“People are coming like flood” - this famous words of Syed Shamsul Huq may come alive in memory if one stands for about five minutes at any road of the capital in the morning. People of the city come down to the streets like flood waters in the morning. They are in a hurry and annoyance is on their faces. The reason of this annoyance is the undisciplined public transport system. One the one hand rickshaws and private cars keep on occupying the roads and on the other huge people get tired waiting for transports. Vehicles do not move on the roads and commuters lose temper. The reason for the sufferings of the city dwellers at the outset of the day is that uptill now no planned communication infrastructure and transport system have developed in this 400 years old city. Some sporadic initiatives have been taken after independence, but those could not reduce the sufferings of the people in the long run. In most cases, the plans remained confined under red-top or fell flat on its face in the midway. During the last grand alliance government, the implementation of large projects undertaken in the light of the plan also proceeded at a snail’s pace. The present government is trying hard to give impetus to it. Dhaka is situated almost at the centre of the country. Administrative central point secretariat, readymade garments factories, big educational institutions, hospitals, non-government establishments and all others are based in Dhaka. As a result the Dhaka-bound stream of the people is on the rise constantly. 40 lakh workers are employed only in the RMG sector of this city, the abode of about 1.75 crore people. But despite the increase of the stream of the people on the city roads communication infrastructure and public transport system have not developed keeping pace with that. According to he estimate of the government itself there is only one bus for every 3000 commuters. So, it can be said that Dhaka has taken the shape of an indisciplined deadlocked city. Capital was established in Dhaka first of all in 1610. But during the 350 years of the last 400 years, there was no plan of communication infrastructure and public transport system in Dhaka. In the early stage, the task of construction of roads and maintenance of those in the area was given to the Zamindars of the area concerned. In the past, river transport system was predominant in large areas of Bangladesh. Road transport system has developed later on. The ‘Grand Trunk Road’ from Sonargaon to the Punjab was constructed under the guidance of Sher Shah during 1541 to 1545. During the East India company era several roads were developed to facilitate the movement of army and ensure postal communication. A four-mile long embankment was constructed along the Buriganga river beside Sadarghat in 1765. When the embankment disappeared, ‘Bakland Bandh’ was constructed from Farashganj to Babubazar in 1857. It was one of the old roads of the city. British rulers renovated the ‘Grand Trunk Road’ between 1833 to 1860. During the Pakistan period, a mega-plan was drawn in 1958-59 on the communication system in Dhaka. But after independence no proper big size plan was undertaken in this regard. After 45 years, the Strategic Transport Plan (STP) was chalked out in 2004. It was approved in 2008 with 17- point recommendations, predominantly inclusion of speedy public transport and metro rail by 2024. The STP could not be implemented properly in the last 10 years for lack of coordination among the officials concerned. On the contrary, the project expenditure increased from $ 520 crore to $ 1,520. The experts called for a mega plan for 2050 because due to continuous change in infrastructural development and use of land in Dhaka. They said nearly 5 lack fresh people are coming here every year with rise in population by 4.5/5 percent. According to UN statistics, Dhaka is the 11th highest populated city in the world. Right now, the number of city dwellers is 1,69, 82,000 here. With the growing number of population, the area of Dhaka is getting expanded. Earlier, the city encapsulated 135 square kilometer area ranging from Buriganga to Tongi canal and Hazaribagh to Gendaria. As per Detailed Area Plan (DAP), Narayanganj, Savar, Tongi and Gazipur have been included in Dhaka taking a total of 1,528 square kilometer. BRTA statistics show that the registered vehicles in Dhaka are 8.5 lakh. Around 40/60 cars are being registered per day. But the registration of public buses is very meager. Only one bus is allocated as against 3,000 passengers here. The commuters are suffering indescribably for lack of adequate number of taxicab, rail and water transport services. Inadequate navigation and railway services contributed to 95 percent pressure on roads. But 88 kilometer road is suitable for plying of buses. An ideal city should have 25 percent road but it is 9 percent in Dhaka. At first, the railway service was established in Dhaka in 1885 and motor vehicle in 1930. The capital got intercity buses in the 80s. The proposed railways encircling Dhaka is yet to be set up. Cities like Delhi and Tokyo which are more populated than Dhaka have got rail-based stronger communication system. Railway is called “life line” of Delhi. A road infrastructure was developed on the basis of the mega-plan undertaken by DIT in 1958-59 with Mirpur Road, VIP Road, Tejgaon Road, Dhanmondi, Mohammadpur, Lalmatia, Banani, Gulshan, Uttara and Sher-e-Bangla Nagar upon it large-size plan was prepared in 2004. The strategic transport plan envisaged what system has to be developed by 2024. It also suggested for decentralisation to reduce the pressure of population. STP was formulated in 2004 to develop the transport systems of Dhaka and the adjacent districts. Under the STP in 4 stages, the short, middle and long term strategy was planned. Though there is round waterway from Sadarghat to Ashulia, it is not being possible to activate it due to 14 bridges. There was slight improvement from 1996 to 2006 when Premium Bus Service continued in the capital. But the authority could not hold its consistency. Dhaka Transport Coordination Authority (DTCA) was formed for the coordinated transport system but could not implement projects and activities with the coordination of different organisations. Some 37 per cent city dwellers move on foot. But 70 per cent of footpaths are occupied. There was recommendation on STP for making the footpaths suitable for walking. As per the recommendation Mayor Hanif flyover, flyover from Zia Colony to Matikata of Mirpur and Hatirjheel project were implemented. In addition, Dhaka flyover (Ural Sarak), metro-rail(more than 20 km elevated expressway from Uttara third phase to Motijheel), Uttara to Gazipur BRT, Gabtali to Azimpur flyover cum BRT project and Mouchak to Mogbazar flyover project are taken in hand. There is no initiative to implement the projects like Tejgaon to Airport tunnel, Merul Badda to Golakandail road, Dhaka bypass, Malibag to Janapath road, Romna Star gate to Notre Dame College road, though those were supposed to be implemented in the first phase. Khigaon to Tongi road, Circular Ring road, Shia Masjid to Beribadh road, Uttara sector -10 to Beribadh road, Mirpur-14(Sagorika) to Banani road, Purbanchal Badh (embankment), Jatrabari to Polar Road and Pallabi to Beribadh still did not see any progress, though those were supposed to be implemented in the second phase. But Zia Colony to Mirpur road, Bijoy Sarani to Shaheed Tajuddin Sarani, Panthapath to Rampura road project were completed. Regional highway development, Asulia to Aricha road, Khilkhet to Eastern bypass road, Eastern bypass road to Dhaka bypass road, Konakhola to Hazratpur road, Basabo to Balu river road, Mohammadpur to Keraniganj road, Eastern bypass, Zigatola to Hzaribagh road, Western bypass, Birulia to Ashulia bridge, Dhaka link road, Jatrabari to Demraghat road are supposed to be constructed in the third phase from 2015 to 2019. Recommendation was made to construct road from Hazratpur to Hemayetpur, Fatulla to Munshiganj, Hemayetpur to Manikganj, Progati Sarani to Balu river, Motijheel to Kamlapur, Pallabi to Uttara third phase, Mohammadpur to Mirpur, Krishi market to Pachimanchal badh, Mirpur zoo to Beribadh, Uttara sectors 8 and 4 to Balu river, Savar EPZ to western bypass and Buriganga first and second bridge. But advance preparation is not being seen to implement such project. STP was supposed to review after five years but it did not take place. Transport expert and DTC’s former executive director attached with STP formulation Dr S M Salehuddin said decentralisation is needed to reduce the pressure from the capital. The garment factories have to be transferred to other places. The finance, planning and foreign affairs ministries would be kept in the city while other ministries can be transferred from the capital. Besides, rapid transit system has to be started. Otherwise, the city will turn into a unliveable city within three to four years. If air conditioned buses are launched in the capital then it would be possible to discourage private cars. BUET Prof Dr Shamsul Haque said due to lack of installation of bus route franchise system disorder is now prevailing in the mass transport system in the city. Route permission is being given indiscriminately without launching this system. To tackle the problems the recommendations of STP have to be implemented immediately. Population scientist Nur-un-Nabi said the industries of the capital have to be removed in other areas. Side by side facilities have to be ensured in other cities so that the pressure in the capital will reduce.
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