🇧🇩 Buses, Metro Rail, Urban Transport & City Road Infra (3 Viewers)

[Bilal9]

Metro rail eases traffic on Mirpur-Motijheel route​

Metro Rail authorities operate a train from Agargaon to Motijheel as part of the system-integrated test run. Prime Minister Sheikh Hasina is expected to inaugurate this section today. The photo was taken from the Dhaka University area recently. Photo: Rajib Dhar

Metro Rail authorities operate a train from Agargaon to Motijheel as part of the system-integrated test run. Prime Minister Sheikh Hasina is expected to inaugurate this section today. The photo was taken from the Dhaka University area recently. Photo: Rajib Dhar

Traffic congestion on the Mirpur-Agargaon-Farmgate-Motijheel route has significantly decreased since the Dhaka metro rail operating hours were extended, providing commuters with a more relaxed and faster journey.

However, other busy routes like Uttara-Mohakhali-Motijheel and Uttara-Badda-Motijheel continue to see the same old gridlock.
Service holder Sayma Hoque, who used to spend hours commuting from her Mirpur home to her Motijheel office, now enjoys a one-hour journey, thanks to the metro rail. With reduced traffic on the route, her daily commute has become significantly less stressful.


Deputy Commissioner of the Dhaka Metropolitan Police traffic department's Tejgaon division Mushtaq Ahmed confirmed the decrease in traffic and improved discipline on the metro rail route. However, he acknowledged that the congestion problem persists in other parts of the city.

Since early November of last year, metro rail has begun running between Uttara and Motijheel. However, the trains were only in service from 7:10am until 11:30am. On 20 January, the time was extended to 8:40pm.


The metro rail's 20.1km stretch from Uttara to Motijheel now takes only 31 minutes to cover, a stark contrast to the hours spent battling traffic on the same route before.

This has led to a significant shift in commuter preference, with many opting for the faster and more comfortable metro rail over traditional public transport like buses.

The impact on bus services is evident. Ayat Paribahan owner Khaled Khan reported a 35% drop in passengers on the Mirpur-Motijheel route, forcing some buses to remain parked.

Similar observations were made by Shikar Paribahan bus helper Nur Hossen and ride-share provider Md Kamrul, both of whom have seen a decline in business due to the metro rail's success.

A Bangladesh University of Engineering and Technology survey conducted in 2023 revealed that before the metro rail, 59.41% of passengers used public buses for their commute on the Uttara-Motijheel route. This highlights the significant shift in travel patterns brought about by the metro rail.

While the metro rail has brought relief to commuters on the Mirpur-Motijheel route, congestion remains a major concern in other parts of the city.

Shahidul Islam, a commuter from Banani to Farmgate, told The Business Standard that traffic congestion has worsened in the Mohakhali area, even on the flyover. Similarly, the Uttara-Badda-Motijheel route continues to experience the same level of traffic and passenger pressure.

Mahbubur Rahman, vice-president of the Bangladesh Road Transport Owner Association, acknowledged the drop in bus passengers on the Uttara-Motijheel route, except for those running via Badda-Rampura.

He reported a 50% decrease in income for bus owners on the Mirpur-Motijheel route, with some companies even stopping operations due to the losses.

Rahman expressed the bus operators' commitment to improving service quality to attract passengers back. However, it remains to be seen whether they can effectively compete with the convenience and efficiency offered by the metro rail.

 

[Bilal9]

How Metro rail changed the life of Uttara and Mirpur residents​

In the ever-congested Dhaka, the metro rail has made many city dwellers' lives easy. At present, around 2.3 lakh to 2.4 lakh passengers are using it daily​

Pallabi metro rail station at Mirpur-12 substantially eased Mirpur residents’ commute. Photo: Syed Zakir Hossain

Sharif Mahbubur Rahman, a contractor by profession, lives in Uttara's House Building area. His work requires him to frequently travel to Motijheel.

Before the metro rail was opened, it used to take him nearly four hours to reach Motijheel from Utttara. A whole day was wasted on the commute.

Now, it takes Sharif 20 minutes to reach the Uttara North station from home, via a BRTC bus or Leguna. From there, it is a 30-minute ride to Motijheel.

"With the extra time now, I can go shopping, take my children to school and even put extra time into my business," he said, sounding particularly relieved.

The metro rail was inaugurated in Dhaka in December 2022 by Prime Minister Sheikh Hasina. That year, the Diabari-Agargaon route was opened. In November 2023, the PM inaugurated the second phase from Agargaon to Motijheel.

In the ever-congested Dhaka city, the Uttara-Motijheel route has made many city dwellers' lives easy. Traffic congestion on the Mirpur-Agargaon-Farmgate-Motijheel route has also decreased.

A general view of the metro rail. Photo: TBS

According to authorities, at present, around 2.3 lakh to 2.4 lakh passengers are using the metro daily. Out of the six compartments, one is only for female passengers.

Although bus owners are complaining about the loss of passengers, restaurant businesses as well as building constructions in Diabari are rapidly growing.

Riadul Jannat is a medical officer at Bangabandhu Sheikh Mujib Medical University (BSMMU). Before the metro, he used ride-sharing bikes to reach his workplace and it would take him more than an hour to come from Mirpur-10.

"Every day, I had to spend around Tk.400 on my commute. It has gone down to Tk.100," he said.

Metro stations in Dhaka were overrun on Sunday, with throngs of commuters snaking through lengthy queues at Uttara, Pallabi, Secretariat, and Motijheel stations. Photo: Collected from Maksud Rahman Nizam's post on Facebook

According to him, the bike rides were like nightmares. "It was dusty and so uncomfortable. After getting down, my whole body would hurt."

Now it takes him only 15 minutes to reach BSMMU from Mirpur-10. In fact, he now even has time to take a relaxed shower in the morning before leaving the house.

Other Mirpur dwellers like Abdul Majed are elated with the metro rail. The 30-year-old works for Delta Hospital in Mirpur-1 and lives in Mirpur-14.

For the last few days, he has been travelling from Mirpur-10 to Shahbagh for treatment at BSMMU. What used to be a one-hour journey has been cut short to around 15 minutes.

"I bought the Rapid Pass two months ago so I do not have to stand in a queue to buy tickets," he said, adding, "In the past, I had to keep at least two hours in hand before going somewhere and now it is 40 minutes."

Uttara residents enjoy a much faster commute to Motijeel from Uttara North station. Photo: Syed Zakir Hossain

Growing businesses in Diabari

Locals shared that even a few years ago, Diabari under Turag Police Station was a remote area. It was mostly deserted and even during the day, people thought twice before coming here. Communication was poor and robberies and mugging were quite common.

After the construction of the metro rail, people from different parts of the city started visiting Diabari. What was once a semi-rural area has now become a tourist attraction. Rows of food shops and restaurants have been erected along the Uttara North station.

"Trains loaded with passengers are coming and going all the time," said Kabul Hossain, a resident of the area. He said that the Uttara North station experiences heavy crowds throughout the week, except on Fridays.

Saturdays witness a surge in the number of people, resulting in the station becoming particularly crowded. The area around the station is bustling with activity until 8 pm.

"If the trains ran on Fridays, Allah knows how many people would have come!" he said.

Construction of residential buildings as well as commercial structures near the station is also going in full swing. More people are showing interest in living in Diabari because of the metro rail.

Monir Hossain, an employee of the Shurja Dighal Bari restaurant in Diabari, was waiting for customers next to the station. He was born and raised in Tongi. He remembers when he was a child, sometimes he would take a boat to come to Diabari to visit his aunt.

He said that the place was originally a jheel (a large area of freshwater) and boro paddy was cultivated around it. Rajdhani Unnayan Kartripakkha (Rajuk) acquired the area and sold it to different people as plots. Years later came the metro rail project.

A crowded metro rail on its way to Motijheel on Sunday, 5 November 2023. Photo: Courtesy
"On Saturdays, our sales are so high that it feels like Eid for us," said Monir.

He shared that the monthly rent of the two-storied Shurja Dighal Bari restaurant is now Tk95,000. But house rent in the area is still low compared to other parts of the city.

The price of land in Diabari has increased manifold over the last 15 years. In 2005 or 2007 when Rajuk acquired the area, one katha land was sold at Tk40,000 to Tk50,000. These days, however, it stands at around Tk1.5 to Tk2 crore.

Bus businesses feel the pinch

Mirpur-12 is one of the most important bus stops in Mirpur. It is usually packed with buses and passengers. However, on our visit last Wednesday afternoon, there were only a few.

The metro rail has significantly reduced traffic congestion on the Mirpur-Agargaon-Farmgate-Motijheel route. The roads below the metro rail route from Uttara North to Motijheel have also become smoother.

Metro Rail authorities operate a train from Agargaon to Motijheel as part of the system-integrated test run. Prime Minister Sheikh Hasina is expected to inaugurate this section today. The photo was taken from the Dhaka University area recently. Photo: Rajib Dhar

Mohammad Shamim, a driver of Bikalpa bus, said, "We are incurring losses because of the metro rail. Now, only 25-30 passengers ride the bus daily."

Originally, Bikalpa's route was from Mirpur-12 to Motijheel. With the opening of the metro rail route to Motijheel, the bus company has been compelled to change its route to Jatrabari.

Other buses including Bihanga and Mirpur Super Link Ltd were also waiting for passengers at the Pallabi bus stand for a long time.

Another driver, Mohammad Nadim, said that in the past they could earn Tk2,700-Tk2,800 for a single trip from Pallabi to Motijheel. Now they can earn a maximum of Tk1,400-Tk1,500.

 

[Bilal9]

Metro Rail to build Skywalks at various stations

TBS Illustration
​

The Mass Rapid Transit (MRT) authorities are set to construct three skywalks at three metro stations connecting them with prominent locations to provide easier and direct access for commuters.

One of the skywalks will be established at Farmgate station, connecting to the Farmgate foot overbridge. The second one will be positioned at Shahbagh station, facilitating a direct link to Bangabandhu Sheikh Mujib Medical University (BSMMU). The third skywalk is planned to provide access to the Bangladesh Secretariat from the Secretariat station in Paltan.

A metro rail skywalk is an elevated, covered pathway connecting stations to points of interest like malls and transport hubs. Positioned above tracks, it offers a weather-protected route, enhancing commuter convenience and reducing street traffic congestion.

The decision was made in the latest meeting of the project implementation committee of MRT Line-6 held on 27 November 2023. At the meeting, another decision was made to promptly initiate a pre-feasibility study for extending MRT Line-6 from Uttara to Tongi.

Officials say that upon completion, these skywalks will streamline the movement of metro users.

For instance, commuters landing at Farmgate station will have direct access to the Farmgate foot over bridge, allowing them to reach Farmgate directly from the station, while those at Shahbagh station can seamlessly enter BSMMU, they say.

Meanwhile, works on two skywalks are underway at Shahbagh station. One of them connects to BIRDEM Hospital, and the other one connects to the Shahbagh foot-overbridge.

DMTCL Managing Director MAN Siddique said that both passengers and authorities are eager for the construction of the skywalks.

Regarding the progress, he said building the skywalk for the Bangladesh Secretariat requires special considerations due to access control, and discussions with the Home Ministry are underway to address this matter.

Siddique said the BSMMU authority has approved the proposed skywalk, and it is currently in the design stage.

He added that the skywalks will have two ramps – one towards the hospital's cabin block and another to the super-specialised unit – to accommodate the increasing number of patients and visitors in the hospital from across the country.

"Regarding the third skywalk, our plan was to connect it directly to the Farmgate foot-over bridge from the Farmgate metro station.

However, there has been a development where the city corporation is planning to install an escalator for the convenience of elderly and special-needs individuals at the location where the skywalk ramp was supposed to be attached," he said.

The DMTCL boss further said, "If we do not attach the ramp to the foot over bridge, then a metro passenger will have to get down from the station and climb again on the foot-over bridge to pass the Farmgate intersection, which will be tiresome for commuters."

However, he assured that discussions are ongoing with the authorities concerned to resolve the issue.

When asked about the budget for these projects, Siddique said that the budget will be determined after completing the designs for these projects.

He said the funds for the project are expected to come from the main Mass Rapid Transit (MRT) project allotment, as additional developments for ongoing projects are managed within the project cost.

Siddique clarified that there are no immediate plans for additional skywalks beyond the proposed three. However, he highlighted ongoing construction, including a skywalk connecting Shahbagh station to the foot-over bridge towards the national museum and a ramp leading to BIRDEM Hospital, which is nearing completion.

 

[Bilal9]

Funding has been confirmed for the construction of Metro Rail 5 (MRT-5) South from Gabtali to Dasherkandi in the capital. Asian Development Bank-ADB and South Korea will provide loan assistance of 4.5 billion dollars. This has paved the way for one more route of metro rail in Dhaka. MRT-5 will cross at Karwan Bazaar for transfers to MRT-6. Most of MRT-5 crossing through midtown Dhaka will be underground (12 stations will be underground and 4 overhead). Timeline for completion is 2030.

Image shows stations of MRT 5 South. Most of the stations within the periphery of Dhaka urban area (other than at the extremities on both ends) will be underground.

 

[Saif]

Karnaphuli Tunnel and Padma Bridge construction

The Karnaphuli Tunnel, an ambitious project, seeks to enhance connectivity in the southeastern part of Bangladesh, bridging the gap between Chittagong and Cox’s Bazar. Approved in 2016, this underwater tunnel is designed to span the Karnaphuli River, aiming to reduce travel time and traffic...

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Karnaphuli Tunnel and Padma Bridge construction​

The vision of building a sustainable and developed Bangladesh by 2041

The completion of the Karnaphuli Tunnel is expected to revolutionise transportation dynamics in the Chittagong region, fostering efficient movement of goods and services. PHOTO: Star

The Karnaphuli Tunnel, an ambitious project, seeks to enhance connectivity in the southeastern part of Bangladesh, bridging the gap between Chittagong and Cox's Bazar. Approved in 2016, this underwater tunnel is designed to span the Karnaphuli River, aiming to reduce travel time and traffic congestion. Positioned strategically as a vital link between the east and west banks of the river, it plays a key role in the government's vision for regional integration and improved accessibility, particularly to the Chittagong Hill Tracts. As part of the broader transportation network, it contributes to the world's longest marine drive from Mirershorai to Teknaf and the Asian Highway, connecting Chittagong Port and Matarbari Deep Seaport.

The completion of the Karnaphuli Tunnel is expected to revolutionise transportation dynamics in the Chittagong region, fostering efficient movement of goods and services and, in turn, boosting trade activities. The envisioned enhancement in connectivity is poised to attract investments, stimulate industrial growth, and generate employment opportunities, positioning Chittagong as a pivotal economic hub.

The transformative potential of the Karnaphuli Tunnel extends to the movement of goods and services between Chittagong and Cox's Bazar, two economically crucial centres. By streamlining transportation, the tunnel is anticipated to facilitate trade operations, contributing significantly to overall economic growth. Furthermore, improved connectivity holds promise for the tourism sector, providing easier access to Cox's Bazar, renowned globally for its extensive beach. This increased accessibility is anticipated to drive tourism and subsequently stimulate local economic activities. Beyond its economic impacts, the Karnaphuli Tunnel is expected to catalyse regional development, with improved connectivity often leading to increased investments, job opportunities, and infrastructure development in the surrounding areas. Additionally, there is optimism that the tunnel will play a pivotal role in the establishment of a twin-town on both sides of the river.

However, a critical examination is warranted to assess whether the Karnaphuli Tunnel can effectively realise its stated objectives and deliver the anticipated transformative impact. Additionally, it is crucial to evaluate the prudence of the decision to construct this tunnel.

An inside view of the Bangabandhu Sheikh Mujibur Rahman Tunnel under the Karnaphuli river in Chattogram. Photo: Star

Planning issues

The decision to opt for a river-crossing tunnel over a bridge presents inherent challenges, both in terms of construction cost and ongoing maintenance. The justification for choosing a capital-intensive tunnel is rooted in concerns about siltation and potential obstruction to ship movements due to strong tidal forces, as well as the scour that could threaten bridge piers. However, this decision seems to overlook the viability of long-span arch, suspension, and cable stayed bridges, which many countries prefer for their cost-effectiveness, environmental friendliness, and sustainability in addressing sedimentation and ship movement issues.

Several weaknesses and planning issues associated with the Karnaphuli Tunnel project include:

1. Ventilation and lighting challenges: The confined structure of the tunnel requires constant artificial ventilation and lighting, adding to construction and operational expenses. Safety and emergency response systems, including passive fire detection and fighting systems and pumping-based drainage systems, contribute to its energy-intensive and resource-intensive nature. The tunnel's operational reliance on costly ICU-like ventilation and lighting systems raises questions about its sustainability, particularly when compared to more modern and eco-friendly alternatives.


2. Cost disparities: The Karnaphuli Tunnel, featuring a shorter diameter and 4.9m headroom instead of the standard 5.5m, comes with a cost that is approximately 1.5 times that of the high-standard double-decker Padma Multipurpose Bridge (PMB). The significantly higher life cycle cost, where the operation and maintenance (O&M) expenses are nearly 3.5 times more expensive than that of PMB, contradicts the principles of sustainable development and national conservation policies, particularly considering the tunnel's higher energy and safety requirements.

3. Toll differentials and financial viability: Road users of the Karnaphuli Tunnel are burdened with tolls 2.5 to 6 times higher than those using the existing Shah Amanat Bridge, raising concerns about the project's financial viability. The significant toll differential poses challenges in attracting the forecasted number of tunnel users and achieving the expected socio-economic return.

4. Lack of provisions for local traffic and integration with master plans: The tunnel lacks provisions for local traffic, including pedestrians, bicycles, CNG, and motorcycles. It does not integrate with the twin-town masterplan, hindering inclusive development and accessibility. The absence of a universal access-controlled lane and interchange facilities further restricts its compatibility with local traffic needs.

5. Access restriction and safety concerns: The tunnel's adoption of a 4.9m headroom, deviating from the RHD standard of 5.5m, raises concerns about access restrictions for certain heavy cargo laden vehicles, including those carrying flammable materials. The screening-based entry system, coupled with higher toll rates, poses obstacles to tunnel accessibility and its productivity. Safety concerns related to elephant crossings and potential conflicts with beach-bound pedestrian movements further diminish its operational capacity.

6. Conflict with climate resilience guidelines: The tunnel, with at-grade approach roads not only conflict with beach-bound pedestrian movements but also does not align with national climate-resilient infrastructure development guidelines for coastal fronts experiencing sea-level rise and land subsidence issues.

7. Limited capacity and aesthetic shortcomings: The tunnel's twin-tube configuration limits its capacity expansion, preventing the implementation of reverse or tidal flow operations during peak hours. Additionally, tunnels are less visually appealing compared to iconic bridges, missing an opportunity to create a landmark structure that attracts tourists and generates non-operational revenue streams.

8. Preference for long span bridges in harbour channels: The absence of bridges with spans greater than 200m in Bangladesh overlooks the global preference for long-span bridges in harbour channels. The choice of a costly tunnel is considered justifiable only in extreme cases where bridge construction is unviable and unavoidable, such as when crossing mountains, historically sensitive areas, or where a sea-crossing bridge is exposed to frequent high-intensity storms. Otherwise, based on cost and operational advantage considerations, a long-span bridge is the best recommended and affordable sustainable solution, similar to the Karnaphuli Channel, which is 800-1000m wide at the mouth.

A critical examination is warranted to assess whether the Karnaphuli Tunnel can effectively realise its stated objectives and deliver the anticipated transformative impact. PHOTO: RAJIB RAIHAN

Exaggeration of expected benefits of tunnel and rational development

Addressing the longstanding concern of insufficient connectivity in the Chittagong region, a crucial economic hub and Bangladesh's second-largest city, prompted the government to undertake the ambitious Karnaphuli Tunnel project. While existing transportation routes faced challenges like congestion and limited capacity, the decision to construct the tunnel seems to be based on a lack of awareness of better alternatives adopted by neighbouring countries. The claim of the Karnaphuli Tunnel being the first of its kind in South-East Asia appears to be a false assertion driven by national pride, potentially resulting in significant costs to road users and hindrance to rapid economic development.

The tunnel development project lacks integration with the twin-town masterplan and does not have a corresponding approach road and connectivity plan with Matarbari and Cox's Bazar. Despite being touted as a groundbreaking development, the Karnaphuli Tunnel, upon completion, reveals itself as merely a river crossing facility with a high cost for road users and severe access restrictions. The objectives and expected returns, including the anticipation of revolutionising transportation, enhancing connectivity, promoting economic prosperity, and fostering regional development by reducing travel time and congestion, seem exaggerated and wishful.

In contrast to these claims, the original objectives, particularly for developing robust connectivity with Dhaka, industrial and energy hubs, and the tourist destination of Cox's Bazar, would have been better served by a double-decker 6-8 lane long-span suspension or cable stayed bridge.

Such a bridge could have been seamlessly integrated with a railway/metro system, harmonising with the twin-town land-use and transport master plan. To fulfil the twin-town development objective, the bridge-based crossing facility would have been accessible to all modes of city transport, including pedestrians, bicycles, and various paratransit options such as CNG and Leguna. Moreover, despite the crossing site's channel width being nearly 1km, the adoption of the tunnel configuration necessitated an additional 1.4 km approach tunnel. Opting for a bridge would have allowed for a viaduct, a more cost-effective solution that avoids obstructing beach-bound tourist movements and waterfront-based livelihood activities. The current approach roads at both sides of the tunnel, meeting with at-grade roads, obstruct beach accessibility and create a mismatch in the standard of approach roads with the capital-intensive tunnel investment, resulting in unsafe and low-level service conditions. Given these considerations, the justification for the construction of the tunnel over other sustainable, more cost-effective long-span bridge options raises questions.

By streamlining transportation, the tunnel is anticipated to facilitate trade operations, contributing significantly to overall economic growth. PHOTO: RAJIB RAIHAN

Lessons learned

The option of a long-span suspension/cable-stayed bridge with no pier in the navigational channel, complemented by viaduct-type approaches, would have been a superior choice. This alternative offers several advantages, including the absence of sedimentation problems and threats to ship movements. More significantly, it ensures expressway-standard safety and facilitates faster mobility without impeding beach-bound individuals, tourist movements, or elephant pass. This choice would have been in harmony with the goals of twin-city development and the promotion of tourist-friendly coastal activities and business environments.

However, to capitalise on these benefits and align with broader long-term objectives, there is a need for meticulous planning. This includes the formulation of a comprehensive land-use master plan and the establishment of downstream access-controlled expressway connectivity. This network should strategically link with deep-sea ports, industrial hubs, and Cox's Bazar. Crucially, achieving these goals requires seamless inter-departmental integration facilitated through the active involvement of the planning commission. Only through such concerted efforts can the potential of this alternative be fully realised, contributing to a more sustainable, smart, and developed Bangladesh in the long run.

The decision to opt for a river-crossing tunnel over a bridge presents inherent challenges. PHOTO: COLLECTED

Way forward

To prevent the recurrence of decision failure events like the Karnaphuli Tunnel, it is imperative to adopt proactive measures and strategic shifts in our approach to infrastructure planning. Drawing lessons from other developed countries, the following initiatives may be proposed:

1. Public hearings for informed decision-making: Emulate the practices of developed nations by instituting public hearings before embarking on capital-intensive infrastructural initiatives. Public engagement ensures a transparent decision-making process, incorporates diverse perspectives, and aligns projects with the actual needs of the community. This participatory approach minimises the risk of decision failures and enhances public trust.

2. Strengthening planning units: All key implementation organisations, including Bangladesh Bridge Authority, Roads and Highways Department, Local Government Engineering Department, RAJUK, and Chittagong Development Authority, should establish robust planning units equipped with enhanced institutional capacities. The focus should be on cultivating in-house expertise for thorough research and development-based planning. Relying solely on external consultants may fall short in ensuring sustainable development within the constraints of limited land and construction resources.

The Karnaphuli Tunnel, an ambitious project, seeks to enhance connectivity in the southeastern part of Bangladesh, bridging the gap between Chittagong and Cox’s Bazar. PHOTO: RAJIB RAIHAN

3. Infrastructure development aligned with sustainable goals: Emphasise resource-conserving, sustainable, and smart integrated development. This necessitates a shift in the mindset of the planning commission towards adopting quality infrastructures that are appropriate and sustainable for local conditions. The planning commission should transform into a planning-compliant department, boasting a pool of reputable foreign and local land-use, and transport planners. This shift is crucial for guiding integrated, balanced, multi-modal planning, ensuring resource efficiency, and future-proofing infrastructure development with a higher economic return multiplier.

4. Investment in human capital and research: Recognise the need to invest in human capital and research to address the challenges associated with LDC graduation and achieve 4th industrial development. Improving transport infrastructures and logistics is crucial to reducing transport costs and mitigating the LDC graduation shock. Furthermore, sustainable development necessitates an enhanced contribution of local expertise, supported by a home-grown research and development-driven knowledge base.

5. Long span bridges for water crossings: Acknowledge the unique challenges presented by rivers in Bangladesh, including sediment load and perennial siltation problems. When implementing waterways-based freight transportation systems, contemplate the use of long-span bridges featuring substantial navigational clearance, like renowned structures such as Australia's Sydney Harbor Bridge, Hong Kong's Stonecutter Bridge, the USA's Brooklyn Bridge, and Vietnam's Dragon Bridge. The good news is that recently RHD and BBA have proposed bridges at Kewatkhali, Mymensingh, and Matlab, Chandpur, each with a span of 350m to 400m, respectively. Shunning false pride in tunnel building, we must go a long way to catch up with our neighbouring countries, embracing more appropriate longer span bridge development.

In conclusion, a comprehensive way forward involves a combination of public involvement, strengthened planning units, a shift in mindset towards sustainability, and a focus on long-span bridges for water crossings. These measures collectively contribute to the vision of building a sustainable, smart, and developed Bangladesh by 2041.

The Karnaphuli Tunnel, featuring a shorter diameter and 4.9m headroom instead of the standard 5.5m, comes with a cost that is approximately 1.5 times that of the high-standard double-decker Padma Multipurpose Bridge (PMB). PHOTO: COLLECTED​

 

[Saif]

Metro trains running late due to signalling problems

Metro trains are running late due to problems in signalling systems since this morning

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Metro trains running late due to signalling problems​

File Photo: Prabir Das

Metro trains are running late due to problems in signalling systems since this morning.

The problems arose after four trips following the start of today's operations, Nazmul Islam Bhuiyan, deputy general manager (admin) of Dhaka Mass Transit Company Limited told The Daily Star at 8:42am.

"The operation was not halted but trains are getting delayed due to the problems in signalling systems. The problems, however, will be solved soon," he said.

Operations of metro rail remained suspended for an hour after a kite fell on its electric lines yesterday.

 

[Bilal9]

Dhaka Metro Rail trains to run every 8 minutes​

Obaidul Quader does not specify when the gap between two trains will be cut​

Staff Correspondent
Published : 12 Feb 2024, 06:18 AM
Updated : 12 Feb 2024, 06:18 AM

The government is making arrangements to cut the interval between arrivals of Dhaka Metro Rail trains at every station by 2 minutes to 8 minutes considering the pressure of passengers.

Road Transport and Bridges Minister Obaidul Quader announced the decision to reporters at the Secretariat in Dhaka on Monday, but did not specify when the new timing will be launched.

Metro rail trains are operating on the Uttara-Motijheel route from 7:30am to 8:30pm.

The gap between the arrival of trains in each station is 10 minutes during peak hours and 12 minutes during off-peak hours.

 

[Saif]

Dhaka Elevated Expressway completion unlikely by June

The completion of the Dhaka Elevated Expressway (DEE) by June this year, as stipulated in the Public-Private Partnership (PPP) contract, is unlikely due to frequent changes in the design of the Moghbazar to onward stretch. Officials blame a lack of cooperation from two public offices for the del

thefinancialexpress.com.bd

Dhaka Elevated Expressway completion unlikely by June​

MUNIMA SULTANA

Published :​

Feb 19, 2024 00:33

Updated :​

Feb 19, 2024 00:33

​

The completion of the Dhaka Elevated Expressway (DEE) by June this year, as stipulated in the Public-Private Partnership (PPP) contract, is unlikely due to frequent changes in the design of the Moghbazar to onward stretch.

Officials blame a lack of cooperation from two public offices for the delay.

Sources say that Italian-Thailand Public Development Limited (ITD), the private partner in the PPP project, has requested an extension of the construction period from June to December this year. This would allow them to collect tolls for more than 25 years.

However, the project office under the Bangladesh Bridge Authority (BBA) has not yet made a decision on the extension request.
The BBA signed a revised 25-year concessionaire agreement with ITD in December 2013.

The three-and-a-half-year construction period officially began on January 1, 2020, following delays due to issues on both public and private sides.

Sources say the recent problems stem from the continued lack of cooperation from the Dhaka South City Corporation (DSCC) for this project, despite ITD having twice revised the alignment design between Maligabha and Khilgaon rail crossings in accordance with Bangladesh Railway recommendations.

Project officials have met with both agencies, including the Dhaka south mayor, on multiple occasions but have yet to reach a resolution.

After talking to different officials and reviewing documents, the FE found that the DSCC is withholding the handover of land near the Khilgaon rail crossing, known as Atish Dipongkor Road, claiming it developed a service road there beforehand.

The Bangladesh Railway (BR) recently asserted ownership of the same land, claiming it for their project to construct additional lanes for the railway tracks.

As the DEE mainly utilises the BR's corridor, ITD was initially permitted to build piers on both sides of the BR land, leaving space for all four tracks.

However, due to Dhaka south's non-cooperation, the BR requested ITD to relocate the piers entirely onto the main road, leaving their land untouched.

Sources say ITD complied with the BR's request by placing all piers on the median, but one pier still encroaches on a DSCC footpath, leading to their objection.

This issue remains unresolved even after the latest meeting in January.

The BBA opened the 19.73-kilometre stretch of the DEE from Kawla to Farmgate for traffic in September 2023 after overcoming hurdles from several public agencies.

However, further progress faces opposition from environmentalists concerned about the impact of piers on the Hatirjheel waterbody near Sonargaon Hotel.

Besides, the DSCC has also objected to the construction of a ramp towards Palashi.

Project Director AHMS Akter declined to comment on the specific issues but confirmed ongoing discussions to find a solution.
He acknowledged receiving the extension request from ITD regarding the project's tenure.​

 

[Bilal9]

 

[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...

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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.

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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.

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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.​