Dhaka: Urban planners have announced that the long-awaited Dhaka-Gazipur Bus Rapid Transit (BRT) service is poised to bring a transformative change to Bangladesh’s public transport system once it becomes operational.
According to United News of Bangladesh, the BRT service is expected to ease commuting while reducing travel time by approximately 30 percent on the 20-kilometer stretch between Dhaka Airport and Gazipur’s Shibbari area.
The insights were shared during a press conference organized by the Bangladesh Institute of Planners (BIP) in Dhaka. The planners indicated that the unused funds from the BRT project could be allocated to procure buses and initiate the new transport service. However, they noted that an additional Tk 200-300 crore would be necessary to acquire higher-quality buses that offer metro rail-like comfort. To introduce advanced electric buses, an extra Tk 1,000 crore would be required.
The planners warned that if the project is abandoned and the BRT corridor is opened to all vehicles, the government would need to dismantle BRT stations, ramps, and escalators, resulting in estimated losses between Tk 1,000 crore and Tk 1,200 crore. The press conference was led by BIP Vice-President planner Sheikh Muhammad Mehdi Ahsan.
Professor Dr. Md Mosleh Uddin Hasan, of the Department of Urban and Regional Planning at Bangladesh University of Engineering and Technology (Buet) and General Secretary of BIP, presented the keynote paper. Prof Hasan revealed that the initial Strategic Transport Plan (STP) for Dhaka, prepared by the then BNP government in 2005, proposed two BRT lines, including the Gazipur-Dhaka-Keraniganj corridor. After revisions, the Keraniganj section was removed, and construction on the 20-km Gazipur-Airport BRT project began in 2012, with initial completion targeted for 2016. Despite delays, approximately 97 percent of the project has been completed.
Prof Hasan cautioned that converting the BRT corridor into a regular road at this stage would deprive people of BRT facilities. He acknowledged concerns regarding increased congestion and pedestrian safety once BRT operations commence but argued that efficient traffic management could mitigate these issues. He also mentioned that pedestrian safety could be improved with the five new foot overbridges and 13 grade-separated crossings built under the project.
Citing research by Buet’s Urban and Regional Planning Department, the planners emphasized the necessity of introducing BRT services in cities like Dhaka and Chattogram, and highlighted the current need in six other cities, including Rajshahi, Bogura, Tangail, Mymensingh, Cumilla, and Noakhali, with 13 additional cities possibly requiring such services soon.
The planners noted that although a significant amount has been spent on the BRT project, the construction costs for BRT systems are approximately one-tenth of metro rail costs. They highlighted that since its inception in Curitiba, Brazil, in 1974, BRT services have expanded to 191 cities worldwide, valued for their lower costs, quicker implementation, and effective mobility.
Prof Hasan criticized a ‘propaganda campaign’ against BRT in Bangladesh, comparing the situation to the global efficacy of paracetamol, suggesting that issues with BRT implementation in Bangladesh may be due to factors other than the system itself. He emphasized the global success of BRT systems in revitalizing urban areas and questioned why BRT is considered problematic in Bangladesh.