When the government is apparently complacent with higher economic growth, lower inflation and middle-income status, the mess in the public transport system in Dhaka as well as in the whole country depicts a chronicle of seriously flawed development. The chaos in the public transport is growing day by day mainly due to flawed plans and corrupt practices in the sector.
There is a serious shortage of public buses in the country and most of the available buses are either unfit or in ramshackle state. Statistics available with the Bangladesh Road Transport Authority (BRTA) shows that some 65,000 registered buses and minibuses are now plying the country. In a country with a population of 160 million and where the number of regular commuters is around 50 million, the number is far too inadequate.
Wrong Priority: The policy planners are partly relying on private personal vehicles. This is a choice for which the country will regret in near future. The total number of registered private passenger cars is now 0.3 million across the country. The number jumped by 43 per cent between 2014 and 2015.
Apart from private cars and three wheelers, private bike, haulers and other means of transport fill the gap with an increasing chaos. Private bike or motor cycle is currently considered a good solution though this is an erratic idea. But government is encouraging this wrong mode of transport by reducing taxes on imports as well as registration fees. Increased numbers of bikes are now occupying road spaces haphazardly, creating public nuisance in the cities and generating pollution. A large number of bike riders are shamelessly using footpaths and wrong sides of the roads in the presence of traffic polices. These practices reflect not only the erosion of social values, but also flouting of traffic rules.
The increasing number of human haulers is another thing contributing to the mess as well as traffic mismanagement. Up to 2010, there were only 2,718 registered human haulers in Dhaka, while it jumped to 4,756 at the end of June, 2016.
This type of        vehicle can't be a good alternative of public transport in a capital city. The condition of these haulers is terrible and commuters have to use these being crammed inside barely able to breathe properly.
Policymakers are not unaware of the mess in public transport and so some big projects have been undertaken. These include construction of metro rail system as mass rapid transit (MRT), bus rapid transit (BRT) and flyovers.   Â
It is not wrong that big cities in many countries have introduced metro rail to deal with the challenges of public transport. Though metro rail is a long-term solution, it is very expensive due to requirements of huge infrastructure.
It may take a decade to develop an effective metro even if planned properly. It has been learnt that some $20 billion or Tk1580 billion will be required as per the Revised Strategic Transport Plan (RSTP) for Dhaka. Average construction cost of per km MRT is estimated at $139 million or Tk 10981 million.
The RSTP proposed a transport infrastructure and management in Dhaka for the next 20 years (2015-2035) and it estimated around $34.5 billion in public investment. The amount would be higher, $45bn, if operating and maintenance costs are included. The later amount is almost equivalent to the cost of 12 Padma bridges!
Public Buses: Despite debates, the logical solution, both in the medium and long terms, is well designed and commuter-friendly public buses. The existing public buses are mostly unfriendly to the commuters. Both buses and minibuses in Dhaka have inconvenient single doors with insufficient space. Most of the buses have high-floor with steep door steps making it difficult for women, children and old people to board them. Only the state-owned Bangladesh Road Transport Corporation (BRTC) has some low-floor buses in its fleet.
The sitting arrangements in most of the buses are also very uncomfortable with narrow leg space due to faulty design. Seats are mostly worn out and glasses of side windows broken. Â
Around 98 per cent public buses are operated by private owners who have strong nexus with politicians and other government agencies including the law enforcing one. Thus, a syndicated criminality has grown up over the years in the sector. The vested quarters control the bus routes and bus numbers without paying any attention to the requirements and conveniences of the commuters. Only few companies in longer routes have been providing convenient service to passengers.
In fact, this criminal nexus has becomes the major barrier to revamping thee public transport system in Bangladesh. So powerful are the private sector bus operators that they virtually stopped all the bus services of BRTC. Only in Dhaka, BRTC has been able to maintain some service which is convenient despite limitations. The corporation itself is in crisis as corruption and irregularities have turned it into a losing concern.
Bold steps required: Instead of addressing these problems with public buses and curbing the criminality in this sector, emphasis on flawed BRT will bring little result. Construction cost of BRT, like many other projects, is exorbitant. The exclusive or mixed right-of-way for BRT is a big problem. It is well known that public transit operations are effective and efficient only when rapid transit vehicles do not have to compete for space with other modes of transport.
But providing right-to-way for BRT is very expensive in Dhaka and is not possible in many places where required. It is not unlikely that there will be construction of some individual BRT corridors without proper integrated transit network.
This year, Delhi has dismantled its 5.8 km BRT corridors after running for almost eight years without desired benefit. This is wastage of public money due to some flaws in plan as well as opposition from vested quarters. Failure of Delhi BRT corridor actually provides some crucial lesson for Bangladesh. It needs the right plans, public awareness, efficiency in traffic management and adequate training of the drivers.   Â
Lahore BRT is another example and may be reviewed by Bangladesh authorities. Introduced in 2013, the metro bus service in the Pakistani city is yet to reach its optimal level due to some deviation from original plan. Poor maintenance has become a serious problem.
In fact, some immediate bold steps are required to contain the current disarray in the public transport arena. The government must intervene to break the criminal cycle in this sector.
Bus operators have to be disciplined and drivers must be compelled to follow traffic rules. Law enforcing agency must play due role in accordance with law to ensure commuters' rights. More BRTC buses should be on the roads without opposition from the private sector.
asjadulk@gmail.com