Dhaka recently ranked as the world’s third least liveable city in the Economist Intelligence Unit’s (EIU) Global Liveability Index 2026, for the second consecutive year. This reflects a transport crisis that deepens congestion, air pollution, waterlogging, and extreme heat. So, the government’s plan to introduce some 1,400 electric buses offers a chance to do more than replacing diesel-run buses. If implemented strategically, it could ease congestion and reduce emissions for a greener, more sustainable city. But that will only happen if the initiative is treated as transport reform, not simply as a way to introduce a new fleet of buses.
Dhaka’s transport system is unfortunately built in a way that directly contributes to its residents’ dependence on private vehicles. City dwellers largely have two options for public transport: either the single operational metro line or a combination of state-run and private buses. This leaves at least 3.66 crore people grappling with overcrowded, unreliable, poorly maintained local buses. Unsurprisingly, those who can afford alternatives choose private cars, CNGs, motorcycles, or ride-sharing services. Yet, these vehicles carry relatively few passengers while occupying a disproportionate share of Dhaka’s limited road space. A reliable bus network would ease congestion and free up the road space. The extra space could be utilised for planting trees and modular urban furniture to make for an inclusive urban environment as the city prepares for a hotter future.
The environmental and public health benefits of e-buses hinge on whether a significant number of commuters switch from private vehicles to public buses. Regulation alone cannot bring about this transition. E-buses must become a genuinely convenient option for Dhaka’s daily commuters, generating a demand that in turn gives local bus operators a commercial incentive to adopt electric alternatives. This requires an improved e-bus service that ensures a seamless travel experience. People do not simply board a bus. They walk from their homes, navigate footpaths, cross roads, wait at bus stops, ride to their destination, and often transfer along the way. If any link in this travel chain is disrupted, the “journey by bus” loses its appeal. The challenge, then, is to identify leverage points within the transport system where relatively small interventions can transform the entire commuting experience.
The priority is expanding coverage. According to a report published on The Daily Star in November 2024, local buses currently operate on only 110 of the 386 routes approved by the Bangladesh Road Transport Authority. Large parts of the city therefore remain disconnected from the bus transport network, leaving many residents with little choice but to rely on private vehicles. Connecting underserved areas would make the e-bus network more inclusive and attractive to commuters.
Coverage alone, however, is not enough. Because every bus trip starts and ends on foot, pedestrian infrastructure is crucial for popularising buses as a transport mode. However, catching a bus in Dhaka often means navigating precarious footpaths, evading potholes, and walking through waterlogged roads during the monsoon. As cities around the world shift the focus to moving people, rather than moving vehicles, pedestrian mobility must become a central component in any transport reform. Another equally important consideration is safe road crossing. While footbridges facilitate road crossing, expecting pedestrians to climb long flights of stairs in Dhaka’s hot and humid climate is ridiculous. This explains why many continue to cross roads at street level. More frequent zebra crossings, timed signals, adequate lighting, and, where necessary on high-speed roads, accessible footbridges with elevators or escalators would create a transport system that is equitable for all.
Next, and perhaps the most critical element of improved bus service, is the design of the bus stops, which are largely absent from Dhaka’s streets. Bus stops need to be developed as welcoming public spaces rather than merely serving as stopping points. They should provide adequate waiting space, shading from the sun and rain, seating for those with limited mobility, and sufficient lighting to ensure passengers feel safe when travelling at night. These features appear to be minor interventions, but they often determine whether people choose public transport in their daily lives.
The consequences of getting public transport right extend far beyond daily commuting experiences. They shape where families can live, where their children go to school, and the opportunities they can access. Consider a middle-class family in Dhaka. Once their children start school, they face a difficult choice: buy a car, bear the high cost of daily ride-sharing, or relocate. Those who cannot afford these options are forced to compromise, either by settling for a poorly resourced nearby school or by enduring a daily commute in vehicles exposed to Dhaka’s pollution. Therefore, a well-designed and affordable bus system would ensure that access to opportunities is not constrained by transport, making the city more inclusive.
Ultimately, the success of the e-bus initiative will be measured by the number of people who voluntarily choose e-buses over other modes of transport. That choice will depend not only on the availability of e-buses, but on a transport system designed around people rather than vehicles. If Dhaka gets this right, electric buses will be remembered as the beginning of a transport system that is sustainable, human-centric, and capable of delivering the more liveable Dhaka that the city’s residents yearn to witness.
Maisha Bint Salam is a civil engineer, currently pursuing master’s at the University of Cambridge in the UK.
Views expressed in this article are the author's own.
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