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

[Saif]

One year of operation: Dhaka expressway fetches Tk 1.04b

Dhaka Elevated Expressway (DEE), the country's first road-access-control infrastructure, celebrated one year of inauguration on Tuesday, recording 12.7-million traffic during the period with domination of the lowest-toll-charged vehicles. According to data, Tk 1.04 billion was collected in tolls

thefinancialexpress.com.bd

One year of operation: Dhaka expressway fetches Tk 1.04b
Munima Sultana
Published :
Sep 04, 2024 09:43
Updated :
Sep 04, 2024 09:43

Dhaka Elevated Expressway (DEE), the country's first road-access-control infrastructure, celebrated one year of inauguration on Tuesday, recording 12.7-million traffic during the period with domination of the lowest-toll-charged vehicles.

According to data, Tk 1.04 billion was collected in tolls for using the 11.5-km DEE since its opening on 03 September 2023.

However, 98 per cent of the tolls came from private cars and microbuses which pay Tk 80 for using the expressway from any of the six entrance points.

As only 11.5-km DEE from Airport to Farmgate and Kawran Bazar has been opened for traffic after inauguration by Sheikh Hasina, the number of buses has increased with some special services.

But trucks both small and big were hardly avail the short-distance expressway due to unable to complete rest part of the DEE which is to connect Hazrat Shahjalal International Airport to Kutubkhali of Dhaka-Chattogram highway.

Officials said although the total progress of the DEE is recorded 75 per cent, it was slowed since opening due to facing problems.

It has faced opposition from the two city mayors and case by subcontractors of the concessionaire company Italian-Thailand Public Development Company Limited (ITD) but partial DEE opening had to keep closed during the curfew period and after the vandalism during the quota movement on August 1.

Project Director AHMS Aktar, however, said all the gamut in the DEE work has almost been over.

He told the FE on this occasion on Tuesday that utility shifting work from Panthokunjo towards BUET has been speed up in recent days. Case filed by subcontractors to the Appellate Division was dismissed on September 1.

The Bangladesh Bridge Authority has been implementing the DEE project under the PPP model signing contract with ITD on January 19, 2011. But the project got momentum in 2020 after the ITD signed contract with two Chinese companies to carry entire work as sub contractors by managing fund from two Chinese banks.

It is estimated that 80,000 traffic will be using the DEE daily. The BBA data shows that the partial DEE opening, nearly 35,000 traffic on average use it daily.​

 

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Utracon (Singapore) video on their post-tensioning concrete technology and facilities used in constructing Dhaka Metro Line 6

 

[Bilal9]

New ramp added to Dhaka Elevated Expressway (Karwan Bazaar)

 

[Saif]

New metro rail tracks: Questions over priority set by AL government

Experts say the priority list for the new metro rail tracks should be reconsidered now after the regime change. Besides, the estimated cost for the construction should be reviewed

en.prothomalo.com

New metro rail tracks: Questions over priority set by AL government
Arifur Rahman
Dhaka
Updated: 29 Oct 2024, 16: 00

Questions have been raised anew regarding the priorities set by the ousted Awami League government for the construction of new metro rail tracks to curb traffic congestion in the city.

It’s being said now that the track which should be constructed first is in the last on the priority list. Apart from that, the estimated cost for the construction of the new metro rail tracks also stirred questions.

The officials of the concerned ministries said the priority list for new Metro Rail tracks was set to benefit a special group. Common people’s interest was not considered in this case. Even the route set for the construction is wrong.

Experts say the priority list for the new metro rail tracks should be reconsidered now after the regime change. Besides, the estimated cost for the construction should be reviewed.

The roads and bridges ministry started works to set priorities for the construction of new metro rail tracks.

Adviser for the roads and bridges ministry, Fouzul Kabir Khan said the existing priority list would be reviewed.

The controversy

Mainly the MRT Line -5 has raised questions. It was supposed to be constructed from Gabtoli to Dasherkandi through Technical intersection, Kalyanpur, Shyamoli, College Gate, Asad Gate, Rasel Square, Karwan Bazar, Hatirjheel, Tejgaon, Aftabnagar, Aftabnagar Centre, Aftabnagar East and Nasirabad.

The relevant officials say the MRT Line-2 should be prioritised over the Line-5 (southern route). The Line-2 was supposed to carry passengers from Gabtoli to Narayanganj through Dhaka Udyan, Mohammadpur, Jigatala, Science Laboratory, New Market, Azimpur, Palashi, Dhaka Medical College, Gulistan, Motijheel, Kamalapur. The Line-2 project also includes the construction of a branch line from Gulistan to Sadarghat.

The planning commission says the project for Line-2 is far more important than the MRT Line-5 project. However, the project has been kept in the last slot of the priority list. There isn’t any notable progress in this project whereas the feasibility study for the Line-5 project is already completed. Even the technical design and the procurement plan have been finalised.

The planning commission officials are saying there are not that many commercial or industrial zones in the areas along the route of Line-5. Besides, the route is quite close to Line-6, which is already in service. The residents of areas from Gabtoli to Asad Gate can get the services of this line within a distance of one or two kilometres.

However, the construction of Line-2 would have benefitted more people. Therefore, it is more reasonable to implement the proposed project for the construction of Line-2 first; which connects several most densely populated areas of the city, including New Market, Dhanmondi and Old Dhaka.

Planning commission sources said an inter ministerial meeting was held at the commission in April last year on constructing the MRT Line-2 before the MRT Line-5. But the officials did not bring the matter to the fore out of fear as the government had prioritised the construction of MRT Line-5.

Once again the issue of prioritising has come to the fore due to the changed situation.

The then planning commission secretary Mohammad Emdad Ullah Mian chaired the meeting. Now he is the agriculture secretary.

He told Prothom Alo the metro rail routes should be scrutinised more in this changed context. Priority should be given to the route considering the people’s needs.

Documents said the former Awami League government composed a strategic transport plan (STP) to curb the traffic congestion in Dhaka city and surrounding areas. Decision was taken to construct six MRT lines. Following this, the Dhaka Mass Transit Company Limited (DMTCL) was formed in 2013 to plan the metro rail’s network, survey, design, financing, construction and running and maintenance.

The Uttara-Agargaon section of MRT Line-6 was opened for passenger movement on 29 December in 2022. The Agargaon-Motijheel part was opened on 5 November 2023.

The length of MRT Line-5 is 17.2 km. According to the DMTCL, the estimated cost for the MRT Line-5 is Tk 546.18 billion.

The project was sent to the planning commission for approval but the AL government fell before the approval. On the other hand, the estimated cost for the construction of MRT Line-2 is Tk 608.36 billion.

In the changed situation, the planning commission wrote a letter to the Ministry of Road Transport and Bridges on 23 September, saying that the MRT Line-5 project should be thoroughly re-scrutinised and reviewed considering the current context and priorities and take further action.

After receiving the letter, the ministry held an inter-ministerial meeting in the first week of this month and discussed which line should be given priority. Many spoke about rethinking metro rail’s new line.

Muhammad Fouzul Kabir Khan, adviser to the Ministry of Road Transport and Bridges, told Prothom Alo, “A new managing director (MD) for the metro rail is being sought. The entire metro rail line will be reviewed after the appointment of the new MD. It will be discussed then which one should be given priority.”

Fouzul Kabir Khan also said that the previous government had taken projects on whim, where the advantages and disadvantages of the people were not considered. There were their own interests. But now priority will be determined considering what will benefit the people more.

No analysis was done to determine the priority of routes of the six MRT lines, documents said.

The relevant officials said that the survey of all the lines should have been done together. But the survey was conducted at different times. Besides, there is no alternative proposal for each route.

The planning commission has said only constructing the metro rail will not be enough, it was not studied before whether it would be financially beneficial or not.

It further said the STP was done based on assumptions. Current economic situation is completely different from what it was at that time. Currently, the economic situation of the country is nearly out of control. A fresh survey should be done taking this reality into consideration and priorities should be fixed based on that.

The planning commission said it is suggested to hold a meeting with technical experts, concerned ministries and other stakeholders before the construction of MRT Line-5.

Wishing not to be named, an official of the commission told Prothom Alo that priority was given to the construction of the metro rail line in Dasherkandi and Aftabnagar areas to provide benefits to a certain group. Commercial and residential areas have not yet developed there.

The officials requested to find out why priority was given to Dasherkandi route excluding areas like Gulistan, Sadarghat and New Market.

Professor of civil engineering department at Bangladesh University of Engineering and Technology (BUET), M. Shamsul Hoque told Prothom Alo that all the metro rail lines should be reviewed anew. In particular, how the cost of constructing these lines has been estimated should be checked, because it is possible to construct a modern version of metro rail at a lower cost than this.

He said many countries including China and Indonesia are doing it.

Shamsul Hoque advised the interim government to review all metro rail lines.​

 

[Saif]

After metro rail, Dhaka’s buses should be the next megaproject

Metro rail is only one part of the puzzle; rationalising bus lines and making bus services passenger-friendly has to be the next step.

www.thedailystar.net

After metro rail, Dhaka’s buses should be the next megaproject

Using the experience of the metro rail, the city authorities in Dhaka can bring improvement and discipline to the public bus sector. FILE PHOTO: RASHED SHUMON

The Dhaka metro rail is still an ongoing project, with the first line—MRT-6—almost complete and several others under construction. Yet, few would shy away from calling it a tremendous success already. It works, people love it, and all that's required now is to maintain the quality of service and keep up with demand.

Unless, of course, as citizens of one of the most densely populated metropolises in the world, we aspire to a better quality of life.

The metro rail network, which authorities say will be complete by 2030, will span the entire city of Dhaka. With 103 stations, the expectation is that a complete network will make the metro rail service accessible to everyone. While 103 is quite a large number, Dhaka is an incredibly populated city, and getting one to two crore—depending on where you draw the city boundaries—Dhakaites from their homes to these stations and back will remain a challenge.

If Dhaka is to become a city with reliable public transport—and it must if it wants to stop being one of the least liveable places in the world—the government and city authorities need to look at the complete picture and work on efficient ways for people to commute. Metro rail is only one part of the puzzle; rationalising bus lines and making bus services passenger-friendly has to be the next step.

Since the metro rail has been operating full time, there have been reports that bus operators are starting to lose passengers. But that doesn't necessarily have to be the case. In Dhaka, one look at the roads tells us that not enough people use public transport, as roads are inundated with a sea of private vehicles, mainly cars.

Within a functional public transport system, buses can exist parallelly with metro lines, operating cheaper, slower services with more stops. This serves the dual purpose of offering alternative modes of transportation between two destinations, as well as becoming a medium of last mile delivery for passengers, doing the job of collecting commuters from near their homes and commercial destinations and putting them on a metro rail.

By reaching into parts of the cities that the metro rail can't get to, and connecting these areas to metro stations, buses can truly democratise public transportation in this city. Implemented correctly and supplemented with human-scale pedestrian and bicycle facilities, a mass transit ecosystem that consists of buses and metro rail working in tandem could finally make private cars unnecessary in our city, reducing their numbers on the road, and eventually lead to a city that isn't famous for its traffic congestion.

In truth, none of these are novel findings, and in the past, there have been efforts to achieve progress with bus services in Dhaka. The late Dhaka North Mayor Annisul Huq envisioned a bus ecosystem where a single company would operate buses, with hundreds of active routes rationalised into just 42, organised in a handful of clusters. The initiative stymied with his death, but was revived once more under the current Dhaka South Mayor Sheikh Fazle Nur Taposh.

Trial runs were started in late 2021 under the company Dhaka Nagar Paribahan in three routes in the green cluster, all originating in Ghatarchar. The trials faced difficulties from the start, as the authorities expected private companies and entrepreneurs to join this initiative, but had to rely on the state-owned Bangladesh Road Transport Corporation (BRTC) at the last minute to provide a large portion of buses for the initial trial.

Over the next two years, however, instead of increasing service areas and implementing the plan citywide, the initiative has suffered from non-compliance by private bus owners who were partnered with the government authorities. A report published in Prothom Alo this week paints a picture of disarray for Dhaka Nagar Paribahan—with a lack of sufficient buses, a tendency of buses in service to revert to old practices of dropping off and picking up passengers wherever they want, and an overall lack of cooperation by private companies. In the report, the Dhaka South mayor, who is also the convener of the Bus Route Rationalisation Committee, blamed blockades enacted by the opposition from October until the recently held national election for the lack of activity by the authorities concerned with Dhaka Nagar Paribahan. But a report by The Financial Express in October 2023 said that the committee hadn't met since May, five months before the blockades started.

The failure of Dhaka Nagar Paribahan and the apparent success of the metro rail tells the story that in Bangladesh, public transportation is being held hostage by the private sector. State-owned services like Bangladesh Railway leave a lot to be desired as well, but nowhere is the rot of bad service and bad faith worse than in the bus sector.

The benefits that have been brought about by the metro rail is proof enough, in case we needed it, that public transportation is a utility, not a consumer product. Allowing private bus owners to run riot with this crucial service has been one of the monumental long-term failures of Dhaka's city administration in its various forms over the decades. The idea of Dhaka Nagar Paribahan, which looked to include private players in the sector in a government-endorsed reorganisation of the industry, was a good idea, but it has not worked, and much of that responsibility falls on the shoulders of private bus companies and owners.

It is now the perfect time for the government to treat this utility like a utility, and focus its attention on this sector. Using the experience it will gain from the metro rail, it needs to create city services of such quality that it drives the fleet of unfit buses off of Dhaka roads. If the government can bring discipline, affordability and, most important of all, reliability to bus services, the public will be with them. The metro rail proves that.

Azmin Azran is a journalist at The Daily Star.​

 

[Saif]

Metro drops national symbols from single-journey tickets

Introduces 20,000 redesigned single-journey tickets

www.thedailystar.net

Metro drops national symbols from single-journey tickets
Introduces 20,000 redesigned single-journey tickets

Photo: Star

The Dhaka Mass Transit Company Ltd (DMTCL) has redesigned single-journey tickets for the Dhaka Metro Rail, omitting four images symbolic of Bangladesh's language and independence struggles.

The new design has drawn widespread social media criticism, with many questioning the decision to remove these historic representations.

The change came to public attention after DMTCL, which operates the metro rail, introduced 20,000 of the redesigned single-journey tickets.

These new tickets no longer feature images of the Central Shaheed Minar, National Mausoleum, National Parliament Building, and the national flower, the water lily.

Instead, they display only an image of the metro rail itself.

The redesign followed the missing of approximately 200,000 single-journey tickets, which authorities suspect were taken by passengers instead of being returned after their trips.

Since its launch in December 2022, DMTCL has offered two types of cards: the MRT Pass (a permanent card) and the single-journey ticket.

Previously, both cards included the symbolic images and looked nearly identical apart from minor textual differences, which reportedly caused confusion at metro gates.

Md Zakaria, additional project director for MRT Line-6, said that the missing tickets were disrupting operations. To address this, DMTCL has ordered 440,000 new single-journey tickets from Japan, with 20,000 already in circulation.

The design change was necessary to create a clear distinction between the two types of cards and reduce operational issues at the gates, he added.

He also said that some passengers mistakenly attempted to reuse single-journey tickets with "touch and go" methods similar to the MRT Pass.

"So, we had to change the colour of the card and by doing so we had to change the design as well," he said.

Many questioned the decision to remove symbols reflecting the nation's heritage as these symbols are directly linked to the country's liberation, language movement and identity, and has no connection with any political parties.

However, many defended the changes, pointing out that metrocards in many countries do not display such images.

Asked about the social media criticism, he said, "We wanted to make 'specific difference' between MRT Pass and single-journey ticket. What can we do if some people raise eye-brows?"

Contacted, DMTCL Managing Director Mohammad Abdur Rouf said, "The images were omitted to avoid confusion between MRT pass and single-journey ticket. There is no other purpose behind it."

Besides, he said, the single-journey ticket will remain within the station and they would not change the design of the MRT Pass, which is widely used.

Rouf also said the decision to change the design was taken before he took charge.

The MRT Line-6 project, which spans from Uttara to Kamalapur at a cost of Tk 33,472 crore, opened its Uttara-Motijheel section to the public in November 2023.

Construction on the Motijheel-Kamalapur section is ongoing.​

 

[Saif]

Most metro rail projects set to miss 2030 deadline

The sluggish pace of five of the six ongoing and proposed projects for the construction of mass rapid transit lines, popularly known as metro rail, connecting Dhaka city and its outskirts makes their completion unlikely by 2030.

www.newagebd.net

Most metro rail projects set to miss 2030 deadline
Shahin Akhter 12 November, 2024, 00:42

File photo

The sluggish pace of five of the six ongoing and proposed projects for the construction of mass rapid transit lines, popularly known as metro rail, connecting Dhaka city and its outskirts makes their completion unlikely by 2030.

The six projects are meant to build six metro rail lines with metro trains are now running on the first portion of the elevated MRT Line-6 project on the Uttara–Motijheel route.

The Line-6 took about six years to complete.

Construction works of two more lines, including the first underground metro rail, started last year, while construction works of three more lines are yet to start.

The government is already planning to ditch one of the lines—MRT Line 5 Southern Route—citing it to be less useful.

Transport experts observe that some of these projects would very likely cross their current 2030 deadline, particularly because they include the building of underground rail lines involving more time and cost.

Dhaka Mass Transit Company Limited managing director Mohammad Abdur Rouf said that they had faced some challenges, including delays in getting approvals, which in some cases took about a year, from the Japan International Cooperation Agency, the funding agency for the MRT 6, 1 and 5 (Northern route) lines.

‘We, however, face no problem in getting the fund released although the JICA makes detailed queries about different components of these projects,’ he said, adding that they were still with their plan to finish the lines’ construction by 2030.

Some project officials, meanwhile, said that some projects would require more time.

Dhaka Mass Transit Company Limited is the implementing agency of the metro rail system.

The works to build a network of around 141-kilometre-long six MRT lines, comprising both elevated and underground ones, started in 2016 in Dhaka city to finish by 2030 with stated aims to reduce traffic congestion and improve the environment of the capital and peri-urban areas around it.

As per the government plan, the first metro rail project—MRT Line-6—is expected to complete by 2025; the MRT Line-1 in 2026; the MRT Line-5 Northern Route in 2028; and the MRT Line–5 Southern Route, the MRT Line-2, and the MRT Line-4 in 2030.

The 21.26-km-long MRT Line-6 on the Uttara–Kamalapur route has been under implementation since 2012 and its construction began in 2016.

Following extension of the line, the modification of rolling stocks and other reasons, the revised cost now stands at around Tk 33,472 crore (with JICA provided Tk 19,719 crore as loan) from Tk 21,985.07 crore while the modified deadline is December 2025 which was June 2024.

Metro rail services on the Uttara–Agargaon section was inaugurated on December 28, 2022 which extended till Motijheel on November 4, 2023.

As of October this year, the average progress of works of Uttara-Motijheel section is 98.62 per cent and the progress of the civil works of on the Motijheel-Kamalapur section is 41.73 per cent.

The 31.241-km-long MRT Line-1 will be the first underground metro rail system in Bangladesh and its construction work started on February 2, 2023.

The line between the Hazrat Shahjalal International Airport and the Dhaka (Kamalapur) Railway Station will have two parts — 19.872-km-long underground Airport Route and 11.369-km-long elevated Purbachal Route.

The project is cost is around Tk 53,900 crore while the JICA is providing around Tk 39,450 crore as project assistance.

Till October this year, the progress of the project’s land development works for the depot at Pitalganj is 80 per cent.

Calling of tenders for different packages of the project are under processes currently, said a project official.

He added that it would require more time to complete the project work as the contractor for the project is yet to be selected.

The MRT Line-5 will have two routes — northern and southern — which will be regarded as two separate MRT lines.

The Northern Route is scheduled to run between Hemayetpur and Bhatara while the Southern Route between Gabtoli and Dasherkandi.

The construction work of the Northern Route started on November 4, 2023 with an estimated cost of Tk 41,238 crore while the JICA is providing around Tk 29,117 crore as project assistance.

The total length of the Northern Route is 20km — 6.5-km-long elevated section from Hemayetpur to Amin Bazar and from Natun Bazar to Bhatara and 13.5-km-long underground section from Amin Bazar to Natun Bazar transition.

The progress of the land development work for the depot at Hemayetpur is 30.63 per cent till October this year.

Tenders for other works are under processes currently.

Transportation engineering expert Professor Md Shamsul Hoque said that the alignment of the MRT line 6 was the best out of all six MRT lines which took around six years to be completed.

‘It will require many years to construct underground metro lines in a densely populated city like which will also cost higher,’ he said and observed that light rail or monorail systems are much suitable for Bangladesh.

He urged the government to revisit the planned MRT line projects terming these as ‘energy and cost- hungry’ ones.

The feasibility study and engineering design for the 17.2-km-long MRT Line-5 Southern Route have been carried out for the purpose of building it’s underground segment from Gabtoli to the west side of Aftab Nagar and elevated stretch from the centre of Aftab Nagar to Dasherkandi.

The Planning Commission is now rethinking to scrape the project, said managing director Abdur Rouf.

In order to construct around a 35-km-long MRT Line-2 from Gabtoli to Narayanganj sadar via Mohammadpur, New Market, Gulistan, Kamalapur and Signboard, the authorities are now in search for a development aid organisation to conduct the feasibility study.

The authorities appointed consultant company on May 14 this year to conduct feasibility study for the construction of around 16-km-long MRT Line-4, combining of elevated and underground segments — between Kamalapur in the capital and Madanpur in Narayanganj district via Signboard.​

 

[Bilal9]

Ashulia Expressway update November 2024



Dhaka Elevated Expressway update November 2024

 

[Bilal9]

Dhaka Bypass Expressway update November 2024​

 

[Bilal9]

Review trims MRT-5 project cost by Taka 7000 crore for new route for Gabtali - Dasherkandi Metro line

 

[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.​