Transportation in Dhaka has undergone a remarkable evolution over the past century. Once dominated by horse carriages 100 years ago, the city now buzzes with a diverse mix of vehicles navigating its crowded streets.

When traveling across this sprawling metropolis, we’re often looking at a 3-hour journey—a testament to why the transportation system in Bangladesh’s capital demands such attention. Rickshaws still serve as one of the most convenient options for short distances, while CNG-powered auto rickshaws offer among the cheapest and most practical private transportation services for longer trips. Meanwhile, buses carry more than half of all commuters, making them the backbone of public movement throughout the city.

The transportation landscape continues to evolve rapidly. Human haulers known as “Lagunas”—essentially 14-seater covered minibuses—provide fast and affordable transit options unique to Bangladesh. Additionally, ride-sharing apps have significantly increased motorbike usage as people seek ways to beat the notorious traffic. Looking forward, the Dhaka Metro Mass Rapid Transit project promises to further transform how we navigate this bustling city.

In this article, we’ll explore the 11 key transportation milestones that shaped modern Dhaka, examining how each has contributed to the city’s character and daily life.

Rickshaws

Public Transportation in Dhaka

March 19, 2020

 

_{Image Source: The Daily Star}

Colorful three-wheeled vehicles dominate the urban landscape of Dhaka, creating a unique transportation identity unlike any other city in the world. The humble rickshaw has become such an integral part of Bangladesh’s capital that the city earned the nickname “Rickshaw Capital of the World.”

Milestone Overview

Rickshaws first arrived in Bangladesh through Chittagong from Myanmar in 1919. Interestingly, they didn’t spread to Dhaka from Chittagong. Instead, European jute exporters living in Narayanganj and Netrokona imported cycle rickshaws from Calcutta in 1938 for their personal use. Initially, these vehicles didn’t receive enthusiastic response from Dhaka residents, who were traditionally accustomed to horse carriages, palanquins, and canal boats.

The growth was remarkably slow at first—Dhaka had only 37 rickshaws in 1941 and 181 by 1947. However, as the city expanded, so did the number of these three-wheeled vehicles. By the late 1990s, registered rickshaws in Dhaka had grown to 112,572. Currently, official records show approximately 80,000 registered rickshaws between Dhaka North and South City Corporations, though experts estimate between 500,000 to 1,000,000 actually operate throughout the city.

Impact on Dhaka

The rickshaw’s influence on Dhaka extends far beyond mere transportation. Economically, rickshaws contribute approximately 6% to Bangladesh’s annual gross domestic product, surpassing motorized road transport by more than double and exceeding contributions from Bangladesh Railway and Biman Bangladesh Airlines by factors of 12 and 12.5, respectively.

Furthermore, rickshaws have created a vast employment ecosystem. An estimated 2.2 million people work as rickshaw pullers in Dhaka alone, with approximately 19.6 million people indirectly relying on the sector nationwide, including pullers’ families, repairers, manufacturers, and related businesses.

The rickshaw’s cultural significance is equally profound. Each vehicle serves as a mobile canvas, adorned with vibrant colors, floral patterns, and creative depictions of everything from movie stars to historical events. This distinctive folk art tradition has become emblematic of Dhaka’s urban identity, turning city streets into a roving exhibition of Bangladeshi creativity.

Legacy Today

On December 6, 2023, UNESCO officially recognized Dhaka’s rickshaws and their associated artwork as part of the Intangible Cultural Heritage of Humanity, cementing their status as a cultural treasure. Despite this recognition, rickshaws face ongoing challenges in modern Dhaka.

Since the 2010s, traditional cycle rickshaws have increasingly been retrofitted with batteries and motors, creating a new transportation category that offers greater speed and convenience but raises concerns about safety and regulation. This evolution illustrates the rickshaw’s remarkable adaptability in the face of changing urban needs.

Even with modernization efforts, the rickshaw remains indispensable in Dhaka’s transportation ecosystem. For narrow streets inaccessible to larger vehicles, school transportation, and affordable short-distance travel, these three-wheeled icons continue to fulfill essential roles in the city’s daily life, maintaining their position as a defining feature of Bangladesh’s urban landscape.

Horse Carriages

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Looking back at Dhaka’s transportation heritage, horse carriages represent one of the earliest organized commercial transit systems in the capital. First appearing during British colonial rule, these elegant vehicles laid the foundation for the city’s evolving mobility landscape.

Milestone Overview

The first horse carriage arrived in Dhaka from Calcutta in the mid-19th century. Subsequently, in 1856, an Armenian merchant named G.M. Shircore revolutionized local transportation by establishing the first commercial horse carriage business. What began as a modest venture with just 60 carriages in 1867 exploded to nearly 600 by 1889, demonstrating their rapid adoption as the premier mode of travel.

Carriages varied considerably in design and nomenclature. Known locally as “tomtom,” these vehicles elsewhere earned names like “tanga,” “jurigari,” or “ekka”. Some featured two wheels while others had four; certain models boasted hooded designs with colored glass windows, whereas others maintained open seating. The drivers, called “Kochoan” or “Sahis,” commanded impressive wooden-wheeled vehicles that became status symbols for Dhaka’s elite.

Impact on Dhaka

Prior to horse carriages, Dhaka lacked proper road infrastructure. Consequently, authorities developed and renovated thoroughfares specifically to accommodate these vehicles—upgrading from brick-dust surfaces to cement and eventually pitch-covered roads. This infrastructure development marked one of the earliest systematic urban planning initiatives in the city’s history.

Beyond physical infrastructure, horse carriages transformed social dynamics. Following British customs, local zamindars and elites adopted carriages as their primary transportation. These carriages facilitated movement between previously disconnected neighborhoods, fostering greater social interaction and commercial activity throughout Dhaka.

Notably, Armenian merchants played a pivotal role in this transportation revolution. The success of G.M. Shircore’s company prompted many Armenian and local businessmen to enter the carriage business, creating a competitive market that improved service quality and accessibility.

Legacy Today

Though largely overshadowed by modern vehicles, a small yet resilient horse carriage industry persists. Currently, merely 17-18 owners operate approximately 30 carriages in Dhaka, primarily serving routes between Gulistan and Sadarghat in Old Dhaka. These remaining carriages face mounting challenges—rising costs of feed, inadequate stabling facilities, and increasing traffic congestion threaten their continued operation.

Nevertheless, horse carriages maintain cultural significance beyond mere transportation. They remain popular for wedding receptions, advertisement campaigns, and political rallies. During special occasions and functions, colorful carriage rallies continue to attract spectators of all ages, preserving a living connection to Dhaka’s transportation heritage.

Most importantly, horse carriages represent the first milestone in Dhaka’s transportation evolution—a legacy that set the stage for all subsequent developments in how we move through this historic city.

Auto Rickshaws (CNGs)

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The green revolution in Dhaka’s transportation system began with the introduction of Compressed Natural Gas (CNG) auto-rickshaws—vehicles that would fundamentally alter the city’s mobility landscape while addressing critical environmental concerns.

Milestone Overview

CNG was first introduced in Bangladesh through a World Bank pilot project in 1982. Following this initiative, Rupantarita Prakritik Gas Company Limited (RPGCL) was established in 1987 to oversee CNG infrastructure development. The real transformation began in 2001 when the government permitted the introduction of 12,826 CNG auto-rickshaws in Dhaka as replacements for two-stroke vehicles. By 2002, the government had removed gasoline-run two-stroke three-wheelers and introduced 9,000 CNG-run auto-rickshaws in Dhaka and Chittagong.

This shift was profound—CNG buses and minibuses soon accounted for more than 70% of all buses and minibuses, representing almost 75% of Dhaka motor vehicles (excluding motorcycles). According to recent data, Bangladesh now has 309,488 registered CNG-run autorickshaws nationwide, comprising three percent of all motorized vehicles.

Impact on Dhaka

The introduction of CNG vehicles markedly improved Dhaka’s air quality. The conversion to CNG in Bangladesh reduced greenhouse gas emissions, preventing approximately 2,000 premature deaths in 2010 with an estimated value of BDT 47,999.44 million per year. Moreover, the policy created substantial economic benefits, as CNG is an indigenous energy source in Bangladesh and more affordable than government-subsidized imported gasoline.

For drivers and owners, the financial dynamics are complex. The government fixed the daily deposit for CNG vehicle owners at Tk 900, yet owners typically charge between Tk 1,200 and Tk 1,600. Consequently, drivers often charge passengers more than the meter rate, creating ongoing tension between regulated pricing and economic reality.

Altogether, the CNG conversion did not increase vehicle ownership but did increase travel of on-road vehicles by approximately 4.7%. Notwithstanding these benefits, the additional congestion costs remained around one-half of the health benefits brought by the policy.

Legacy Today

Currently, there are approximately 20,879 CNG auto-rickshaws in Dhaka city, with over 15,000 in passenger service and more than 5,000 registered as private. In fact, an estimated 20,000 additional CNG auto-rickshaws operate illegally throughout Dhaka and surrounding districts.

The fare debate continues as a central challenge. The last fare revision occurred in 2015, yet both drivers and owners have generally ignored these rates. Attempts to revise fares and deposits in 2022 failed due to disagreements. As a result, app-based services have emerged as alternatives, with companies like Uber, Pathao, and others offering CNG bookings through smartphone applications.

Looking ahead, the future of CNG vehicles in Bangladesh seems secure as the country expands its natural gas infrastructure. As of 2024, gas from the Bhola field is now being supplied to Dhaka, potentially addressing fuel supply concerns for the CNG transportation sector.

Human Haulers (Laguna)

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Mini trucks converted into passenger carriers, commonly known as “leguna,” emerged as an ingenious solution to Dhaka’s growing transportation needs. These uniquely Bangladeshi vehicles represent how the city adapted to its exploding population through creativity rather than conventional infrastructure development.

Milestone Overview

Human haulers are essentially converted mini trucks fitted with two benches for passengers, designed to accommodate 11-14 people. According to Bangladesh Road Transport Authority (BRTA), there are 2,478 registered human haulers operating in the capital. Another source indicates a total of 18,025 registered nationwide with 5,156 in Dhaka alone, operating across 159 routes. These vehicles transport approximately 180,000 passengers daily throughout the city.

Popular routes include Mirpur-1 to Mohakhali, Khilgaon to Gulistan, Mirpur-2 to Farmgate, Shonir Akhra to Nilkhet, and Mohammadpur to Farmgate. Beyond these established networks, human haulers also serve essential functions during special occasions, such as ferrying passengers to ferry terminals ahead of Eid holidays.

Impact on Dhaka

At first glance, human haulers may seem like just another transport option, yet they represent a vital link in Dhaka’s mobility chain. For many commuters living in areas with inadequate bus service, these vehicles offer affordable transit options.

Economically, the leguna system operates on a hierarchical model. Each vehicle can earn approximately Tk300 per ride and complete 12-15 trips daily. From these earnings, drivers receive merely Tk50-80 per trip, whereas helpers—often children—earn just Tk10-20. This informal apprenticeship system perpetuates itself, as helpers eventually become drivers.

Legacy Today

Despite their utility, human haulers face significant challenges. Most concerning is their safety record—in 2017 alone, at least 48 people were killed and 81 injured in 39 accidents involving these vehicles. The Passenger Welfare Association of Bangladesh reported an even higher figure of 276 accidents that same year.

The primary safety concerns stem from structural design flaws and the prevalence of underage drivers. Research indicates the average age of leguna drivers is just 16 years, with helpers averaging around 8 years old. Moreover, the High Court imposed a partial ban on these vehicles in 2014, followed by a complete highway ban in 2017.

Regardless of legal restrictions, human haulers continue operating throughout Dhaka, highlighting both regulatory challenges and their essential role in the city’s transportation ecosystem. They remain what novelist Humayun Ahmed once called “a blessing for Dhaka’s roads”—a testament to Bangladeshi ingenuity in addressing urban mobility challenges.

Bicycles

_{Image Source: Global Voices}

From recreational pastime to practical commuting solution, bicycles have pedaled their way into Dhaka’s transportation landscape as a sustainable alternative to fossil fuel-dependent options.

Milestone Overview

Bicycles currently constitute only 2% of all vehicles in Dhaka despite non-motorized transport making up 51% of the city’s total traffic. The real cycling revolution began in 2011 when software developer Mozammel Haque founded BDCyclists, a Facebook community that now boasts over 132,600 members. This organization has successfully transformed public perception of cycling from merely a recreational activity to a legitimate commuting option.

BDCyclists made international headlines in 2016 when 1,186 members pedaled nine kilometers in a single line, breaking the Guinness World Record previously held by Bosnia and Herzegovina. The group organizes three weekly bicycle rides—Bike Friday, BDC Nightriders, and Josshila Saturday—plus annual rides celebrating national holidays.

Impact on Dhaka

The cycling movement offers compelling benefits for this congested metropolis:

• Time efficiency: Cyclists can navigate Dhaka’s traffic-choked streets significantly faster than motorists, with some commuters reporting journey times cut by two-thirds
• Health improvements: Regular cycling promotes cardiovascular health, boosts immunity, and aids weight management
• Environmental protection: Survey respondents cited environmental benefits as their primary motivation for cycling, with a mean score of +1.63

Recognizing these advantages, Dhaka North City Corporation (DNCC) initiated the city’s first dedicated 9.5-kilometer bicycle lane in Agargaon. Completed in 2020 at a cost of approximately Tk694 crore, this infrastructure represents the government’s commitment to sustainable transportation.

Legacy Today

Currently, bicycles are gaining popularity primarily among educated young adults, with 34% of users falling in the 26-30 age bracket. Nevertheless, challenges persist—the absence of dedicated lanes, speedy vehicles, and inadequate parking facilities remain major deterrents.

Studies reveal significant demographic variations in cycling adoption. Men cycle more frequently than women, while attitudes toward barriers differ between employees and students. Income levels likewise influence perceptions about cycling’s practicality.

Looking ahead, bicycles could potentially transform Dhaka’s transportation ecosystem if adequately supported. The cycling revolution continues to gain momentum through community engagement, social media promotion, and increasing government recognition of bicycles as a legitimate transportation solution for one of the world’s most congested capitals.

Motorbikes and Ride-Sharing

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The digital revolution transformed Dhaka’s transportation landscape when ride-sharing services emerged, simultaneously creating new opportunities and challenges for the congested capital.

Milestone Overview

Ride-sharing in Bangladesh began on May 7, 2016, with an app called “Share A Motorcycle” (SAM). After Uber launched UberMOTO in November 2017, numerous competitors quickly entered the market. Currently, more than twenty companies operate in Bangladesh, including Pathao, Uber, MUV, Shohoz, and PiickMe.

The introduction of ride-sharing services triggered an unprecedented surge in motorcycle registrations. Between 2016-2019, motorcycle registrations experienced a substantial increase, with sales jumping by 50% during 2015-2017. Particularly telling, the Bangladesh Road Transport Authority (BRTA) registered 75,251 motorbikes shortly after Uber and Pathao launched their services.

Impact on Dhaka

Economically, ride-sharing created employment for approximately 40,000 drivers. Full-time drivers typically earn between Tk 30,000-50,000 monthly, whereas part-timers make Tk 12,000-15,000. The Policy Research Institute estimated the ride-sharing industry’s market value at Tk 2,200 crore in 2018, representing about 23% of Bangladesh’s transportation sector.

Research indicates that approximately 28% of former public transport users have switched to ride-sharing services. Although these services complement existing modes without eliminating them, they allow users to navigate traffic more efficiently—ride-sharing motorbikes can travel at 16 km/hour compared to Dhaka’s average traffic speed of 7-8 km/hour.

Legacy Today

The number of motorcycles in Dhaka reached approximately 1 million after the ride-sharing guideline was passed in 2017. According to BRTA, 43 lakh registered bike riders existed in the city as of January 2024. This explosive growth has raised safety concerns—the proportion of motorcycle accidents increased from 22.5% in 2020 to 23.4% in 2021.

Henceforth, ride-sharing faces several challenges. Safety concerns persist as accidents involving motorbikes continue to rise. Economically, riders report declining earnings as more vehicles flood the market. Finally, 87% of respondents in one study believe owning a private vehicle remains essential despite ride-sharing options.

Behind the convenience of app-based mobility lies the reality that Dhaka now has more motorbikes than the entire United States added during the same period—a transformation with profound implications for the city’s transportation future.

Public Buses

_{Image Source: Wikipedia}

Serving as the backbone of Dhaka’s mass transit system, public buses transport a staggering 10 million passengers daily throughout the metropolitan area. This impressive figure represents 47% of all daily trips in the capital, making buses the dominant mode of public transportation despite their notorious challenges.

Milestone Overview

Public buses in Dhaka operate under a fragmented ownership model, with most services provided by numerous private companies and a minority run by the state-owned Bangladesh Road Transport Corporation (BRTC). According to BRTA data, 3,794 buses from 75 companies have official route permits, yet 871 lack fitness clearances. The Dhaka Road Transport Owners’ Association claims the actual number is higher—approximately 5,000 buses operated by 120 companies.

The system spans over 300 routes, many overlapping, creating inefficiency and confusion. BRTC’s operational fleet includes Ashok Leyland double-deckers and single-deckers from various manufacturers, yet many remain out of service or are rented to institutions.

Impact on Dhaka

Presently, buses significantly influence urban development patterns in Dhaka, determining where businesses locate and residential zones emerge. For lower-income households, public buses represent an economically viable transportation option compared to private vehicle ownership.

Moreover, studies indicate that improvements to the bus system could potentially reduce two-car household ownership by 5.88% and usage by 15.22%, resulting in a 15% reduction in emissions. This highlights buses’ potential role in addressing Dhaka’s environmental challenges.

Legacy Today

Clearly, the current system suffers from critical shortcomings. The Bangladesh Road Transport Authority indicates Dhaka requires 7,043 buses on 110 routes, yet only 4,500 are operational—merely two-thirds of the needed fleet. Consequently, passengers endure irregular service and extended wait times.

For this reason, major infrastructure developments are underway, including a 20-kilometer bus rapid transit (BRT) system connecting Gazipur to Dhaka airport. Scheduled for completion by December 2025, this project promises to transform public bus transportation with dedicated lanes and electric buses—potentially offering a sustainable, low-carbon alternative to the current chaotic system.

Private Cars and Microbuses

_{Image Source: The Daily Star}

Private vehicles represent a paradox in Dhaka’s transportation ecosystem—symbols of prosperity that nonetheless contribute substantially to the city’s notorious traffic congestion.

Milestone Overview

The automobile journey in Bangladesh’s capital began in 1904 when Nawab Salimullah imported the first car from Kolkata. Throughout most of the 20th century, car ownership remained relatively low, with Dhaka having one of the lowest rates among Asian cities in the early 1990s.

Yet, over time, private car numbers have surged dramatically. Registered private passenger cars in Dhaka increased from 163,004 in 2010 to 296,593 by June 2020—an astonishing 82% growth in just a decade. This rapid expansion occurred alongside minimal growth in public transport options, as evidenced by only 10,806 registered minibuses in 2020 compared to 9,490 in 2010.

Impact on Dhaka

The influence of private cars on Dhaka’s transportation system is disproportionate to their ownership rates. Consider these striking statistics:

• Only 6% of Dhaka residents own private cars, yet these vehicles occupy 76% of the city’s roads
• Private cars operate with a low occupancy rate of just 1.42 passengers per vehicle
• The average traffic speed in Dhaka has dropped from 21km to 7km per hour over the past decade
• Congestion costs the economy approximately BDT 779.99 billion annually

In practical terms, three private cars carrying about 12 people occupy the same space as a bus that could accommodate 36-40 passengers. Hence, the inefficiency of space utilization contributes substantially to gridlock throughout the city.

Legacy Today

Currently, Dhaka suffers from fundamental infrastructure limitations—only 7% of the city is covered by roads, compared to 25% in Paris and Vienna or 40% in Washington and Chicago. Moreover, the capital lacks an integrated road network, characterized by narrow streets, discontinuous pathways, and staggered junctions.

Transport experts warn that continuing increases in private car numbers will create “anarchy” in Dhaka’s traffic system. Therefore, addressing this challenge requires both restriction of private vehicle growth plus expansion of public transit options. As noted civil engineering professor Dr. Shamsul Haque emphasized, “the government must increase the number of public transport, such as buses, and bring discipline to the traffic sector”.

Shuttle Services

_{Image Source: Hazrat Shahjalal International Airport (HSIA)}

In a city plagued by transportation challenges, shuttle services have emerged as tech-enabled solutions providing safe, reliable transit options for specific communities within Dhaka.

Milestone Overview

The pioneer in this segment, Shuttle, began its journey on July 15, 2018, with merely two micro-buses targeting university students. After receiving tremendous response, the service rapidly expanded to six routes across Dhaka. The startup successfully raised BDT 156 million from investors including Robi Axiata Limited, Bangladesh Angels, and Accelerating Asia.

Initially focused exclusively on women travelers, Shuttle has diversified its offerings over time. Currently, the service operates on seven women-focused routes including Dhanmondi to Rampura, Mirpur to Bashundhara, and Uttara to Gulshan, with fares starting from Tk 80.

More recently, Dhaka University launched its own shuttle bus service in November 2023 on a three-month trial basis, operating non-AC minibuses across three campus routes.

Impact on Dhaka

Shuttle services address a critical gap in Dhaka’s transportation ecosystem, especially for women concerned about safety. Each Shuttle vehicle accommodates 10-11 passengers in air-conditioned comfort, providing a middle ground between public buses and expensive ride-sharing options.

The economic impact extends beyond convenience—Shuttle completes approximately 1,000 rides daily, serving more than 30,000 users across 10 routes. Its business model potentially reduces traffic congestion by removing multiple private vehicles from streets.

Legacy Today

Recognizing evolving market needs, Shuttle has rebranded with a new tagline, “Ride Forth, Everyday,” moving beyond its women-centric origins. The company now offers three distinct services: Shuttle for Women, Shuttle for Business (corporate pick-and-drop service), and Shuttle for Rentals (car rental service).

Clearly, the concept has inspired others. Tasnia Atique recently launched “Women’s Shuttle,” featuring minibus-like vehicles with female assistants and dedicated helplines. This service offers fixed daily rates through 20-day subscriptions, primarily targeting the Mirpur 12 to Bashundhara corridor.

As Dhaka struggles with insufficient public transportation, these shuttle services represent an innovative middle ground—bridging the gap between overcrowded public buses and expensive private options.

Water Taxis in Hatirjheel

_{Image Source: Dhaka Tribune}

Amid gridlocked streets, Dhaka’s water bodies offer an unexpected transportation alternative. The Hatirjheel water taxi service, launched on December 16, 2016, transformed the city’s largest water reservoir into a vital transport artery connecting eastern and western parts of the capital.

Milestone Overview

Initially starting with just four vessels, the service now operates with 14-16 water taxis cruising from 6:00am to 10:00pm daily. These vessels run on four established routes: Gudaraghat in Gulshan-1 to FDC, Merul-Badda to FDC, FDC to Merul-Badda, and Gudaraghat. The fare structure remains affordable—Gulshan-1 to FDC costs Tk 30, FDC to Rampura Tk 25, and Rampura to Gulshan Police Plaza merely Tk 10.

The vessels themselves vary in capacity, carrying between 30-45 passengers per trip, though larger boats can accommodate up to 90 passengers on busy days. Each taxi is constructed from unsinkable fiberglass, equipped with life jackets and lifeguards for emergency situations.

Impact on Dhaka

The time-saving advantage stands out most prominently—a journey from Gulshan-1 to Karwanbazar that typically takes an hour by road requires only 15 minutes via water taxi. This efficiency has attracted considerable ridership, with approximately 1,200-1,500 tickets sold daily, increasing further during holidays.

Beyond time efficiency, the service has improved connectivity between previously disconnected neighborhoods, enabling easier travel to Karwan Bazar, Moghbazar, Dilu Road, Eskaton, Bangla Motor, and Tejgaon from eastern areas including Badda, Gulshan, Rampura, and Khilgaon.

Legacy Today

Certainly, the service faces ongoing challenges. Water pollution presents a significant issue as waste regularly dumps into the lake. Furthermore, fluctuating water levels during dry seasons complicate operations.

Nevertheless, the overwhelming public reception has prompted expansion plans. A new route from Gulshan Police Plaza to Rampura Bridge was added in January 2018 with a fare of Tk 15. Future expansion may eventually connect to Gulshan Lake through Baridhara, potentially creating a more comprehensive water transportation network throughout Dhaka’s eastern districts.

Metrorail (Mass Rapid Transit)

_{Image Source: Wikipedia}

Dhaka’s skyline has been reshaped by the elevated tracks of MRT Line 6, representing Bangladesh’s first mass rapid transit system and most ambitious transportation milestone to date.

Milestone Overview

The journey began on June 3, 2013, when the government established Dhaka Mass Transit Company Limited (DMTCL) to develop Bangladesh’s first metro rail network. Despite being numbered as Line 6, this project marks the country’s inaugural rapid transit line, operational since December 2022. The line connects Uttara North to Motijheel through 16 stations across 21.26 kilometers of elevated track.

Construction progressed in phases—Phase 1 (Uttara North to Agargaon) opened on December 29, 2022, followed by Phase 2 (Agargaon to Motijheel) on November 5, 2023. A third phase extending to Kamalapur is expected by December 2025. This megaproject required an investment of ₳21,985 crore, with Japan International Cooperation Agency providing 75.45% as a low-interest loan.

Impact on Dhaka

Indeed, the metro has dramatically transformed commuting experiences—reducing travel time from Uttara to Motijheel to merely 40 minutes, a journey that typically took hours by road. Each day, the system can transport approximately 60,000 people per hour, serving around 0.7 million passengers daily.

Beyond time savings, the metro generates substantial economic benefits:

• Daily savings of ₳8.38 crore in travel time costs
• Additional ₳1.18 crore saved in vehicle operational expenses
• Annual economic benefits totaling ₳3,489.40 crore

Importantly, MRT Line 6 operates solely on electricity, reducing greenhouse gas emissions and improving air quality throughout the capital.

Legacy Today

Currently, the metro carries over 403,164 passengers on peak days, yet faces financial sustainability challenges—needing to earn ₳3 crore daily to meet operational costs. Consequently, DMTCL has developed plans for commercial station plazas to generate additional revenue.

Looking ahead, this represents just the beginning of Dhaka’s rapid transit vision. By 2030, DMTCL aims to complete a comprehensive 140.7-kilometer network with six MRT lines and 104 stations, fundamentally transforming how Bangladeshis navigate their capital city.

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