The mountain of chaos, irregularities, and passenger dissatisfaction that defines Dhaka’s urban transport is no longer exclusive to private operators, the state-owned Bangladesh Road Transport Corporation (BRTC) has become indistinguishable from the rest.
Despite being intended as a model for public transport, BRTC buses are leaving passengers deeply frustrated by a persistent breakdown of discipline.
Regular scenes include the collection of excessive fares and the boarding or discharging of passengers at unauthorised locations.
During the afternoon rush at the Shahbagh intersection, the road under the metro rail station frequently grinds to a halt as two BRTC double-decker buses stop in the middle of the thoroughfare.
Drivers often ignore designated bus stops located only yards away.
As passengers scramble to board and alight, long queues of vehicles form behind them.
While traffic police officers attempt to manage the flow with whistles, there is often no visible action taken against the state-owned vehicles; typically, the buses are simply waved forward after several minutes.
This scenario has become a common sight across the capital’s most vital hubs, including Banglamotor, Farmgate, Mohakhali, Science Lab, and Motijheel.
Negative impact on road culture
Rather than establishing a standard for law-abiding transport, BRTC buses block multiple lanes and ignore bus bays, contributing significantly to the city’s gridlock.
What was meant to be a model of orderly transport has, for many, become a symbol of urban disorder.
Prof Md Hadiuzzaman, a transport expert and professor at BUET, told TIMES of Bangladesh that when a state agency openly flouts rules, it has a negative impact on the entire road culture.
“Private transport operators then assume that breaking rules to catch passengers is normal,” he said, noting that discipline and safety are sacrificed in the race for passengers.
Preferential treatment and service decay
The issues extend beyond traffic violations to widespread allegations of overcharge. Passengers have grown resigned to paying arbitrary fares instead of rates based on distance.
Currently, the BRTC leases its buses to private operators, though it often retains its own drivers. These lessees frequently benefit from “special advantages” by virtue of the company’s state status.
While private buses face immediate cases or fines for violations, BRTC buses often escape with mere warnings, creating a perception of unwritten immunity.
However, Mohammad Abu Taher, additional deputy commissioner (Traffic-Wari Division) of Dhaka Metropolitan Police, told TIMES that claims of BRTC escaping fines are “not entirely true.”
He insisted that video cases are filed against government vehicles and action is taken even if paperwork is missing.
He did, however, admit that some fitness-compromised buses remain in operation and that BRTC violations might be “less visible” in some instances.
Passenger grievances
The quality of service remains a major point of contention. Nazma Begum, a regular commuter, reported that buses scheduled to depart every 10 minutes often take 40 to 50 minutes.
She highlighted the lack of functional fans, broken air conditioning, and the lack of any boarding discipline.
Another passenger, Moniruzzaman, noted that maintenance, design, and cleanliness are severely neglected despite the high expectations the public holds for state services.
Experts argue that BRTC’s original mandate was to provide service, not to compete for profit. Prof Hadiuzzaman told TIMES that in modern states, government transport should ensure proper route planning, punctuality, and the use of designated bays.
Urban planner Adil Mohammed Khan added that the BRTC is currently failing its essential role in the balanced trip-sharing and regulation required for a megacity.
Transport expert Shamsul Hoque told TIMES that the role of a state agency should be to establish discipline through scientific route planning, skilled leadership, and rigorous management.
