce their services.

Bangladesh Road Transport Authority director Md Shahidullah told New Age on February 6 that the owners’ association did not require any permission from the DTCA or the BRTA as they introduced the services with the buses those were already approved for running on the route.

He, also Dhaka Metro Passenger and Goods Transport Committee member secretary, claimed that once the bus route rationalisation system would be introduced, all of these private buses would run under the system.

SM Salehuddin, a transport sector expert, said that the work (the launching of buses) should be done by the government bodies instead of private companies.

He, also one of the members of the 2018 committee, said that the bus owners did not take any approval from the committee to introduce their services.

Bangladesh University of Engineering and Technology’s Accident Research Institute director professor Md Shamsul Hoque observed that the owners’ association took the initiative to distract people and make the situation uncertain.

Lack of technical people in the implementing committee caused the failure of implementing the project, he said.

Shamsul said that unfortunately the interim government was also following the same method like the previous government in implementing the project.

BUET professor Md Hadiuzzaman, specialised in transportation engineering and a former director of the ARI, said that the forthcoming green cluster bus services would fail like the previous initiatives as a committee was not able to run buses in a complex city like Dhaka.

About the initiative taken by the owners’ association, he said that whenever the government tried to bring order on roads, the owners did not want to follow these initiatives and took some counter-initiatives to foil the government plans.

He urged the government to form a separate state-owned company to implement the bus route rationalisation initiative.

Dhaka Road Transport Owners Association general secretary Md Saiful Alam told New Age on February 6 claimed that they did not need any permission from anyone to introduce their services and they did not have any conflict with the route rationalisation initiative.

‘The DTCA is not doing anything,’ he alleged, and asked, ‘How will the DTCA rationalise route when it failed to fix bus stoppages and bus bays till now.’

Saiful said that if the DTCA’s green cluster initiative became successful, they would assist the authority.

‘But for now the buses will not stop running,’ he added.​

 

[Saif]

How will cops file 'video cases' for speeding?

Police will file cases matching the number plates of the vehicles with BRTA database

www.thedailystar.net

How will cops file 'video cases' for speeding?

Photo: Rashed Shumon

Dhaka Metropolitan Police is set to file cases based on CCTV footage to prevent speeding on the Dhaka Elevated Expressway from February 21, the expressway authority announced today.

The Daily Star spoke with Md Sarwar, Additional Commissioner (Traffic) of DMP, and Hasib Hasan Khan, head of traffic safety and security of Dhaka Elevated Expressway O&M Company Ltd to understand how the system will work.

Sarwar said currently police file cases against speeding vehicles on the elevated expressway and Purbachal Expressway using speed guns.

However, the speed guns cannot detect the number plates of vehicles that are speeding excessively. He added that in some cases, the vehicles are out of reach by the time the police check their speed.

"To address this issue, we have decided to implement video-based case filing for speeding vehicles," he said.

He said the Dhaka Elevated Expressway authorities will set up a video link at the Gulshan Traffic Division office by February 20. "We hope to start filing video cases from the next day," he added.

Hasib said they have already installed CCTV cameras at different points of the expressway and monitor those from a control room.

He said a link will be shared with the traffic police stationed at the Gulshan Traffic Division office so that they can monitor those and take legal action for over-speeding.

Regarding the process for filing cases, DMP additional commissioner said they are connected to the vehicle registration database of the Bangladesh Road Transport Authority (BRTA) and will file cases matching the number plates of the vehicles.

The notice of the case will be sent to the address of the vehicle owner as listed in the database, he said. If the fine is not paid within a deadline, a warrant will be issued, he added.

A vehicle will be fined Tk 2,500 for over-speeding, and the fine will be doubled if the offence is committed a second time, he said.

In case the ownership of a vehicle is changed and the BRTA database is not updated, he said they will find out the new owner and will realise fine from him or her.

In response to a question, he mentioned that the expressway authority is working to raise the maximum speed limit on the expressway to 80 kmph, up from 60 kmph.

"We will file a case against any vehicle that exceeds the fixed speed limit on the expressway," he said, when asked about the expressway authority's statement that a vehicle will be fined if it exceeds 100 kmph.

The first elevated expressway of Bangladesh opened to traffic partially in September 2023 and over 66,000 vehicles used it daily on an average last month.

But, more than 400 vehicles have been detected running over 100kmph last month, posing threat to road crashes, expressway officials said.

The expressway witnessed 10 major crashes since the opening. However, nobody was killed so far, they said.​

 

[Saif]

No well-thought-out urban planning in the past 50 years

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

www.thedailystar.net

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

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.​

 

[Saif]

Metro rail sets record with 403,164 passengers in a day

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 highes

thefinancialexpress.com.bd

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

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.​

 

[Saif]

MRT line-5: Gabtoli-Dasherkandi route in the offing

The planning ministry is now set to present the project proposal to the Ecnec for final approval.

www.thedailystar.net

MRT line-5: Gabtoli-Dasherkandi route in the offing
Project okayed by Planning Commission, now awaits Ecnec approval

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.​

 

[Saif]

Easing Dhaka's perennial traffic congestion

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, D

thefinancialexpress.com.bd

Easing Dhaka's perennial traffic congestion
Tanim Asjad
Published :
Mar 07, 2025 21:34
Updated :
Mar 07, 2025 21:34

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.​

 

[Bilal9]

The ordered chaos that is Dhaka City...

Karwan Bazaar

 

[Bilal9]

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

 

[Bilal9]

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

 

[Saif]

Ctg elevated expressway fails to meet expectations

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.

www.thedailystar.net

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

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.​

 

[Bilal9]

Connector road under Metrolink Line 6 connecting Mirpur from Uttara commences.

 

[Bilal9]

Modern New Dhaka Comprising Madani Avenue at Bashundhara and Jolshiri DOHS

 

[Bilal9]

Dhaka Elevated Expressway, 2nd phase update​

 

[Bilal9]

Panchabati-Muktarpur Flyover in NarayanGanj update​

 

[Bilal9]

Dhaka Bypass Expressway (48 KM) current status

 

[Bilal9]

MRT Line 5 Northern Route Status Update​

 

[Saif]

Major govt investment sought to fix Dhaka's road transport

Sector insiders and experts have called for a major government investment in the capital's road transport as the authorities' call to remove old buses from the roads has received little response from owners. Several hundred old and unfit buses still ply the roads in Dhaka, raising passenger-

thefinancialexpress.com.bd

Major govt investment sought to fix Dhaka's road transport
Sector insiders, experts also suggest bringing it under a public company
SM NAJMUS SAKIB

Published :
May 16, 2025 00:56
Updated :
May 16, 2025 00:56

Sector insiders and experts have called for a major government investment in the capital's road transport as the authorities' call to remove old buses from the roads has received little response from owners.

Several hundred old and unfit buses still ply the roads in Dhaka, raising passenger-safety concerns and causing severe air pollution.

Earlier, the environment ministry wrote to Bangladesh Road Transport Authority (BRTA) to remove buses and trucks older than 20 and 25 years, respectively, from the roads and make emission testing mandatory for issuing fitness certificates.

Later, Road Transport and Bridges Adviser Muhammad Fouzul Kabir Khan said the old public transports completing their economic life would not be allowed to run after May this year in order to protect the environment.

Office Secretary at the Dhaka Road Transport Owners' Association Kazi Zubair Masud told The Financial Express they support the government's call to remove old buses and have already written to the owners to comply within the deadline.

There are about 4,500 buses in Dhaka and nearly 350 have completed their lifespan, he said.

When asked why the buses which are unfit and in poor condition, including damaged seats, are still dominating the city roads, Masud replied that being unfit does not mean they completed their lifespan of 20 years.

"Yes, you see there are some buses that look unfit and are operating in the city. We have also asked bus owners to comply with the fitness certificate requirement from the Bangladesh Road Transport Authority (BRTA)," he added.

Call for fresh investment

The association has received applications from some private investors and bus owners seeking loans to introduce new vehicles, according to Masud.

"We have instances in other countries of private companies getting loans and subsidies in the road transport sector. However, we are being deprived of large-scale support from the government in this sector," he lamented.

Meanwhile, there are also many applications seeking new route permits. However, the authorities are not issuing new route permits in the city, he added.

Transport experts told The Financial Express they are not optimistic about the implementation of the government's move to remove old buses.

Even if it works, it would hardly change the prevailing messy situation of the city's road transport system, they said.

Md Hadiuzzaman, a professor of civil engineering at Bangladesh University of Engineering and Technology (BUET), said the authorities made such decisions many times but finally backtracked from implementation due to the pressure from bus owners.

Also a former director of BUET's Accident Research Institute, he said this situation of old, unfit, and fragile buses operating on the streets prevails nowhere in the world.

This has a direct link to the passengers' safety and environmental pollution, he also said.

"It is not a technical decision but a political will. If the government wants, it will work," the transport expert added.

Back in 2014, Japan International Cooperation Agency (JICA) suggested bringing road transport under a government company.

It also said a government company has to be established and private bus owners should not be dependent upon as this would not work.

"The majority of the passengers in the city use buses - three to four times higher than the expensive metro rail. The government spent hundreds of billions of taka on metro rail. But it requires only about Tk 40-50 billion to completely change the city's road transport system. To operate this, we need a government company," Prof Hadiuzzaman added.

"We can assemble 7,000-8,000 buses as we have workshops capable of that. We can assemble those at one-fourth the cost of importing a complete vehicle by the private owners," he explained.

Environmental concern

According to government data, old vehicles are responsible for 15 per cent of Dhaka's air pollution.

Ahmad Kamruzzaman Majumder, a professor of environmental science at Stamford University and the director of the Centre for Atmospheric Pollution Studies (CAPS) at the university, said old engines cannot function properly and consume additional fuel, thus emitting huge toxic chemicals and gas.

This is significantly contributing to the city's air pollution and temperature rise, he added.

Meanwhile, as the private companies do not have any market analysis and related data, they are indifferent to investing in buying new buses, said experts, observing that until the old buses are eliminated from the streets, new vehicles will not be there.

"The government should have an expert team to convince investors in the sector with scientific knowledge. Old buses give them profits at the expense of environmental and public health damage," said Prof Majumder.​

 

[Saif]

Implementing Strategic Transport Plan

Dhaka City's chaotic transport operation has defied every attempt to rationalise and improve it. Now experts cite that mega projects have not been complemented by foundational improvement in bus service, pavements and signalling. So commuting in the capital city has failed to improve. Now the Strat

thefinancialexpress.com.bd

Implementing Strategic Transport Plan

Published :
May 20, 2025 00:22
Updated :
May 20, 2025 00:22

Dhaka City's chaotic transport operation has defied every attempt to rationalise and improve it. Now experts cite that mega projects have not been complemented by foundational improvement in bus service, pavements and signalling. So commuting in the capital city has failed to improve. Now the Strategic Transport Plan (STP)-2015 will not only undergo a revision but also require greater investment---in some cases more than double the original estimated expenditure. The 2025 STP rules out addition of any more Mass Rapid Transit (MRT) to the ones under construction or planned for Dhaka City. Instead, it puts emphasis on bus network, bus route rationalisation and traffic management. The 20-year plan for the city's transport operation will require an investment of $59 billion in place of $20.57 billion estimated under the 2015 STP.

If additional infrastructure development is not on the cards, why the expenditure will be three times the earlier estimated amount is somewhat intriguing. According to a report carried in the FE, the Bangladesh Road Transport Authority (BRTA) and the Dhaka Transport Coordination Authority (DTCA) will develop together vehicle inspection centres and bus fleets, upgrade depots and install intelligent transportation systems (ITS) under the World Bank-financed Bangladesh Clean Air Project phase-1. This may be part of the overall upgraded transportation because under the project, 500 electric buses are planned to be introduced from July 1 next. There is just a month before the likely introduction of electric bus but little, if any, infrastructure development is noticeable as yet.

If the electric buses form part of the bus-route franchise system, how the authorities propose to bring the bus companies under it needs to be cleared. Its latest attempt to rationalise bus routes and develop a franchise system for bus companies ended up in utter failure like its previous attempt to introduce Nagar Paribahan. Initially, the Nagar Paribahan made quite an impact but this time the move lost its way from the start in the face of stiff resistance from bus operators. Also, the memory of the authorities' failure to take the old and ramshackle buses off the road for dumping those into the junk yard is still fresh. How can the traffic system in Dhaka be streamlined without completing this basic task? Then, without addressing the problem arising out of the proliferation of motor cycles and battery-run rickshaws of all shapes and oddities, which have taken over the city like alien hordes, no improvement to the city's traffic system can be imagined.

Dhaka's traffic system calls for an overhaul, not just an upgrade. A city that is yet to put in place an effective traffic signal system cannot change itself overnight. Even the men and women in uniform regulating the traffic flow are dispensable if a modern and ITS management system can be introduced. But vigorous opposition is expected from the companies now operating their buses as erratically as they like. The Traffic Division of the Dhaka Metropolitan Police (DMP) and the bus operators have long colluded with each other to sustain the anarchic traffic system with the politicians also sharing the unclean profit. This nexus has to be busted before introducing any noteworthy system of traffic management. In the past many good initiatives were sabotaged before those could take roots. These issues have to be taken care of on a priority basis before starting the works of the traffic system's foundational tier.​

 

[Saif]

Metro rail: Construction from Motijheel to Kamalapur to be delayed

The construction of metro rail from Motijheel to Kamalapur is set to be delayed due to the proposal of higher cost by the contractor. Although the extended part was supposed to be opened in June 2025, an uncertainty has emerged over the opening of the 1.25 kilometer-route even in the next year.

en.prothomalo.com

Metro rail: Construction from Motijheel to Kamalapur to be delayed
Anowar Hossain Dhaka
Updated: 19 May 2025, 16: 11

The construction of metro rail from Motijheel to Kamalapur is set to be delayed due to the proposal of higher costs by the contractor.

Although the extended part was supposed to be opened in June 2025, uncertainty has emerged over the opening of the 1.25 kilometer-route even next year.

Sources at the metro rail project said problems has appeared over appointing contractors without open tender.

The Indian contracting firm Larsen & Toubro has submitted a bid that is more than double the estimated cost. The interim government is not interested in proceeding with the work at such a high price. In this situation, instructions have been given to either accept proposals from alternative contractors or to invite new bids.

The decision to extend the metro rail to Kamalapur was made in 2022. A contractor was appointed the following year, in 2023, for the construction of the elevated structure and the station at Kamalapur. According to the contract, the work was supposed to be completed by June of this year. However, due to slow progress, the deadline has been extended to December.

According to officials concerned, progress on the construction work of the Motijheel–Kamalapur section—such as the elevated roadway and station construction at Kamalapur—is very limited. Meanwhile, a contractor has yet to be appointed for the other tasks, including the installation of the railway line, electrical systems, and signaling (electromechanical works).

Inquiry into the complications surrounding contractor appointment revealed that the then Awami League government had planned to implement the extended section of the project from Motijheel to Kamalapur using the same contractors working on the Motijheel–Uttara segment, without issuing a separate tender. This was treated as an additional work (variation) under the existing contract. The government at that time appointed contractors for the physical construction work.

Beyond that, they spent nearly a year trying to appoint an Indian contractor for other tasks, including the installation of the railway line, electrical systems, and signaling. However, those efforts were unsuccessful. After the fall of the Awami League government during the mass uprising on 5 August of last year, the issue of the contractor's high bid came to light.

Metro rail File photo

The decision to extend the metro rail to Kamalapur was made in 2022. A contractor was appointed the following year, in 2023, for the construction of the elevated structure and the station at Kamalapur. According to the contract, the work was supposed to be completed by June of this year. However, due to slow progress, the deadline has been extended to December.

It was found Larsen & Toubro’s bid to be excessively high. Even if just one taka of taxpayers' money can be saved, that effort should be made---DMTCL board member and BUET professor Md Hadiuzzaman.

According officials concerned, as of April, the construction work on the section from Motijheel to Kamalapur was 50.97 per cent complete.

According to projections, the metro rail from Uttara to Motijheel is expected to carry 500,000 passengers daily. However, currently, more than 400,000 people use the metro each day. Once extended to Kamalapur, the daily passenger count is expected to rise to 677,000. The longer the delay in opening the extended section, the more the opportunity to transport additional passengers will be missed. Regular commuters along that route will also continue to suffer due to traffic congestion.

Kabir Hossain works at a hotel in Kamalapur. He lives in the Farmgate area. Speaking to Prothom Alo, he said that he currently travels from Farmgate to Motijheel by metro. After getting off at Motijheel, he has to take a rickshaw to reach his destination, which costs him Tk 40. On the return trip, he again takes a rickshaw to Motijheel.

Kabir Hossain noted that many long-distance train passengers from Kamalapur railway station also commute in a similar manner. If the metro rail were extended to Kamalapur, it would significantly ease the commute for train passengers as well as people working in nearby offices and businesses.

The Dhaka Mass Transit Company Limited (DMTCL) is responsible for building and operating the metro rail in Dhaka. A source at the organisation said that completing the remaining work—including rail line installation, electrical systems, and signaling—will take at least a year and a half. Regardless of whether a new contractor is appointed or the task is assigned to the Indian company, it could take up to two more years for the metro to reach Kamalapur. In the meantime, the physical construction—such as the station and elevated track—will be completed, but they will remain unused.

After getting off at Motijheel, I have to take a rickshaw to reach my destination, which costs me Tk 40. On the return trip, I again take a rickshaw to Motijheel---Kabir Hossain.

Contractor demands more than double

The work on the Motijheel–Kamalapur section of the metro rail has been divided into two parts (packages). The physical work includes the construction of the elevated track and the station at Kamalapur. To operate the trains, seven additional types of work are required. These include installation of the rail tracks, elevators, escalators, monitors, platform screen doors aligned with train doors, signaling systems, and automated fare collection machines. In addition, the power supply system, including substations for operating the trains and station facilities, must also be set up. All of these tasks have been grouped under a single package. However, there is no need for new trains or coaches for this segment, as 24 sets have already been imported.

To operate the trains, seven additional types of work are required. These include installation of the rail tracks, elevators, escalators, monitors, platform screen doors aligned with train doors, signaling systems, and automated fare collection machines. In addition, the power supply system, including substations for operating the trains and station facilities, must also be set up. All of these tasks have been grouped under a single package.

According to sources at DMTCL, the track, electrical, and signaling work for the Uttara–Motijheel section was carried out jointly by Japan’s Marubeni Corporation and India’s Larsen & Toubro. The previous Awami League government had planned to assign the extended section’s work to the same contractor. It was argued at the time that assigning it to a different company would complicate coordination with the Uttara–Motijheel segment. However, experts believe that this claim has no real technical basis.

According to sources concerned, for the Kamalapur section's rail, electrical, and signaling work, Larsen & Toubro expressed interest in handling the entire package alone—without Japan’s Marubeni Corporation. They were invited to submit a bid and, after nearly a year, they submitted their proposal in July last year. Their proposed cost was Tk 6.45 billiond, while the project authority had allocated only Tk 2.74 billion for this work. At the time Larsen & Toubro submitted their proposal, student and public protests were ongoing in the country, so the Awami League government could not approve the bid.

After the interim government took office in September last year, the issue was raised in a board meeting of Dhaka Mass Transit Company Limited (DMTCL). The board showed no interest in awarding the contract at such a high cost and advised reducing expenses. Following this, the project authority negotiated with the Indian contractor three times. Ultimately, Larsen & Toubro submitted a final bid of Tk 5.90 billion—still more than double the estimated cost.

In late April, DMTCL once again sought guidance from the board regarding this issue. The board recommended either accepting proposals from alternative contractors or issuing a new tender.

The physical construction work of the Motijheel–Kamalapur section is being carried out by Italian-Thai Development Public Company, based in Thailand, under a contract worth Tk 5.11 billion. They have partnered with Bangladesh’s McDonald Steel as an associate contractor.

Italian-Thai also did the physical construction work for the Uttara–Agargaon section. Additionally, the Agargaon–Motijheel section was built by Japan’s Tekken and Sumitomo Mitsui Corporation. The project authority also invited bids from them for the extended Kamalapur section.

A DMTCL official, speaking to Prothom Alo on condition of anonymity, said that although the physical construction for the Kamalapur section was not awarded through an open tender, there was still competition because multiple companies submitted proposals. However, for the package involving the rail line, electrical, and signaling work, Larsen & Toubro was the sole bidder, which has brought the high cost into question.

By virtue of his position, road transport and highways division senior secretary Ehsanul Haque is the chairman of DMTCL's board.

Speaking to Prothom Alo, he said, "A contractor cannot be appointed without competition." He also mentioned that they are discussing the matter with the funding agency JICA and that a new tender will be issued.

Recommendation to appoint contractor through open tender

The Uttara to Agargaon section of the metro rail was inaugurated on 28 December 2022. The Agargaon to Motijheel section was opened on 4 November 2023. According to the project proposal, the extension to Kamalapur is scheduled to be operational by June this year.

The official name of the metro line from Uttara to Kamalapur is MRT Line-6. The distance from Uttara to Motijheel is 20.1 kilometers, and to Kamalapur it is 21.26 kilometers—meaning the extended portion adds 1.16 kilometers. There are a total of 17 stations from Uttara to Kamalapur.

When the metro rail project was approved in 2012, the estimated cost was Tk 219.85 billion. That figure has now increased to Tk 334.72 billion. A loan of Tk 197.18 billion has been taken from JICA, Japan’s international development agency.

Md Hadiuzzaman, a board member of DMTCL and a professor in the Department of Civil Engineering at Bangladesh University of Engineering and Technology (BUET), told Prothom Alo that delays have already occurred in the overall metro rail project and in the physical construction work for the Motijheel–Kamalapur section. He said that even if it causes a bit more delay, a new contractor should be appointed through an open tender process.

Explaining his reasoning, he said he also found Larsen & Toubro’s bid to be excessively high. “Even if just one taka of taxpayers' money can be saved, that effort should be made,” he added.​