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

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

 

[Saif]

Ctg elevated expressway fails to meet expectations

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

www.thedailystar.net

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Driving on wrong side spikes

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

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

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

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

 

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

 

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Modern New Dhaka Comprising Madani Avenue at Bashundhara and Jolshiri DOHS

 

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Dhaka Elevated Expressway, 2nd phase update​

 

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Panchabati-Muktarpur Flyover in NarayanGanj update​

 

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Dhaka Bypass Expressway (48 KM) current status

 

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MRT Line 5 Northern Route Status Update​

 

[Saif]

Major govt investment sought to fix Dhaka's road transport

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

thefinancialexpress.com.bd

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

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

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

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

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

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

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

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

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

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

Call for fresh investment

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

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

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

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

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

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

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

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

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

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

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

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

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

Environmental concern

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

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

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

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

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

 

[Saif]

Implementing Strategic Transport Plan

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

thefinancialexpress.com.bd

Implementing Strategic Transport Plan

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

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

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

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

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