‘The BRT project was flawed from the start’
Dr Md Shamsul Hoque, professor of civil engineering at the Bangladesh University of Engineering and Technology (BUET), talks to Monorom Polok of The Daily Star about the maiden BRT line in Dhaka that opened last month.
For all latest news, follow The Daily Star's Google News channel. The Gazipur-Airport BRT project has incurred massive expenditure. How would you assess its potential to alleviate traffic congestion?
To address this issue properly, it is essential to first consider the broader ecosystem of public transport. Public transport encompasses various modes, with buses forming the base of the productivity pyramid. A standard bus system can manage up to 4,000 passengers per hour per direction (PHPD) at most. To enhance capacity in densely developed urban areas, systems with greater productivity are necessary. This is where the Bus Rapid Transit (BRT) systems come into play. By providing buses with dedicated lanes, they can operate with increased efficiency and immunity from congestion caused by smaller vehicles.
For instance, BRT systems in Jakarta and Istanbul allow buses to reach speeds of up to 70 kilometres per hour, competing with the efficiency of metro systems. Metros, operating on fully segregated tracks, provide faster and more reliable services, making them particularly attractive to urban commuters. However, when implemented properly in dedicated corridors, BRT systems can achieve comparable levels of efficiency.
The concept of BRT stems from the notion that buses can be rapid and efficient within a dedicated and controlled environment. Globally, cities like Curitiba in Brazil and Bogotá in Colombia are considered the gold standards for BRT implementation. These systems exemplify flexibility, cost-effectiveness, and high productivity. However, a well-executed BRT system requires substantial infrastructure, such as dedicated lanes, controlled access points, and barriers to separate BRT lanes from other traffic. The design of these barriers depends on the level of enforcement needed. Unlike metro systems, BRT systems do not demand extensive land acquisition but rather a reallocation of road space. Prioritising buses and isolating road sections for public transport are central to their success.
When implemented with dedicated stations resembling those of metro systems, BRT services offer faster, more reliable alternatives that encourage commuters to transition from private cars to buses. This modal shift gradually reduces congestion and fosters a sustainable commuting culture. Moreover, older, unorganised bus systems can be phased out and replaced by more structured and efficient BRT services. The success of BRT systems globally—adopted in over 180 cities—demonstrates their viability as cost-effective solutions for urban congestion, particularly during peak hours.
How do these global standards align with the specific context of the Gazipur-Airport BRT corridor, particularly given the prevalence of large trucks, inter-district buses, and pedestrian traffic in the area?
The effectiveness of BRT systems relies on specific prerequisites. Road width is a critical factor; a minimum of 12 lanes is typically necessary to implement a BRT system effectively. This ensures that even after allocating two lanes for the BRT, there remains adequate space for non-BRT traffic. In certain cases, 14 lanes may be required. Unfortunately, many corridors in Bangladesh, including the Gazipur-Airport corridor, do not meet these criteria. While the corridor was intended to be widened near stations, this plan was poorly executed, leaving insufficient space for the system's proper functioning.
Another challenge lies in the modal composition of traffic. BRT systems are most effective in areas with high concentrations of small private vehicles, facilitating a modal shift from cars to buses. However, the Gazipur corridor runs along industrial zones dominated by large trucks and inter-district buses, with very few private cars. Additionally, approximately 90 percent of workers in these industrial zones walk to their destinations due to the short distances involved. This undermines the two main prerequisites for a successful BRT system: adequate right of way, and high volume of smaller vehicles.
Pedestrian traffic poses another challenge. Industrial workers frequently cross roads to reach factories, creating a constant flow of pedestrians. Physical barriers introduced by the BRT system can lead to a social divide, restricting workers' movement. Even if footbridges or escalators are installed, they are impractical given the high pedestrian volume and workers' time constraints. Delays of even a few minutes can result in wage deductions, prompting many to bypass these barriers and cross the BRT lanes directly.
Could you elaborate on the flaws of the project, particularly regarding the suitability of the chosen corridor and its alignment with the original Strategic Transport Plan (STP)?
The Gazipur-Airport BRT project has been plagued by significant planning and design flaws from its inception. The corridor, with its narrow roads and industrial character, was inherently unsuitable for a BRT system. These factors should have been identified during the feasibility study but were overlooked, allowing the project to proceed without addressing these critical issues.
The placement of infrastructure further compounded the problems. Footpaths were narrowed to accommodate footbridges, reducing pedestrian space in an area where walking is the primary mode of transport. The original plan for BRT-3, as outlined in the STP, proposed the route through a densely populated urban area. However, the current alignment lies outside built-up areas, where demand for such a system is minimal.
Additionally, a fundamental aspect of BRT systems is their ability to serve multiple destinations along the corridor, encouraging high passenger turnover and maximising productivity. The Gazipur-Airport BRT, however, functions more like an intercity bus service, with limited stops and long travel times. This design reduces turnover, rendering the system less efficient and productive.
What operational challenges arise from the coexistence of the BRT system with existing inter-district buses in the Gazipur-Airport corridor, and how does this affect its effectiveness?
BRT systems are usually designed to replace existing bus services within their corridors, creating a streamlined and disciplined transport network. However, in the Gazipur-Airport corridor, inter-district buses continue to operate alongside the BRT system, undermining its purpose. These buses provide flexible, personalised services, stopping wherever passengers need, unlike the fixed stations of a BRT system. Consequently, commuters are less likely to switch to the BRT, resulting in minimal modal shift and rendering the system ineffective.
Successful BRT systems thrive in urban settings with high volumes of small vehicles and commuters. The Gazipur-Airport corridor, however, is characterised by industrial traffic, large vehicles, and limited private car use.
Experts say the BRT's permanent infrastructure, including flyovers, may restrict future modifications. Can you elaborate?
Yes, unlike flexible BRT systems in cities like Jakarta and Chinese metropolises—which utilise lightweight and adaptable infrastructure—the Gazipur-Airport BRT has been implemented with permanent structures, including flyovers. This rigidity precludes future modifications, such as upgrading the corridor to accommodate a metro system—a critical limitation in a rapidly urbanising country like Bangladesh.
Furthermore, the corridor's repurposing from a national highway to a BRT system has disrupted its original functionality without meeting the needs of its users. Narrow footpaths and poorly placed infrastructure have further marginalised pedestrians, compounding the system's inefficiency.
What lessons can be learnt from this project for urban transport planning in Bangladesh? What are your recommendations for the future?
The Gazipur-Airport BRT project highlights the consequences of inadequate planning and coordination in urban transport. So, going ahead, Bangladesh must prioritise comprehensive and integrated transport strategies, addressing key issues such as narrow roads, unorganised bus services, and insufficient pedestrian infrastructure. To make urban transport smoother and more reliable, a franchising system for buses must be introduced to ensure better service. Different transport options, like BRT and metro rail, need to work together so that people can travel easily. This integration must be properly planned and executed, and a dedicated team should be formed under the public transport authority to keep things running efficiently. Safe, accessible walkways must also be prioritised instead of inconvenient footbridges. Finally, learning from successful BRT systems worldwide can help us find practical and affordable solutions that work for us.
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