Need for an integrated transport system

FE Team | Published: May 11, 2026 20:42:39

Traffic mobility in Dhaka City has long been a cause for concern. It has an average speed of 4.8 to 6.4 kilometre per hour--- almost same as the walking speed. Due to this slow speed of vehicles on city roads, the annual loss in productivity stands approximately at $6.5 billion. The problems are known, so too are their solutions. But the question is who is going to bell the cat and how. Policymakers made a choice for overhead metropolitan (in short metro) railway system. The metro rail has indeed eased commute for inhabitants of the city living along the corridor between Uttara and Motijheel to a large extent. But it is not the perfect recipe for reducing traffic woes for the Dhakaites living in the larger parts of the city.
A study carried out by none other than the Japan International Cooperation Agency (JAICA), primary financier and technical partner of the metro network project in Bangladesh, reaches the conclusion that metro rail alone cannot solve the city's traffic congestion. According to a FE report, the study titled 'Impact of the MRT on Road Congestion in 2025' finds that the initial benefit of the improved traffic flow on the road under the elevated metro railway started to diminish with the pressing of more and more vehicles into service on that route. Traffic speed improved by 2.8 per cent in the first three months and it reached up to 15 per cent with the opening of the southern section of metro up to Motijheel. The subsequent neutralisation of the gains is attributed to the absence of several key ingredients like feeder bus service and integration of routes with the busier metro stations. The vacuum has been filled by the three-wheeler auto contraptions of different shapes and sizes. Their proliferation has led to a nightmarish chaos at several metro stations.
Failure to introduce the system of bus route rationalisation has meanwhile made the matter worse. The only route of Nagar Paribahan (city transport) between Ghatar Char and Chittagong Road, Narayanganj initially made some significant impact but in the face of opposition from transport owners, this potentially effective system also collapsed. Yes, the bus owners lobby has time and again proved it is stronger than the administration. In connivance with a section of the law enforcement agencies, they won't allow rationalisation of bus routes or enforcement of discipline. There indeed lies the problem. Subsequent governments have tried to take the dilapidated and unfit buses off the road with no effect.
So the government's initiative to manage the chaotic Dhaka traffic has either been half-hearted or aimless. If the new government can demonstrate its resolve to translate the policy of dumping unfit and date-expired vehicles and rationalisation of bus routes, the traffic situation will improve. No lip service will do. At the same time, the men and women in uniform supervising management of traffic on roads should be under regular watch so that violation of traffic rules is not compromised by underhand dealings. Vehicle owners oppose discipline on roads because it serves them well. If the chaos sustains, they can ill-treat and deprive transport workers. If bus routes are rationalised, it will help develop uniform and acceptable service rules for owners and workers so necessary to regulate the transport sector.