The idea of limiting the number of bus operators in the capital has been floated once again. This initiative, initially endorsed by the Cabinet during the previous government's tenure, was a key feature of the draft Bangladesh Road Transport Authority Act-2015. The plan proposed a drastic reduction in the number of private bus companies operating in Dhaka city, aiming to improve traffic conditions and provide commuters with a more organised commuting system. A recent report in this newspaper reveals that the interim government is planning to reduce the number of bus operators to six. These operators will manage six clusters of 42 routes under the Bus Route Rationalisation (BRR) plan. Each cluster will be designated a specific colour-blue, red, green, orange, purple, or pink-for easy identification. The Dhaka Transport Coordination Authority (DTCA), which serves as the secretariat for the BRR committee, has received 80 applications from various bus companies interested in the new arrangement.
Currently, Dhaka's bus service is characterised by disorder, with over 7,000 buses and minibuses operated by more than 125 companies. This fragmented system has historically been influenced by the ruling political parties, resulting in poor regulation and enforcement. The sheer number of operators complicates the enforcement of traffic regulations and contributes to the city's chaotic traffic situation. While reducing the number of operators might simplify traffic management, it alone cannot address the deep-seated mismanagement plaguing Dhaka's transport system. One critical issue is the exploitation of bus workers. A report by the Transparency International Bangladesh (TIB) revealed that over 67 per cent of bus workers are forced to work more than eight hours a day, in violation of sections 13 and 14 of the Road Transport Act 2018. Furthermore, 59 per cent of drivers are forced to work extended hours without designated substitutes, often resulting in untrained helpers or conductors taking the steering wheel, endangering passenger safety. These systemic problems highlight the need for comprehensive reforms beyond merely reducing operator numbers.
Despite these challenges, transport experts view the BRR plan as a promising step towards disciplined bus operations. They argue that with fewer operators, enforcing traffic rules will be easy. Additionally, the plan could curb the intense competition among bus drivers to pick up more passengers-a major cause of reckless driving and accidents. Under the proposed system, each route will be managed by a single operator, eliminating the need for drivers to compete for commuters. The success of this initiative, however, hinges on effective implementation and strict enforcement of regulations. The government must address underlying issues such as worker exploitation, inadequate training, and poor accountability within the transport sector. Furthermore, public awareness campaigns and regular monitoring will be essential to ensure that the reforms achieve their intended goals.
Dhaka dwellers cautiously hope to see that the plan succeeds with required enforcement. If executed properly, the BRR plan could herald a new era of organised, efficient, and safer public transportation in the capital. For a city grappling with chronic traffic woes, this could be a long-overdue solution to its commuting challenges.
