Dhaka’s transport crisis reflects a complex interplay of population growth, policy neglect, and unplanned urban development. The shift towards NMTs and personalised transport is both a symptom and a contributor to the city’s worsening mobility challenges.
A recent survey paints a grim picture of Dhaka’s transportation system, revealing a drastic shift from public buses to personalised and non-motorised transport (NMT). The findings highlight growing commuter dissatisfaction, unplanned urbanization, and a lack of implementation of crucial transport strategies. These issues threaten to exacerbate congestion, pollution, and inefficiencies in one of the world’s most densely populated cities.
According to data from the Dhaka Transport Coordination Authority (DTCA), the number of daily commuter trips in Dhaka has surged by 38 per cent over the last nine years, reaching over 38 million in 2023 from 27.7 million in 2014. This increase in mobility reflects the capital’s growing population and economic activity but also underscores a troubling transition away from public buses, traditionally the backbone of urban transport.
The share of buses in total trips has plummeted, dropping from 28.5 per cent in 2009 to just 21 per cent in 2014, and further down to 8.9 per cent in 2023. In contrast, NMT, including walking, rickshaws, and bicycles, now dominate the transport landscape. Walking alone has seen a remarkable increase, accounting for 36 per cent of total trips in 2023, up from 31 per cent in 2014 and 19 per cent in 2009. The survey found 14.33 million walking trips daily in 2023, a significant rise from 11.68 million in 2014.
Boom in Personalised and Non-Motorised Transport
Experts attribute the decline of buses to their deteriorating quality and reliability. This vacuum has been filled by smaller, often unregulated modes of transport such as motorcycles, three-wheelers, and rickshaws. Motorcycle usage has surged, with its share rising from 3.4 per cent in 2014 to 9.5 per cent in 2023 in Dhaka Metropolitan Area. Similarly, three-wheelers have grown from 5.1 per cent to 11.5 per cent during the same period.
The resurgence of rickshaw trips is particularly noteworthy. While their share dropped from 38.7 per cent in 2009 to 22 per cent in 2014, it rebounded to 30 per cent in 2023. Project director for the Updated Revised Strategic Transport Plan (URSTP), Mohammad Rabiul Alam, warns that if current trends persist, rickshaws could account for 30 per cent of all trips by 2045, with NMTs making up 28 per cent.
Unfulfilled Promises, Policy Failures
The decline of public buses is symptomatic of broader governance and policy failures. Multiple strategic plans, including the Strategic Transport Plan (STP) of 2005 and the Revised Strategic Transport Plan (RSTP), proposed measures like bus-route rationalisation, franchise systems, and the introduction of Bus Rapid Transit (BRT). However, these recommendations have largely remained unimplemented.
Similarly, efforts to regulate NMTs have fallen short. Despite recommendations to establish NMT-free routes and withdraw paddle-driven rickshaws, rickshaws have proliferated, including battery-operated variants. Urban planners have also failed to create adequate walking facilities or discourage the use of personal vehicles, further compounding the transport crisis.
Consequences of Neglect
Transport expert Professor Mohammad Shamsul Hoque of Bangladesh University of Engineering and Technology (BUET) likens Dhaka’s transport system to a dying patient in the ICU. “The city’s per-kilometer per-hour speed has been declining continuously, reflecting the worsening traffic conditions,” he said.
The unchecked growth of smaller vehicles and the reliance on outdated buses contribute to severe air and noise pollution. Furthermore, a lack of public amenities, such as roadside urinals for drivers, creates additional challenges for urban residents. The rise of NMTs and personalised vehicles may offer short-term relief but risks further entrenching congestion and inefficiency.
Looking Ahead
Despite these challenges, there is still hope for a turnaround. The URSTP, supported by the Asian Development Bank, is expected to present its final draft recommendations soon. The study, which collected data from 52,000 households and interviewed 250,000 people in October 2023, aims to propose actionable solutions for Dhaka’s transport woes.
Experts emphasize the need for a holistic approach. Immediate priorities include improving pedestrian infrastructure, implementing bus-route rationalisation, and promoting sustainable modes of transport like bicycles. In the medium to long term, investments in modern public transport systems such as metro rail and BRT must be complemented by policies to regulate land use and curb the growth of private vehicles.
Professor Hoque stressed the importance of integrating policy with project-based interventions. “Focusing solely on high-cost projects like metro rail without addressing foundational issues will not revive the city’s transport lifeline,” he said.
Dhaka’s transport crisis reflects a complex interplay of population growth, policy neglect, and unplanned urban development. The shift towards NMTs and personalised transport is both a symptom and a contributor to the city’s worsening mobility challenges. Without decisive action to revamp public transport and address structural inefficiencies, the situation is poised to deteriorate further, jeopardising the city’s economic and environmental sustainability.
