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

[Saif]

Govt to amend Metro Rail Act

The government is going to amend the Metro Rail Act-2015 to incorporate several sections, including amendments to facilitate the construction of underground metro rail, which is now ongoing.

www.thedailystar.net

Govt to amend Metro Rail Act
Facilitating underground rail main agenda; draft sent to ministry

The government is going to amend the Metro Rail Act-2015 to incorporate several sections, including amendments to facilitate the construction of underground metro rail, which is now ongoing.

Dhaka Mass Transit Company Ltd (DMTCL), the implementing and operating agency of the metro rail, has already prepared a draft and sent it to the Road Transport and Highways Division under the Road Transport and Bridges Ministry, officials said.

An ordinance, in absence of the parliament, will be issued upon completion of the necessary scrutiny and taking opinions from stakeholders, they added.

The move came at a time when DMTCL is implementing three metro rail projects, including the extension of the Mass Rapid Transit (MRT) Line-6, the country's first metro rail line.

The decision to amend the act was taken to make the law time-befitting and address some other issues. There won't be any major changes. An amendment to the act was proposed to make metro rail operations more effective. — Mohammad Abdur Rouf Managing director, DMTCL

Two other ongoing projects -- MRT Line-1 and MRT Line-5 (northern route) -- have underground sections.

The previous Awami League government in June 2013 formed the state-run DMTCL to construct metro rail lines and operate and maintain metro rail services.

The parliament passed the Metro Rail Act-2015 in January 2015 to devise the construction of metro rail lines as well as operate, control and maintain metro rail services.

"The decision to amend the act was taken to make the law time-befitting and address some other issues," Mohammad Abdur Rouf, managing director of DMTCL, told The Daily Star on Tuesday.

"There won't be any major changes. Amendment of the act was proposed to make metro rail operation more effective," he added.

A DMTCL official said the main issue for amendment of the act is related to the construction of the underground metro rail.

The official, wishing to remain anonymous, said although the existing law has mentioned the underground metro rail, it is not enough, so the change is needed.

The main issue for amendment of the act is related to the construction of the underground metro rail. The existing law is not clear about how the right of the land would be settled. So, the change is needed. — A DMTCL official.

For example, he said a major portion of MRT Line-1 and MRT Line-5 (northern route) will go underground. However, the existing law is not clear about how the right of the land would be settled. Thus the amendment is needed.

Settling this issue, through the amendment of the law, was a condition of JICA, the financier of both projects, another DMTCL official said.

Besides, some other issues like penalties linked with the operation of metro rail will be added in the amended law, he added.

Nafiul Hasan, additional secretary (urban transport wing) of the Road Transport and Highways Division, said "We have received a proposal, but are yet to review it. We will take the next step upon review."

The Uttara-Motijheel section of the MRT Line-6, which is being implemented at a cost of Tk 33,472 crores, was opened to the public in November last year and the Motijheel-Kamalapur section is now under construction.

The physical work on MRT Line-1 and Line-5 (northern route) began in March and July last year respectively, more than three years after the projects were approved in October 2019.

The project authorities of MRT Line-1, the country's first underground metro rail line, have so far been able to hire contractors for only one out of 12 packages. The project deadline is set for December 2026.

Under the Tk 52,561 crore project, the authority will build a 19.87km underground line from Dhaka airport to Kamalapur and an 11.37km elevated line from Dhaka's Natunbazar to Narayangan's Pitalganj.

Similarly, the project authority of MRT Line-5 (northern route) has so far hired contractors for only one out of 10 packages. The 20km line stretching from Hemayetpur to Bhatara will have underground and elevated sections. The deadline for the Tk 41,239 crore project is December 2028.

The authorities of MRT Lines 1 and 5 are now developing land for setting up depots.​

 

[Saif]

Bus route rationalisation should be expedited

AS CITIZENS suffer because of a chaotic transport situation, the Dhaka Transport Coordination Authority says that more than a half of the routes for city buses are in an inactive...

www.newagebd.net

Bus route rationalisation should be expedited
23 November, 2024, 00:00

AS CITIZENS suffer because of a chaotic transport situation, the Dhaka Transport Coordination Authority says that more than a half of the routes for city buses are in an inactive condition. Recent official data show that there are 388 routes for city buses, but 64.43 per cent of them are in an inactive condition. Of the 7,091 buses running on 128 active routes, 991 are plying the road every day without proper authorisation. Many companies are running their buses on routes without route permits. Npw, 2,018 buses run on routes other than the approved ones and 1,646 buses run without any route permission. The bus route rationalisation initiative, considered a sustainable solution to the disorderly and accident-prone city traffic, is yet to see the light of day. The policy control that transport owners’ associations had during the deposed Awami League regime has been primarily blamed for the delay. It is assuring that the transport coordination authorities have acknowledged the problem. It should now act quickly because people suffer every day in traffic congestion and many productive hours are lost.

Although the public transport sector has been one of the most corrupt sectors in the past decade, the interim government has not put in efforts to discipline the sector. While the authorities rightly point out that the lack of coordination between agencies is partly responsible for the situation, they, too, take ad hoc steps instead of providing a systematic plan with effective implementation strategies. The bus route rationalisation project office on November 11 announced that the transport companies can apply to run under Nagar Paribahan until November 30. Nagar Paribahan aims at all city buses under 22 companies which will then run on 42 routes and in nine clusters. The plan for route rationalisation for Dhaka is not new. What is needed is an effective implementation strategy. The plan was originally taken in 1997 under the Dhaka Urban Transport Project, which gained some momentum in 2015. In 2019, a High Court bench gave a directive to bring bus services in all metropolitan cities under the franchising system in six months. When it comes to regulating the sector, the government action seems to have revolved around the formation of committees and making plans or issuing recommendations. Meanwhile, the city roads continue to remain unsafe for the public.

The government should, therefore, take early steps to make all routes in the city operational and bring errant operators that run buses without route permits and fitness certificates to book. More important, the government should look into past failures and work out a time-bound implementation strategy for bus route rationalisation. The authorities should expedite the process of rationalising the routes, knowing that their implementation failure proved to be too costly for the public and that they are mandated to ensure road safety.​

 

[Saif]

Debt trap fear mounts over megaprojects

The megaprojects implemented mostly with foreign loans by the now ousted Awami League regime have left the nation with concerns over the debt trap amid the questionable expected returns...

www.newagebd.net

Debt trap fear mounts over megaprojects
Staff Correspondent 09 December, 2024, 00:11

New Age file photo

The megaprojects implemented mostly with foreign loans by the now ousted Awami League regime have left the nation with concerns over the debt trap amid the questionable expected returns.

The views have been expressed in the recently released the ‘White Paper on the state of Bangladesh economy’ rebutting the Awami policymakers’ tireless trumpeting that the megaprojects were crucial for achieving high growth.

Also serious questions remained centring the quality of the governance regarding projects’ implementation, their justification, viability, costing and financing, and returns, said the white paper written by 12-member committee headed by Centre for Policy Dialogue distinguished fellow economist Debapriya Bhattacharya.

Appointed on August 29, the committee submitted its report to the chief adviser on December 1, highlighting an average loss of $16 billion annually between 2009 and 2023 owing to the illicit fund flow amid systemic tax evasion, misuse of exemptions, and poorly managed public finances under the authoritarian Awami regime ousted amid a student-led mass uprising on August 5.

Projects having financial involvement of more than Tk 10,000 crore are defined as megaprojects, according to the General Economic Division under the Planning Commission.

Bangladesh has 29 such megaprojects whose total budgeted amount stands at around Tk 7,80,000 crore, equivalent to about $87.billion.

The then Awami League-led government declared nine of these ambitious megaprojects as fast-track projects that include—Padma Multipurpose Bridge Project; Multi Lane Road Tunnel under the river Karnaphuli; Dhaka Mass Rapid Transit Development Project; Padma Bridge Rail Link Project; Dohazari to Cox’s Bazar Railway Track; Payra Deep Sea Port; Matarbari Ultra Super Critical Coal Fired Power Project.

The revised budget for these seven projects now stands at Tk 1,95,116.87 crore, seeing a massive 70.34 per cent increase from the initially estimated budget of Tk 1,14,547.56 crore.

The two other fast-track projects are Maitree Super Thermal Power Project at a cost of Tk 16,000 crore, and Rooppur Nuclear Power Plant at Tk 1,13,092.91 crore which is still being implemented.

Identifying that almost all the nine fast-track projects are underwritten by significant external borrowings, the White Paper has found that terms of borrowings are rather stringent with repayment periods of some have either started or are set to start in the near future.

‘This will entail a significant rise in the country’s debt servicing obligations,’ the White Paper says, observing that estimates regarding the returns on investment have not been done following due procedures.

The overseas debt repayment hit more than three times higher to Tk 37,307 crore in FY24 than Tk 12,018 in in FY21.

A new projection by the government’s Economic Relations Division reveals that the foreign loan repayment will grow 53 per cent to around Tk 57,800 crore in FY25 against Tk 37,775 crore in the outgoing FY24.

For an example regarding the returns on investment analysis about the fast-track projects: although the construction cost of the Karnaphuli river tunnel escalated by 26.5 per cent between the development project proforma in 2015 and revised development project proforma in 2022, there was no change in the original estimates of financial analysis that includes returns on investment estimations.

The benefit cost ratio through financial and internal rate of return and net present value remained unchanged, mentions the White Paper, adding that the way cost-benefit analysis was carried out for long-term projects is also questionable and needs a serious review.

Cost estimates were done at constant prices, while benefit estimates were carried out on the basis of nominal prices. Oftentimes, returns were estimated without consideration of the time lag in the generation of benefits, the White Paper also mentions.

Having focused on four major factors—the high construction cost, absence of competitive bidding, constraints faced by the Implementation, Monitoring and Evaluation Division in doing independent evaluation of the fast-track projects, and devaluation of local currency taka against dollars by around 39 per cent in the past two years—the White Paper forebodes that the country may fall into a debt trap if the projects fail to yield expected returns.

The paper, while analysing the overall macro-economy, observes that the country’s external debt carrying capacity has weakened due to growing exposure to foreign currency-denominated nonconcessional loans taken for the megaprojects, elevated refinancing risks, and low fiscal and external buffers.

Referring to a CPD study, it has also said that the country’s external debt carrying capacity, scaled by exports plus remittances, has indeed weakened in the recent years.

The CPD study estimated that the optimal debt to export plus remittance ratio at 124 per cent showed Bangladesh debt exceeded the threshold in FY22, said the White Paper.

Not only megaprojects but also many other projects under the annual development programme were taken causing public fund to go to waste.

Public money worth $14–24 billion was lost to political extortion, bribery and inflated budgets with the ADPs worth $60 billion in the past 15 years, according to the White Paper that blamed the Awami League for establishing the kleptocracy legacy.​

 

[Saif]

Why are our roads still death traps?

Bangladesh faces a road safety crisis, with high fatalities and systemic neglect.

www.thedailystar.net

Why are our roads still death traps?

FILE VISUAL: REHNUMA PRASHOON

Every month, Bangladesh witnesses a tragic procession of lives lost and irreparably altered due to road crashes. According to the latest report from the Bangladesh Jatri Kalyan Samity, in October alone, 475 people were killed and 815 injured in 452 crashes across the country. These statistics are alarming, but they barely scratch the surface of a systemic issue that has plagued Bangladesh for decades.

Road safety in Bangladesh is undermined by several interconnected issues, including unlicensed drivers, unfit vehicles, and inadequate enforcement of traffic laws. Over 10 lakh registered vehicles in the country are driven by unlicensed drivers because of a lack of institutional arrangement for proper training. Most drivers transition from helpers to drivers under the guidance of senior drivers, without formal certification.

In addition, more than five lakh registered vehicles lack fitness clearance, yet they continue to ply the roads unchecked. While significant investments have been made in road infrastructure, the capacity of the regulatory authorities like the Bangladesh Road Transport Authority (BRTA) remains woefully inadequate. According to Transparency International Bangladesh (TIB), the BRTA is one of the most corrupt institutions in the country, with widespread bribery facilitating the operation of unfit vehicles and unqualified drivers.

The situation is exacerbated by reckless driving, which often stems from the daily contract system for bus drivers. Under this system, drivers are incentivised to maximise passenger numbers, leading to dangerous competition and accidents. Similarly, the absence of separate lanes for slow-moving vehicles such as easy bikes and battery-powered rickshaws on highways contributes significantly to road crashes.

The popularity of motorcycles, driven by an inadequate public transport system and favourable government policies for production and sales, adds another layer of complexity. While motorcycles account for a significant number of road crashes, the enforcement of safety measures, such as use of helmets, remains lax. A report by the World Health Organization (WHO) highlights that proper helmet use can reduce the risk of death in a crash by six times. Yet, such measures are poorly implemented in Bangladesh, contributing to the country's high motorcycle-related fatality rate.

The term "structural killings" better describes the situation in Bangladesh—a failure of governance and systemic neglect that allows dangerous practices to persist. The vested interests of vehicle owners, transport associations, and regulatory bodies have created a tangled web of corruption and mismanagement that perpetuates this cycle of death. From 2014 to September 2024, there were 60,980 road accidents in the country, resulting in 105,338 deaths and 149,847 injuries. Despite a historic student-led movement in 2018 demanding safer roads, little has changed. The promises made by the authorities remain unfulfilled, and the death toll continues to rise.

The impact of road crashes extends far beyond the immediate loss of life. Families are left to grapple with emotional trauma, financial burdens, and the loss of breadwinners. Injured individuals often face long-term disabilities, resulting in reduced productivity and increased healthcare costs. The ripple effects of these tragedies are felt across society, undermining the nation's progress and prosperity. Addressing road safety in Bangladesh requires a multifaceted approach. These include enhancing BRTA's capacity to ensure strict enforcement of licensing and vehicle fitness requirements, as well as making the processes transparent, and taking anti-corruption measures to restore public trust.

Also, institutional arrangements for comprehensive driver training should be established, with mandatory certification for all drivers by replacing informal training practices with standardised, government-regulated programmes. Separate lanes for slow-moving vehicles on highways should be prioritised, along with pedestrian-friendly infrastructure including proper signage, lighting, and routine road maintenance. Campaigns can be run to educate citizens about traffic rules and the importance of safety measures, such as helmet and seat belts use. Traffic management systems should be modernised through technology, such as surveillance cameras and automated fines for violations to deter reckless driving. Owners of buses and other commercial vehicles must be held accountable for the actions of their drivers. The daily contract system should be abolished in favour of fair and regulated employment terms. Lastly, the interim government must place road safety high on its reform agenda.

Md Kawsar Uddin is associate professor in the Department of English and Modern Languages at the International University of Business Agriculture and Technology (IUBAT).​

 

[Saif]

Single-journey ticket crisis: Metro rail urges passengers to arrive early

The state-run company tonight issued a notice on its verified Facebook in this regard

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Single-journey ticket crisis: Metro rail urges passengers to arrive early

Star File Photo

The metro rail authority has urged passengers to arrive at stations with extra time in hand, as the issuance of single-journey tickets is taking additional time at some stations.

Dhaka Mass Transit Company Ltd, the operational agency of metro rail, hopes the crisis regarding single-journey tickets will be improved within this month.

The state-run company tonight issued a notice on its verified Facebook in this regard.

The notice came as many passengers complained that they could not avail of metro rail service in the last few days due to a shortage of single-journey tickets.

Earlier, the authority said over two lakh single-journey tickets went missing after they launched the service in December 2022, causing problems in its operation.

However, people having MRT pass or Rapid passes are not facing problems.

Today, the authority said it is taking more time to issue single-journey tickets at important stations due to an increase in passengers.

Besides, passengers not submitting single-journey tickets at fixed slots and tickets becoming non-functional are causing the problems temporarily, it said.

To mitigate the problem, the authority is working to collect more single-journey tickets soon. Besides, they are considering an alternative system to sell tickets using QR Code to solve the problem, it read.

The metro rail authority regretted the inconvenience caused to passengers.​

 

[Saif]

Metro rail authority asks public not to fly sky lanterns near tracks

Metro rail authority has requested the public not to fly sky lanterns and similar objects near the tracks on 31st or New Year's Eve

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Metro rail authority asks public not to fly sky lanterns near tracks

Metro rail authority has requested the public not to fly sky lanterns and similar objects near the tracks on 31st or New Year's Eve.

In a special circular, Dhaka Mass Transit Company Ltd (DMTCL) today said metro rail runs using high-voltage electricity line from Uttara to Motijheel.

Around 3.5 lakh people use the service daily.

Sky lanterns or similar objects may fall on power lines causing serious and fatal accidents, it said.

In case of any such incident, the metro rail authority will take punitive action against any individual or organisation responsible, reads the circular.

On January 1, 2023, the authorities had to suspend the operations of metro rail for two hours after a huge number of doused sky lanterns fell on the overhead electricity lines during the New Year celebrations.​

 

[Saif]

Metrorail's MRT-05 south project back on track

The Mass Rapid Transit (MRT) Line-05 project finally resumes for implementation to build Dhaka city's south communications corridor from Gabtoli to Dasherkandi through Karwanbazar, ending speculations about rerouting or suspending another underground metrorail. According to officials, a developmen

thefinancialexpress.com.bd

Metrorail's MRT-05 south project back on track
Munima Sultana
Published :
Jan 05, 2025 00:41
Updated :
Jan 05, 2025 00:41

The Mass Rapid Transit (MRT) Line-05 project finally resumes for implementation to build Dhaka city's south communications corridor from Gabtoli to Dasherkandi through Karwanbazar, ending speculations about rerouting or suspending another underground metrorail.

According to officials, a development project proposal (DPP) to this end will be sent to the Planning Commission soon to get its green light, after a thorough review of the foreign-aided megaproject.

Previously, a feasibility study, detailed design and cost revision of the major infrastructure project, among others, were done in time, they said.

"The MRT-05 South is matured than two other MRTs-02 and 04. Even its rerouting towards old Dhaka will take fresh time to start," says an official, who preferred not to be quoted by name, to dispel speculations.

Earlier, Dhaka Mass Rapid Transit Company Limited (DMTCL) planned to develop the 17.20-kilometre Gabtoli-Dasherkandi MRT-05 south corridor with financial support from the Asian Development Bank and South Korea.

However, the project drew widespread criticism for its highest-ever cost estimate at Tk 546.18 billion or $5.1 billion even after feasibility and design.

The DMTCL authorities sent the DPP to the Commission through the Road Transport and Highways Division in March 2024, which was sent back for cost revision.

Although the project office sent the DPP after cutting down Tk 60 billion following a revision at the end of June, its approval process came to a halt due to political turmoil that led to change of government.

After the installation of the interim government, the project faced criticism again regarding its high cost, as many suggested rerouting the corridor either towards old Dhaka or stopping the project to give way to MRT-02.

However, a fresh revision as per the DPP further pared down the estimated cost by 15 per cent or Tk 68.98 billion to stand at Tk 477.21 billion.

Project director Mohammad Abdul Wahab said, "There is no confusion about the need for the MRT-05 south passageway."

Following last month's ADB mission, according to him, the DPP was sent to the RTHD for taking necessary steps.​

 

[Saif]

Let bus rationalisation plan be successful

As Dhaka's population keeps swelling and traffic jam worsens, the need for an orderly, safe and passenger-friendly bus service cannot be overemphasised. The majority of the city's residents rely on local buses for their day-to-day commute, but the service has long been an abject mess - overcrowded,

thefinancialexpress.com.bd

Let bus rationalisation plan be successful
FE
Published :
Jan 05, 2025 22:07
Updated :
Jan 05, 2025 22:07

As Dhaka's population keeps swelling and traffic jam worsens, the need for an orderly, safe and passenger-friendly bus service cannot be overemphasised. The majority of the city's residents rely on local buses for their day-to-day commute, but the service has long been an abject mess - overcrowded, unsafe, lacking in hygiene, and poorly maintained. The buses also operate in a chaotic manner, with hundreds of companies operating on as many as 380 routes. Added to the woe is the plying of unfit vehicles in a reckless manner, competing for passengers. The competing buses often stop or park haphazardly, sometimes even in the middle of the road, to pick up passengers and block rival buses from overtaking, which leads to frequent accident and tailbacks.

A Bus Route Rationalisation (BRR) initiative has long been recognised by various studies and transport experts as a sustainable step towards revamping the city bus service. The city authorities have been dabbling in the BRR venture for over two decades. In 2012, the Dhaka Transport Coordination Authority (DTCA) was established to spearhead the implementation of this ambitious plan. However, with the exception of a brief period under the leadership of the late DNCC Mayor Annisul Huq, serious efforts to implement the BRR scheme have been largely absent. Subsequent attempts by the DSCC mayors to oversee the process have yielded little tangible progress, with the meetings of Bus Route Regulation Committee (BRCC) on this matter proving to be nothing but eyewash. Implementation of the BRR scheme has been repeatedly hampered by the non-cooperation of political actors, bus owners and different vested quarters who opposed the initiative primarily to protect their own narrow self-interests like extorting money by maintaining a flawed and corrupt system.

This interim government has revived the long-overdue BRR initiative. The DTCA has announced that all existing bus companies in Dhaka will be dissolved and integrated into a single entity named Dhaka Nagar Paribahan effective March 1st. A total of 170 bus companies have reportedly applied to participate in this initiative. The DTCA is currently scrutinising these applications and reviewing existing bus routes, with plans to consolidate the current 388 routes into 40-45 routes. The existing buses will undergo necessary repair and upgrading, including the installation of automatic doors, adjusted seating, and higher steps for improved passenger safety and comfort. Most importantly, under this scheme drivers and helpers will be employed directly by Dhaka Nagar Paribahan, which will eliminate the dangerous competition among different bus operators for more passengers.

But at a time when the long-awaited BRR initiative is gaining momentum, the Dhaka Metropolitan Police (DMP) Traffic Division in a surprise move unveiled a new bus route plan encompassing 54 routes, including 25 circular routes. The DMP's move has raised concerns among stakeholders, as its proposed routes do not align with the 42 routes in nine clusters recommended by the BRRC. While the DMP Traffic Division, with its extensive experience in managing traffic flow at various intersections, possesses valuable insights into the city's transportation needs, its authority to independently formulate a comprehensive bus route plan remains questionable. Many are questioning whether the DMP's proposal is an attempt to circumvent the established BRR process. The successful implementation of the BRR initiative hinges on the active cooperation and support of all stakeholders, including political parties and the DMP. Without their genuine commitment and collaboration, the initiative is unlikely to succeed. So, it is hoped that all the stakeholders would support the BRRC in greater public interest.​

 

[Saif]

Metro rail fares exempt from VAT for this year

The National Board of Revenue (NBR) has exempted value-added tax on the fares of Dhaka metro rail, which has gained a lot of popularity since the beginning of its operations.

www.thedailystar.net

Metro rail fares exempt from VAT for this year

The National Board of Revenue (NBR) has exempted value-added tax on the fares of Dhaka metro rail, which has gained a lot of popularity since the beginning of its operations.

The tax administration announced the exception on metro rail fares through an order yesterday and the decision came more than six months after the benefit was discontinued.

The VAT exemption came into effect from yesterday and will be valid until December 31 this year.

Commuters of metro rail enjoyed VAT exemptions on their fares until June 30 last year. The NBR did not extend the benefit later, despite requests from Dhaka Mass Transit Company Ltd (DMTCL), the state-run operator of the metro rail.

Though the NBR did not exempt VAT, the DMTCL has not hiked the fares with a senior official of the NBR saying that the VAT would be calculated as inclusive in the ticket prices until the exemption.

"There will be no need to hike fares after we have exempted VAT," he said.

The much-talked-about Dhaka metro rail began commercial operations by the end of December 2022 and it became hugely popular among commuters especially office goers and students who got an escape from commuting on chaotic buses.

Roughly, 3.5 lakh people commute through the metro rail daily.​

 

[Saif]

‘The BRT project was flawed from the start’

Dr Md Shamsul Hoque, professor of civil engineering at the Bangladesh University of Engineering and Technology (BUET), talks to Monorom Polok of The Daily Star about the maiden BRT line in Dhaka that opened last month.

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‘The BRT project was flawed from the start’

Dr Md Shamsul Hoque, professor of civil engineering at the Bangladesh University of Engineering and Technology (BUET), talks to Monorom Polok of The Daily Star about the maiden BRT line in Dhaka that opened last month.

The Gazipur-Airport BRT project has incurred massive expenditure. How would you assess its potential to alleviate traffic congestion?

To address this issue properly, it is essential to first consider the broader ecosystem of public transport. Public transport encompasses various modes, with buses forming the base of the productivity pyramid. A standard bus system can manage up to 4,000 passengers per hour per direction (PHPD) at most. To enhance capacity in densely developed urban areas, systems with greater productivity are necessary. This is where the Bus Rapid Transit (BRT) systems come into play. By providing buses with dedicated lanes, they can operate with increased efficiency and immunity from congestion caused by smaller vehicles.

For instance, BRT systems in Jakarta and Istanbul allow buses to reach speeds of up to 70 kilometres per hour, competing with the efficiency of metro systems. Metros, operating on fully segregated tracks, provide faster and more reliable services, making them particularly attractive to urban commuters. However, when implemented properly in dedicated corridors, BRT systems can achieve comparable levels of efficiency.

The concept of BRT stems from the notion that buses can be rapid and efficient within a dedicated and controlled environment. Globally, cities like Curitiba in Brazil and Bogotá in Colombia are considered the gold standards for BRT implementation. These systems exemplify flexibility, cost-effectiveness, and high productivity. However, a well-executed BRT system requires substantial infrastructure, such as dedicated lanes, controlled access points, and barriers to separate BRT lanes from other traffic. The design of these barriers depends on the level of enforcement needed. Unlike metro systems, BRT systems do not demand extensive land acquisition but rather a reallocation of road space. Prioritising buses and isolating road sections for public transport are central to their success.

When implemented with dedicated stations resembling those of metro systems, BRT services offer faster, more reliable alternatives that encourage commuters to transition from private cars to buses. This modal shift gradually reduces congestion and fosters a sustainable commuting culture. Moreover, older, unorganised bus systems can be phased out and replaced by more structured and efficient BRT services. The success of BRT systems globally—adopted in over 180 cities—demonstrates their viability as cost-effective solutions for urban congestion, particularly during peak hours.

How do these global standards align with the specific context of the Gazipur-Airport BRT corridor, particularly given the prevalence of large trucks, inter-district buses, and pedestrian traffic in the area?

The effectiveness of BRT systems relies on specific prerequisites. Road width is a critical factor; a minimum of 12 lanes is typically necessary to implement a BRT system effectively. This ensures that even after allocating two lanes for the BRT, there remains adequate space for non-BRT traffic. In certain cases, 14 lanes may be required. Unfortunately, many corridors in Bangladesh, including the Gazipur-Airport corridor, do not meet these criteria. While the corridor was intended to be widened near stations, this plan was poorly executed, leaving insufficient space for the system's proper functioning.

Another challenge lies in the modal composition of traffic. BRT systems are most effective in areas with high concentrations of small private vehicles, facilitating a modal shift from cars to buses. However, the Gazipur corridor runs along industrial zones dominated by large trucks and inter-district buses, with very few private cars. Additionally, approximately 90 percent of workers in these industrial zones walk to their destinations due to the short distances involved. This undermines the two main prerequisites for a successful BRT system: adequate right of way, and high volume of smaller vehicles.

Pedestrian traffic poses another challenge. Industrial workers frequently cross roads to reach factories, creating a constant flow of pedestrians. Physical barriers introduced by the BRT system can lead to a social divide, restricting workers' movement. Even if footbridges or escalators are installed, they are impractical given the high pedestrian volume and workers' time constraints. Delays of even a few minutes can result in wage deductions, prompting many to bypass these barriers and cross the BRT lanes directly.

Could you elaborate on the flaws of the project, particularly regarding the suitability of the chosen corridor and its alignment with the original Strategic Transport Plan (STP)?

The Gazipur-Airport BRT project has been plagued by significant planning and design flaws from its inception. The corridor, with its narrow roads and industrial character, was inherently unsuitable for a BRT system. These factors should have been identified during the feasibility study but were overlooked, allowing the project to proceed without addressing these critical issues.

The placement of infrastructure further compounded the problems. Footpaths were narrowed to accommodate footbridges, reducing pedestrian space in an area where walking is the primary mode of transport. The original plan for BRT-3, as outlined in the STP, proposed the route through a densely populated urban area. However, the current alignment lies outside built-up areas, where demand for such a system is minimal.

Additionally, a fundamental aspect of BRT systems is their ability to serve multiple destinations along the corridor, encouraging high passenger turnover and maximising productivity. The Gazipur-Airport BRT, however, functions more like an intercity bus service, with limited stops and long travel times. This design reduces turnover, rendering the system less efficient and productive.

What operational challenges arise from the coexistence of the BRT system with existing inter-district buses in the Gazipur-Airport corridor, and how does this affect its effectiveness?

BRT systems are usually designed to replace existing bus services within their corridors, creating a streamlined and disciplined transport network. However, in the Gazipur-Airport corridor, inter-district buses continue to operate alongside the BRT system, undermining its purpose. These buses provide flexible, personalised services, stopping wherever passengers need, unlike the fixed stations of a BRT system. Consequently, commuters are less likely to switch to the BRT, resulting in minimal modal shift and rendering the system ineffective.

Successful BRT systems thrive in urban settings with high volumes of small vehicles and commuters. The Gazipur-Airport corridor, however, is characterised by industrial traffic, large vehicles, and limited private car use.

Experts say the BRT's permanent infrastructure, including flyovers, may restrict future modifications. Can you elaborate?

Yes, unlike flexible BRT systems in cities like Jakarta and Chinese metropolises—which utilise lightweight and adaptable infrastructure—the Gazipur-Airport BRT has been implemented with permanent structures, including flyovers. This rigidity precludes future modifications, such as upgrading the corridor to accommodate a metro system—a critical limitation in a rapidly urbanising country like Bangladesh.

Furthermore, the corridor's repurposing from a national highway to a BRT system has disrupted its original functionality without meeting the needs of its users. Narrow footpaths and poorly placed infrastructure have further marginalised pedestrians, compounding the system's inefficiency.

What lessons can be learnt from this project for urban transport planning in Bangladesh? What are your recommendations for the future?

The Gazipur-Airport BRT project highlights the consequences of inadequate planning and coordination in urban transport. So, going ahead, Bangladesh must prioritise comprehensive and integrated transport strategies, addressing key issues such as narrow roads, unorganised bus services, and insufficient pedestrian infrastructure. To make urban transport smoother and more reliable, a franchising system for buses must be introduced to ensure better service. Different transport options, like BRT and metro rail, need to work together so that people can travel easily. This integration must be properly planned and executed, and a dedicated team should be formed under the public transport authority to keep things running efficiently. Safe, accessible walkways must also be prioritised instead of inconvenient footbridges. Finally, learning from successful BRT systems worldwide can help us find practical and affordable solutions that work for us.​

 

[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.​