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

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[Saif]

Keys to Bangladesh’s mega projects

Multiple mega-projects were initiated last year amid high expectations. In pursuit of these ambitious endeavors, Bangladesh has placed strong emphasis on careful decision-making, adopting a forward-thinking approach, engaging in extensive long-term planning, and ultimately formulating a...

www.thedailystar.net

In-depth planning and social integration​

Keys to Bangladesh’s mega projects​

Dhaka Metro Rail Project. Photo: Amran Hossain

Multiple mega-projects were initiated last year amid high expectations. In pursuit of these ambitious endeavors, Bangladesh has placed strong emphasis on careful decision-making, adopting a forward-thinking approach, engaging in extensive long-term planning, and ultimately formulating a comprehensive strategy for social integration. Through this integration, a significant portion of our large population struggling to achieve a quality of life, will need to quickly absorb new technologies, facilities, lifestyles, and amenities that they have been deprived of for generations. Faster absorption into society will hasten the economic returns of investments.

In the coming years, we anticipate stronger efforts, aiming to realize both national and global aspirations. We have to transform into a society in which techno-economic advancement will address the societal needs of the twenty-first century. Deep integration of physical space with digital cyberspace is on the horizon. For this to be achieved, several critical factors are meticulously weighed to ensure the optimal success of our mega-projects. Support for the agro-economy will be a focus.​

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Purbachal Expressway, Sheikh Hasin Swarani. Photo: Naimur Rahman

Adaptability and forward-thinking

What may be deemed crucial infrastructure today might be obsolete in the next century. Without foresight, projects run the risk of becoming obsolete before their intended lifespan concludes. This underscores the importance of adaptability and forward-thinking in infrastructure planning to ensure relevance and sustainability over time.

In Bangladesh, mega-projects are developed strategically, anticipating future requirements in a phased manner. For instance, in the construction of a large bridge, provisions are made for cars and trains. The primary framework of these mega structures is built robustly for long-term durability, whereas consumable features designed for shorter life cycles are considered for eventual replacement with more substantial structures. The consumable parts of the design are adapted to the present vehicle types, allowing for modifications if heavy vehicles of a different kind emerge in the next two decades. This approach prevents economically unviable investments, such as installing heavy auxiliary elements prematurely.


Investment

In recent years, several infrastructure initiatives have been undertaken using public–private partnership (PPP) models, providing flexibility in execution through diverse approaches. In one scenario, the private sector covers construction costs through toll collections for a specified duration. Alternatively, the public partner may reimburse construction costs to the private investor in installments, contingent upon adherence to agreed-upon performance criteria. When examining the terms and conditions of PPP projects, investments are consistently rooted in financial viability. Strategic investments are made, considering the significance of the national assets envisioned to be acquired through a PPP project with the foresight of its service lifetime.

Dr. A.F.M. Saiful Amin is a Professor at the Civil Engineering Department of BUET.


Social viability

Social viability is an important aspect. Mega-projects, introduced through what we term 'soft openings' and gradual launches, execute a dual integration strategy: technical and social. For example, the metro rail's user base is steadily growing after overcoming the initial wave of use based on curiosity, reflecting a solid rising trend. This presents the possibility of faster social integration of the next metro lines, which are now under construction. Understanding rules, maintenance, and safety measures have become integral to the operation. It is crucial that mega-projects, such as the metro rail, are not planned exclusively for a specific societal class; integration across all strata is essential. Rushing the integration process, akin to introducing a new house or car, risks a sunk investment. Therefore, a gradual approach, familiarizing people over time, is pivotal.


The integration strategy extends also to projects such as the Padma Bridge and the Bangabandhu Sheikh Mujibur Rahman Tunnel. The goal is to avoid immediate saturation upon opening, signaling a project's limitations in meeting future demands. The successful launch of Bangladesh's mega-projects aligns with demand predictions, but the challenge lies in societal adaptation which the nation is now overcoming.

Padma Bridge, the longest bridge in Bangladesh. Photo: Star

Meticulous planning

In the realm of larger projects, meticulous planning becomes imperative. As society increasingly relies on this infrastructure, secondary and tertiary alignments in mega-planning take precedence. An exemplary illustration is the Bangabandhu Bridge, where foresighted leadership included a railway track provision along with the roadway. Initially, it was a single-track railway; subsequently, a completely new double-track bridge on the same alignment is being constructed because train frequency rose through social acceptance, leading to demand saturation which proved astute planning.

The forward-looking approach extends to future scenarios. If the rail track is removed from the existing Bangabandhu Bridge, conversion of the space to roads could expand lane capacities for a larger throughput. This stepwise investment strategy allows for adaptability and optimal resource utilization.

Comprehensive approach

We are currently working with the City Corporation, and our plan is to improve footpaths for pedestrians. To enhance the productivity of the Mass Rapid Transit (MRT) line and make metro projects suitable for wider user groups and income levels, it is crucial to widen footpaths, providing sufficient space in front of and behind them for people to walk comfortably. Pedestrian-friendly footpaths will enhance access to MRT stations. Footpaths in Dhaka have yet to receive adequate attention for uninterrupted door-to-door pedestrian friendliness. Without providing decent space for people to walk, it is difficult to encourage footpath usage and keep pedestrians away from the vehicle carriageway. Our objective is to make footpaths social activity- and pedestrian-friendly. We aim to ensure a minimum footpath width suitable for comfortable walks, alone or in groups. We are adopting a comprehensive approach by including amenities such as benches, accommodating social activities, and providing users with free spaces to walk.

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What may be deemed crucial infrastructure today might be obsolete in the next century. Without foresight, projects run the risk of becoming obsolete before their intended lifespan concludes. This underscores the importance of adaptability and forward-thinking in infrastructure planning to ensure relevance and sustainability over time.​

Adopt mass transport system

With the gradual adoption of a mass transport system for a broader user group, the need for a vehicle carriageway is expected to diminish. Plans should be in place to enhance the adaptation of the mass transport system beyond the MRTs.

In a developed city, door-to-door car trips are seldom preferred by the majority of commuters. Walking, a universal mode of transport, is introduced at the beginning, in between, and at the end of a trip. A 5-minute walk, then mass transport (e.g., metro/bus), followed by perhaps some more walking to reach the destination is convenient in terms of time and cost. Walking serves as a versatile mode of transportation for every commuter who starts and ends at their doorstep.

When this is implemented, the use of private cars will become more comfortable as public transports will take a larger share of commuters through dedicated fast corridors at a more affordable cost. Slowly, people will depend more on public transport, but at the moment, buses as public transport are not up to the mark. Currently, a significant number of people in the country use buses as public transport out of sheer necessity. Safety and comfort are compromised. However, the situation could be different. We are keen to witness the implementation of safe bus routes as public transport for everyone in all income groups and differently-abled user groups.


Learn, unlearn, and relearn

There is a plan to implement dedicated Bus Rapid Transit (BRT) lanes to aid metros. In London, bus lanes are on the left, adjacent to safely accessible footpaths, with no presence of slow-moving vehicles, such as rickshaws or rickshaw vans. Taxis are considered part of public transport, making them suitable for dedicated bus lanes. Taxi cabs can navigate these lanes efficiently, reaching certain destinations more quickly than personal cars. Since our driver seats are also on the right, if dedicated bus lanes are on the left, people can transfer easily to the footpath without the need for additional foot overbridges, particularly on roads where rickshaws and rickshaw vans are absent. However, the presence of rickshaws and rickshaw vans on the left side of the corridor may require a different solution. To thrive in the 21st century, we must learn, unlearn, and relearn.

After the construction of the Padma Bridge, the demand for launches and airplanes to commute to the Barishal division decreased. With the introduction of the metro, the use of other less efficient modes of transportation may decrease on many routes. Dedicated bus lanes can be piloted on roads that are free from rickshaws and rickshaw vans. Where there is no metro, buses on dedicated lanes can be provided; these buses and metro should complement each other, offering similar comfort and safety levels. Introducing dedicated bus lanes from the airport to the Shahbagh crossing is a good choice to explore because we do not see any rickshaws or rickshaw vans on this corridor. Dedicated bus lanes, along with comfortable buses, will alleviate the pressure on the vehicle carriageway, especially when the inclination to use private cars is greatly reduced.

Dhaka Elevated Expressway. Photo: Palash Khan

Earthquake resistant construction

Most existing constructions may not withstand a strong earthquake, and our goal is for facilities in redeveloped spaces to be earthquake resistant. In addition to earthquake-resistant structures, we must establish a warning system for earthquakes. Warnings will be sent to mobile phones before an earthquake, with specific messages sent to designated places, resulting in the closure of national assets, such as electricity and gas transmissions, as well as rail and metro operations. However, care must be taken to ensure that the message is reliable and that false shutdowns do not occur. Casualties can also be reduced through preparedness for disasters.

Developing human resources

When the Bangabandhu Bridge was built, there were not enough skilled people in the country to design and construct a box girder of that scale. The box girder technique used there can now be widely seen in all MRTs in Dhaka, including bridges, viaducts, and expressways. Many who worked on the construction of the bridge are now valuable technical resources for the country. The learning process began with that project. Repair work on the Bangabandhu Bridge has been performed at a significantly lower cost compared to its present asset value, considering the increased property value over time due to social integration.


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With the gradual adoption of a mass transport system for a broader user group, the need for a vehicle carriageway is expected to diminish. Plans should be in place to enhance the adaptation of the mass transport system beyond the MRTs.​

Proper assessment

Many major development projects have been completed in Bangladesh in recent years, and it is time to see the returns from these projects. The returns need to be calculated carefully with justifiable accuracy, avoiding underestimation and overestimation. Short-term vision or exaggeration can be problematic. In 2024, we need to focus on this meticulous calculation—a self-assessment. At the moment, gauging the breadth and depth of the impact is challenging, but it is undoubtedly showing positive results.

With the soft opening of the First Dhaka Elevated Expressway, the city is now gaining some breathing space for several routes. After the project's completion, a positive outcome is expected beyond the current experiences, as the road capacity of Dhaka city for various origins and destinations will significantly increase. In the long run, a bypass facility over Dhaka City is expected. Savings in fuel costs from the use of the expressway are much lower than the gain in time savings for the users, contributing directly to the national inputs.

Sometimes, we had to accept construction defects within a tolerable range because there was already an investment there, and the identified defect did not compromise safety. The Bangabandhu Bridge was repaired after many years of severe use, but it has truly served for decades, operated and maintained efficiently without compromising safety. Social integration took place, contributing to unfathomable economic growth by bonding the north with the rest of Bangladesh. Considering the life cycle cost, the project was very beneficial because it achieved the desired objectives and earned enough money for its own treatment.

Integration and the future

We should not be short-sighted in our vision. Integration between projects in partially or fully complete states is crucial; with integration, our infrastructure as a system will be increasingly effective. Integration between our physical spaces and a secured cyberspace will make the infrastructure system more robust, safer, user-friendly, and sustainable. When infrastructures are connected, a dramatic change must manifest to achieve social transformation. The dynamics of demand and supply are essential and produce positive results. In the next cycle of our development, faster transformations can occur in a society where deeper and broader roots of education will exist. People will use infrastructure to have sweet dreams at night, but daydreams are the gears that motivate the next cycle for social emancipation.​

 

[Saif]

Transforming Dhaka: Strategies for mega project implementation

Bangladesh is currently buzzing with a multitude of mega projects. Specifically, in the vibrant tapestry of Dhaka, the capital of Bangladesh.

www.thedailystar.net

Transforming Dhaka: Strategies for mega project implementation​

Purbachal 300 ft Road. Photo: Star

Bangladesh is currently buzzing with a multitude of mega projects. Specifically, in the vibrant tapestry of Dhaka, the capital of Bangladesh. The narrative of transformation and progress is carved in the city's transportation infrastructure. Mega projects, including the Bus Rapid Transit (BRT), Mass Rapid Transit (MRT), Elevated, and At-grade Expressway emerge as the cornerstones of this transformative journey. Over the past decade, Dhaka has also experienced a remarkable surge in road network development, fueled by the implementation of such mega projects. These initiatives have not only reshaped the city's physical landscape but have also intricately woven new patterns into its mobility fabric. The Dhaka Metro's MRT Line 6 has an impressive capacity of 60,000 passengers per hour and is expected to cater to a daily influx of about 500,000 passengers. Residents along the MRT Line-6 route are fully embracing this transportation system, utilizing it to the maximum extent, while others are eagerly waiting for the network to expand to their neighborhoods. This enthusiastic response shows the excitement and anticipation these transportation mega projects generate among the people of Dhaka city.

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transportation projects must transcend the mere reduction of travel time. They should embark on a mission to give the city a complete socio-economic makeover, otherwise, the costs involved cannot be well justified.​

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In my opinion, these mega projects need to be mega in terms of their footprint too, and not only in terms of financial investment. These large-scale initiatives mustn't confine their impact to a single domain. Take MRT projects, for instance – their scope should extend beyond merely enhancing and reducing the travel time of the commuters. It's a part of it, but it should bring revolutionary changes. For example, a well-planned MRT network could decentralize the people from the central city. Similarly, if we look at Dubai Airport, we can see that it is a catalyst for Dubai's social and economic development constituting 28% of its GDP. So, this airport did not only connect it to the outside world but also uplifted the entire country. Another example is be the Panama Canal. The canal not only shortens the distance between ports on the east and west coasts of the America, but also provides potable water to the cities of Panama and Colon, promotes tourism activities, and contributes to the development of the national maritime sector. In 2021, net income from the Panama Canal reached US$2 billion, contributing about 3 percent to Panama's GDP. It proves that mega projects can be powerful catalysts for holistic growth. Now, shifting our focus to Dhaka, transportation projects must transcend the mere reduction of travel time. They should embark on a mission to give the city a complete socio-economic makeover, otherwise, the costs involved cannot be well justified.

But, when contemplating a makeover for Dhaka city, the biggest challenge that comes to mind is the high population density. Transforming Dhaka into a smart city seems like an impossible feat given the overwhelming population burden, with approximately 2 crore trips being made daily in the city. The remedy, however, is straightforward – relocating people from the city and then addressing the underlying issues and correcting those. But, the real question is: why would anyone want to live outside Dhaka when the living standard in Dhaka is significantly higher? To address this challenge, we need to carefully reconsider how we use our land. One viable option is to relocate our capital, a strategy that has been successfully implemented by countries like Malaysia and India and is currently being actively considered by Indonesia and Egypt. However, it calls for strong political commitment.

At least, we should take the initiative for administrative decentralization in the outskirts of the RAJUK area. The key is to establish high-quality institutions—schools, colleges, hospitals, and recreation centers. This intentional approach may be able to entice people to make the shift to the regions outside of Dhaka city. However, we have to keep in mind that the success of this strategy relies on maintaining a lower cost of living compared to Dhaka city. Additionally, it is crucial to ensure seamless connectivity with the capital to other parts of the RAJUK area.

Md Hadiuzzaman is a Transport Expert and Professor at the Department of Civil Engineering, BUET.


An example that comes to my mind is the Hong Kong Metro, which, by spreading across the entire city, made commuting between different areas easier. This approach not only influenced the movement of residents but also encouraged businesses to relocate outside the city center. Similarly, the construction of Hong Kong's airport also played a pivotal role in turning the city into an efficient, unified, and polycentric urban landscape. It is worth mentioning that the Calcutta Metro also serves as an example, aligning closely with our context. Once operational, their Howrah Metro station will stand as the primary gateway to the bustling city of Kolkata, alongside the already commissioned Sealdah Metro station. This is an integral part of the East-West Metro project, which will seamlessly connect the twin cities of Howrah and Kolkata. It is anticipated to serve a daily ridership of approximately 6.7 lakh passengers along its entire corridor. In Howrah station, all primary modes of Calcutta- metros, commuter rails, and buses are connected. This makes it easier for people to get in and out of Calcutta which will help to decentralize it. A similar strategy should be applied to Kamlapur Railway Station. It has a high potential to be turned into a multimodal transportation hub. As MRT lines 1, 2, 4 and 6 will extend to Kamlapur, it is only logical to turn this into a hub for the public transportation network. Kamlapur also has commuter rails that go to Narayanganj and Tongi. We need to strengthen this commuter rail network too. City-centric MRT and long-hauling commuter trains can be connected at this multimodal hub. Elevated expressway also has ramps close to this station so it has to be ensured that cars can come easily from those ramps to the station and park-and-ride the trains as they wish. These will make it easier for people to travel to and out of Dhaka and decentralize the city to a great extent offloading road traffic pressure. Making this transition could relieve the strain on Dhaka, opening up opportunities for an expanded road network and the implementation of transit-oriented development plans.

With the current population density in Dhaka, transforming it into a smart city will be challenging. Specifically, the challenge is evident in transportation because automated signals will never work as long as the traffic demand is greater than the road network capacity. And how can we even plan a smart city, when our traffic is being controlled manually by hand gestures? Moreover, for this plan to be successful, we must also address the elephant in the room- Dhaka dwellers' fascination with private cars. Mega projects like elevated expressways strongly favor car users, often causing inconvenience to bus commuters. It seems like the city is endorsing the use of private cars. In Dhaka, private cars are still seen as a symbol of social status or prestige. We need a cultural shift to break the notion that public transport is beneath a certain social class. We can draw inspiration from cities where taking a bus or metro is as prestigious as driving a private car.

Padma Bridge. Photo: SK Enamul Haque

Bicycles are also not a common sight on our roads. Even though we occasionally spot young people cycling, it's rare to see them being used for commuting to work. Many still opt for cars, even for 5–10-minute rides. In Utrecht Netherlands, 51% of people use bicycles for their daily commutes. However, in Dhaka city, only a handful of roads have dedicated bicycle lanes. While large-scale projects are crucial, we shouldn't overlook the importance of maintaining and expanding our footpaths, pedestrian zones, and bicycle networks. We have to remember that roads are like the veins in a living organism, and they demand care and maintenance. Neglecting the roads beneath newly constructed ones is similar to building castles on shaky foundations. We have to keep that in mind in case of building new infrastructure. For instance, if the roads leading to and from an MRT station aren't adequately maintained, the roads won't be able to handle the influx of commuters, potentially leading to the failure of the entire MRT project. The same principle applies to expressways. It doesn't matter how fast you can cross the expressway, as soon as you get off its ramps, you will be stuck in the traffic jam for hours unless the roads underneath is also maintained.

Rampura U-loop. Photo: Prabir Das


As Dhaka continues its journey of development, mega projects become significant milestones. However, it's not just about celebrating the present; it's about laying the groundwork for a sustainable city for future generations. Dhaka is currently experiencing a wave of development, instilling hope for a brighter future. Yet, it's essential to ensure that this progress doesn't strain our infrastructure without thorough research. If we are mindful of the changes and decisions we make, then the next significant lift awaits. By proper planning, careful decisions, and vigilant implementation, we can surely prepare our beloved Dhaka for the next big lift.​

 

[Saif]

As Dhaka embraces Metro Rail efficiency, bus services on Mirpur-Motijheel route suffer a blow

Breaking News, International News & Multimedia

thedailynewnation.com

As Dhaka embraces Metro Rail efficiency, bus services on Mirpur-Motijheel route suffer a blow​

29 Feb 2024, 7:19 pm

UNB, Dhaka :

Dhaka’s ambitious Metro Rail service, connecting Uttara to Motijheel, has significantly impacted the traditional public transport ecosystem, especially affecting bus services on the Mirpur-Agargaon-Farmgate-Paltan route. The introduction of this modern transit option has led to a sharp decline in bus ridership, with operators reporting a 30-40% reduction in the number of buses on this route.

Transport proprietors are bracing for a further decline in bus numbers as the warmer months approach, predicting that the allure of the metro’s air-conditioned comfort will draw even more commuters away from buses. The diminished appeal of buses, once a staple for Dhaka’s commuters, is particularly noticeable during peak metro operational hours, despite an observable decrease in traffic congestion.

The potential extension of metro rail service hours beyond the current 7:10 am to 8:40 pm timeframe threatens to exacerbate the financial strain on bus operations, prompting owners to consider rerouting their fleets or selling them off. “From a daily tally of 500-600 buses, we’ve plummeted to just 300-400 buses on the Mirpur-Agargaon-Farmgate-Paltan route,” stated Md Shahjahan, Managing Director of Shikhor Paribahan, highlighting the scale of the downturn.

Shikhor Paribahan, which previously operated up to 90 buses daily, has seen its fleet reduce to 60-65. Similarly, Bikalpa Auto Service has halved its operations, from 40-50 buses to merely 20-25, according to Managing Director Mahbubur Rahman. This trend has left employees like Aminul Islam, a bus helper for Shikhor Paribahan, fearing for their livelihoods as passenger numbers dwindle.

While CNG-run autorickshaws and bike ride-sharing services have also felt the metro rail’s competitive pressure, their income reductions have been less severe. However, for commuters like Ashraful Alam, the metro’s efficiency outweighs any cost savings offered by buses, with the metro rail slashing his travel time to Motijheel dramatically.

The metro rail’s positive impact on traffic flow and discipline along the Mirpur-Motijheel route has been acknowledged by Abu Raihan Md Saleh, Joint Commissioner (Traffic North) of the Dhaka Metropolitan Police (DMP).

He also added that traffic movement has become faster on the Uttara-Airport-Mohakhali route due to metro rail services and the opening of Elevated Expressway, despite congestion persisting in other parts of the city.

Prime Minister Sheikh Hasina’s phased inauguration of the metro rail’s sections – the Uttara-Agargaon segment in December 2022 and the Agargaon-Motijheel section in November 2023 – has introduced a new era of commuting in Dhaka. With extended operational hours implemented since January 2024, the metro offers a 30-minute commute from Uttara to Motijheel, presenting a compelling alternative to traditional bus travel amidst Dhaka’s notorious traffic congestion.​

 

[Saif]

Caution needed before undertaking mega projects

Any new government, especially a post-poll one starting a fresh term, prepares national budget for the upcoming fiscal year in a way that reflects the election pledges of the party assuming office. The incumbent Awami League government is also learnt to have begun drawing up the budget for FY 2024-

thefinancialexpress.com.bd

Caution needed before undertaking mega projects​

SYED FATTAHUL ALIM​

Published :​

Mar 01, 2024 22:13

Updated :​

Mar 01, 2024 22:13

Any new government, especially a post-poll one starting a fresh term, prepares national budget for the upcoming fiscal year in a way that reflects the election pledges of the party assuming office. The incumbent Awami League government is also learnt to have begun drawing up the budget for FY 2024-25 prioritising mega infrastructure projects that are public-welfare-oriented ones. Notably, in its previous term, the government undertook a number of big mega infrastructure projects like the Padma Multipurpose Bridge, Dhaka Metro Rail, Dhaka Elevated Expressway, Karnaphuli tunnel etc.


No doubt, Dhaka, a city notorious for its agonising traffic mess badly needs such massive transport infrastructure projects to reduce public suffering and keep it mobile. The Padma bridge that connects 21 southern districts of the country with the capital city, for instance, has started to deliver as envisaged since its inauguration more than a year and a half back. But thus far, only one aspect of its immense potential as a facilitator of cross-country communications, has been realised.

Better road communication also means social and economic development of the areas and people living there, the government needs to prioritise those issue in the upcoming budget. So, to complement the Padma Bridge's benefits, it is essential to begin implementing other dreams associated with it such as setting up two export processing zones (EPZs), 17 economic zones, expanding the potential of the country's second largest seaport, the Mongla Port and so on.

Proliferation of retail shops, or encroachment of agricultural lands for non-productive purpose on either side of the highway linked to the bridge does not help achieve the larger aim of adding 1.23 per cent to the country's gross domestic product (gdp), or 2.0 per cent to the regional economy of 21 southern districts as originally conceived. Similar argument of drawing multiple public benefits also applies to other large infrastructure projects. It is indeed uplifting to see that the metro rail project or the Dhaka Elevated Expressway, though not fully completed, has already started to deliver the goods as expected to the great relief of the city's daily commuters.

However, various hurdles including scarcity of foreign currency to undertake new ambitious projects, especially related to the infrastructure-related ones, the government needs to be circumspect. At this point, it would be worthwhile to keep in mind the experience of the Dhaka Expressway for which its original contractor could not start the project even after the elapse of eight years since 2011 following inking of the project deal due to fund shortage.

Now that the project work started following the original contractor (Italian-Thai Development Public Company Limited) having surrendered a large chunk of company share to two Chinese companies in exchange for procuring necessary project loans, it has again been stalled due to refusal of fund disbursement by the lenders. Worse yet, the dispute has been taken to court for settlement.

Lessons can be learnt from the unacceptable wastage of time and the opportunities already lost due to long delay. The government must get prepared for the scarcity of foreign exchange and other bottlenecks on way to starting any fresh mega infrastructure project in the new financial year.

The good news is, this time the relevant committee looking after the fiscal, monetary, currency exchange and resource management under the finance ministry is learnt to have planned to curtail usual budgetary expansion for the next fiscal year. Hopefully, the government would undertake welfare-oriented projects and make the budget required in the next fiscal year with necessary caution to produce better results.​

 

[Saif]

$1.1bn Padma Bridge river training works to end by August

The river-training works for the Padma Multipurpose Bridge project are scheduled to be completed by August this year, according to official sources. Of the $2.9 billion allocated for the entire project, $1.1 billion was designated for the river training component - demonstrating the massive scale

thefinancialexpress.com.bd

$1.1bn Padma Bridge river training works to end by August​

The project represents the largest ongoing river-training works in the world​

MIR MOSTAFIZUR RAHAMAN
Published :​

Mar 06, 2024 00:35

Updated :​

Mar 06, 2024 00:35

The river-training works for the Padma Multipurpose Bridge project are scheduled to be completed by August this year, according to official sources.

Of the $2.9 billion allocated for the entire project, $1.1 billion was designated for the river training component - demonstrating the massive scale of these works.

Experts have described the training work as one of the most challenging river training endeavours in the world, thanks to the Padma's reputation as a highly turbulent and unpredictable waterway.

"The river training area is located on both sides of the river, upstream and downstream of the main bridge," Ren Hao, a key engineer at Sinohydro Corporation, a subsidiary of PowerChina, told The Financial Express.

"The training area on the north bank is about 1.5 kilometres long, while the south bank section is about 11.5 kilometres."

Sinohydro began work on the river training project on December 31, 2014.

"The project represents the largest ongoing river training works in the world," said Han Kun, deputy country head of Sinohydro. "The main construction activities were completed on August 6, 2023. Currently, we are conducting maintenance operations, with the entire project scheduled for finalisation by August this year."

The key components of the river training works include dredging and backfilling, earthwork embankment construction and underwater and onshore bank protection, he added.

"The project involved dredging and backfilling around 100 million cubic metres of trench," Mr Hao said. "Over 21 million geobags were used for underwater bottom and slope protection, along with roughly 13 million CC blocks placed underwater and above water."

About the challenges of the work, Ren Hao said, "The soil is predominantly made up of silts and silty fine sands with a fineness modulus of 0.1mm. It also has a high mica content, uneven quality across different strata and low overall strength. Besides, it is easily scoured, has poor slope stability and carries a more than 50 per cent chance of landslides."

He said the dredging design was complex. "The design specifications outlined in the contract demand a tolerance standard of ±0.25 metres, with some areas even stricter at ±0.15 meters. This requires exceptionally high precision."

"Therefore, it was necessary to invest in large-scale dredging equipment. The combination of high-precision construction requirements for powerful equipment like large reamers and mud pumps, coupled with the unstable soil, posed risks of landslides and collapses," Mr Hao elaborated on the challenges.

To address the challenges, the company employed four J series dredgers, which are among the strongest classes available.​

 

[Saif]

Dhaka-Ashulia Elevated Expressway: Huge interchange to keep traffic flowing

The authority of Dhaka-Ashulia Elevated Expressway Project is going to build an interchange for smoother traffic movement at Baipail where three major roads meet.

www.thedailystar.net

Dhaka-Ashulia Elevated Expressway: Huge interchange to keep traffic flowing​

The design of Baipail Trumpet Interchange Source: Project Authority

The authority of Dhaka-Ashulia Elevated Expressway Project is going to build an interchange for smoother traffic movement at Baipail where three major roads meet.

An interchange, also known as a grade-separated junction, is a set of roads usually designed on several levels. It allows vehicles to move from one highway to another without having to stop.​

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The decision to build the 2km-long interchange was made as the 24km elevated expressway project recently picked up pace.

The elevated expressway is being built between Dhaka EPZ area and the airport under a Tk 17,553 crore project. Physical work of the China-funded project started in November 2022, and as of last month, it made just 20 percent progress.

Officials say the project is still facing some challenges as the authority could not hand over the land required for the construction to the contractor and move some of the utility lines away from the project area.
The design change needed for the interchange is likely to increase the project cost by Tk 500 crore, sources said. Meeting the June 2026 deadline will also be a challenge for the authority, according to them.

The expressway will connect Hazrat Shahjalal International Airport with Abdullahpur, Ashulia, Baipail and Dhaka Export Processing Zone on the Nabinagar-Chandra highway. Motorists will have to pay tolls to use it.

It will allow people from 30 districts to enter and exit the capital quickly and easily. There will be 14 ramps with a combined length of 10km. As per project documents, the expressway is expected to boost the country's gross domestic product by 0.21 percent.

Another expressway called Dhaka Elevated Expressway is being constructed to connect the airport to Dhaka-Chattogram highway at Kutubkhali. A section of it opened to traffic last year.

Once the two elevated expressways are fully operational, people from the country's northern, western and south-western regions will be able to avoid the capital's traffic as they will go from one side of the city to another without having to use the city streets.

The project, which was originally supposed to be complete within June 2022 at a cost of Tk 16,901 crore, is being implemented under a government-to-government initiative between Bangladesh and China. It was delayed as Chinese authorities took longer to approve it. The delay resulted in a Tk 652 crore increase in costs.

China National Machinery Import and Export Corporation (CMC), the main contractor, is have the work done through three Chinese sub-contractors. The project is being implemented by the Bangladesh Bridge Authority.

THE INTERCHANGE

Sabuj Uddin Khan, additional chief engineer (Dhaka zone) of Roads and Highways Department, said the recommendation to build an interchange was made because the design was incomplete.

Project Director Shahabuddin Khan said the interchange at Baipail will ensure seamless traffic movement in all three directions.

He said the interchange would be built one layer over the elevated expressway.

Currently, a vehicle from a northern district can enter Dhaka either through Baipail-Nabinagar-Savar-Gabtoli Road or the Baipail-Ashulia-Abdullahpur-Uttara Road.

Secretaries of both the bridges division and the road transport and highways division recently approved in principle the design of the interchange, Shahabuddin said.

Engineers are still working on the details of the design and its possible cost is being estimated, he told The Daily Star yesterday.

He said the authorities were supposed to build two flyovers at Nabinagar at a cost of Tk 370 crore under the project, but dropped the plan following the RHD's request.

Shahabuddin said the interchange may increase the project cost.

Once the design of the interchange is complete, a revision of the project will be sought, he added.

CHALLENGES AHEAD

When this correspondent visited the project site in October last year, officials of SMC, the contractor, said the whole project was affected by the utility lines over and underground.

Delays are also resulting from resettlement of residents of the project site.

Asked, PD Shahabuddin said the project area is an industrial area and the authorities shift power lines, halting the supply only one day a week. He added that around 80 percent of the lines have been relocated.

As per a progress report, 1,417 out of 3,091 persons affected by the project have received compensation.

Around 85 percent of the land required for the project has been acquired, Shahabuddin said, adding that he was hopeful of completing the project within 2026.​

 

[Saif]

Do women need the separate metro rail carriage?

And what purpose does it serve?

www.thedailystar.net

Do women need the separate metro rail carriage?​

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

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

While the reasons behind having a women-only compartment might seem obvious to most, the existence of this seemingly magical compartment remains shrouded in mystery for some others. Before delving into that, let's take a closer look at what unfolded that day. According to multiple accounts, the metro rail platform was exceptionally crowded due to a delayed train. In a last-minute announcement, it was specified that the very last compartment was designated for women when usually it is the first compartment.
​

In Bangladesh, as per a 2018 research study by BRAC, a staggering 94 percent of women utilising public transportation reported instances of verbal, physical, and other forms of harassment. The severity and prevalence of sexual harassment in public spaces is one of the key deterrents to women's equal participation in higher education and the labour force.​

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

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

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

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

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

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

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

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

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Tasnim Odrika is a biochemist and a writer. ​