Creating a futuristic rail transit network for Dhaka city

 In any mega city, schedule- and frequency-based public transportation services serve as the backbone for the smooth and hassle-free movement of commuters.

With the introduction of Mass Rapid Transit (MRT Line-6) on the Uttara-Agargaon route, the people of Dhaka first experienced the real benefits of a public transportation system. It has provided the highest level of convenience, time-saving, comfort, and speed to the commuters who use the dedicated rail corridor every day. However, considering the substantial investment in MRT implementation, the benefits of MRT should not be limited to its users alone; instead, we should be forward-thinking and optimistic about obtaining a corridor-based solution.
I believe that MRT should be built with the consideration that it serves as a city planning tool, capable of providing a corridor-based solution.
This means not only ensuring fast movement for MRT users but also ensuring relatively reliable and congestion-free movement for road users beneath the MRT viaduct. It should aim to transform the lifestyles of people in the catchment area of MRT stations.
Achieving this vision requires well-planned and well-integrated connectivity and accessibility with the MRT stations, aligned with Transit-Oriented Development (TOD) principles.
Without these elements, MRT stations could become potential bottlenecks for non-MRT users. The MRT authority must understand that as the MRT network expands in Dhaka city, users will consider not only the comfort that MRT provides but also the cost and time involved in using first and last mile (FMLM) modes.
Regrettably, I don’t see any planned FMLM connectivity or accessibility within the MRT stations and their catchment areas for the first Dhaka MRT. While it may not be feasible to provide feeder bus services for every station, we can certainly plan for well-regulated paratransit services and a wide, seamless footpath network to address FMLM issues. We can draw inspiration from the Mumbai MRT, which has introduced rent-a-bicycle facilities to enhance connectivity and reduce travel time.
Simultaneously, creating transfer zones between MRT and city bus users, as well as private car users (for kiss and ride or MRT park and ride), is crucial to attract private car users to the MRT. If the MRT fails to attract a significant number of private car users and alleviate road traffic, we risk failing to develop a reliable road-based public transport service.
In addition to operational effectiveness, the MRT authorities should also closely examine the MRT infrastructure and operational costs. We need thorough research to understand why MRT implementation costs in Dhaka are significantly higher than in other Asian countries, and how we can reduce these costs for future MRT lines.
For elevated stations, we have constructed portal structures with piers that may limit future road expansion and create a dark and unwelcoming atmosphere below the stations, attracting vagabonds, vendors, and ride-sharing vehicles.
In contrast, MRT authorities in several Asian countries, including Sri Lanka, Malaysia, and Pakistan, have built MRT stations in a cantilever structure, creating welcoming spaces beneath the stations with natural light and thoughtful design.
Moreover, the overhead catenary system used for MRT traction is a century-old technology and has contributed to negative aesthetics in the city. In contrast, recent MRT projects in nearby India employ a third rail system, which we should consider adopting.
Additionally, the MRT authority should prioritize reducing MRT operational costs, as a significant portion of the operational budget is spent on electricity usage.
Exploring the use of solar energy for MRT traction can substantially reduce operational costs and make the future MRT network a sustainable solution for Dhaka city.
Furthermore, we should plan and evaluate relatively low-cost and less heavy infrastructure-based urban rail transit systems for Dhaka, such as light rail, monorail, and automated guideway transit.
Without a world-class metro transit system, access to jobs, workers, and services becomes limited, and efforts to establish sustainable and energy-efficient land use are weakened.
Therefore, to build the next generation of rail-based transportation infrastructure, we must reform the process of building new infrastructure, from how rail transit authorities set priorities to procurement and construction practices.

The write is a professor (transportation engineering) of civil engineering department at BUET