A peek under the hood of Dhaka’s new traffic management system

For the past two months, Dhaka's traffic has been showing signs of discipline after years of chaos. The reason? Traffic signals have returned to key intersections in the capital, coupled with new diversions. 

Since August this year, the Dhaka Metropolitan Police's Traffic Division has reworked vehicle movement at 69 intersections by introducing simple, no-cost diversions. 

Furthermore, the Dhaka Transport Coordination Authority (DTCA), with technical support from BUET, launched a pilot semi-automatic traffic signalling system at seven critical intersections: Hotel Intercontinental, Banglamotor, Sonargaon (Karwan Bazar), Farmgate, Bijoy Sarani, the Chief Adviser's Office, and Jahangir Gate.

For a megacity of more than 20 million people and over 1.2 million registered vehicles, with numbers rising every year, the results offer optimism, even though experts say that a full solution is still distant.

How the system works

A semi-automatic system allows operators to manually adjust signal durations depending on traffic volume, a crucial feature in a city where sudden surges are the norm. According to drivers and traffic police alike, congestion has eased noticeably at these junctions, even as behavioural change lags behind infrastructure.

Behind the visible lights is a coordinated operation involving multiple agencies. At each intersection, small control booths have been set up and are staffed by a controller, traffic police, and BUET technicians. Depending on traffic conditions, the signals can run automatically or be adjusted manually.

BUET has trained DMP personnel to operate the system, while public awareness campaigns are underway through leaflets, social media, and television. The aim is not just to move vehicles, but to retrain road users long accustomed to chaos.

The broader plan covers 23 intersections along the High Court–Airport corridor. The project is jointly funded by Dhaka North and Dhaka South city corporations, with an estimated total cost of Tk20 crore.

Mohammad Rabiul Alam, Additional Executive Director (Transport Master Plan, Traffic, and Transport Infrastructure) at DTCA, said earlier attempts had failed because agencies worked in silos. "Dhaka has tried signal systems several times, but they failed due to poor coordination," he said.

"This time, we are getting positive feedback. People need time to adapt; we are working closely with the city corporations and DMP," he added.

The city corporations are responsible for installation and related infrastructure. Nayeem Rayhan Khan, Executive Engineer (Traffic Engineering Circle) at Dhaka North, said signals have already been installed at five intersections under the city corporation, with work ongoing at 10 more.

"We expect to finish by December. So far, Tk4 crore has been spent on fencing, footpath upgrades, and related work," he said.

Dhaka South is also following a similar path. 

Rajib Khadem, Superintending Engineer (Traffic Engineering Circle), said two signals, Gulshan-1 and 2, are already operational, with six more being installed.

"This time, we are using locally developed technology, which has significantly reduced costs while showing visible results," he said.

Both corporations expect the remaining 16 intersections to be completed by December. Alongside installation, they are focusing heavily on awareness campaigns through leaflets and social media, recognising that infrastructure alone cannot enforce discipline.

Learning from past failures

The optimism surrounding the current initiative is shaped by a long history of disappointment. Since 2001, more than Tk150 crore has been spent on traffic signalling systems that eventually became decorative poles. Drivers ignored red lights, and traffic police reverted to manual control.

Even in the late 1980s, traffic lights once functioned effectively at strategic intersections such as Shahbagh, ensuring vehicles stopped at red signals and pedestrians crossed safely. Later digitalisation efforts consumed hundreds of crores of taka and failed, undone by poor planning, unregulated vehicles, and a lack of enforcement.

Professor Moazzem Hossain of BUET believes the lesson is finally being taken seriously. "African countries, though economically behind us, have successfully improved traffic management through signalling systems," he said. "It is a failure on our part that such measures were not implemented earlier."

According to Moazzem, the current system can be developed gradually over the next two to three years, if discipline is enforced. "Strict action must be taken against those who ignore the signals," he said.

He outlined the conditions for success: buses restricted to designated parking areas, tighter control of battery-run rickshaws, and roads and footpaths cleared of hawkers. "Dhaka has at least 100 major intersections; installing traffic signals in 50 of them in phases could instil much-needed discipline among road users," he added.

Moazzem was blunt about the past. Most earlier projects, he said, were a waste of money due to flawed implementation, wrong solutions, and unregulated vehicles. "If the running project continues with proper management, then it will work," he said.

Momentum for the current effort gathered in October last year, when interim government Chief Adviser Muhammad Yunus met BUET professors Moazzem Hossain and Md Hadiuzzaman to discuss short-, medium-, and long-term traffic solutions. That meeting led to the decision to install new signal lights using locally developed technology, at a fraction of earlier costs.

The result is not a miracle cure, but a visible shift. Intersections that once swallowed 15 minutes now release traffic in three.

Drivers feel the difference

Rakibul Islam, a CNG driver, said traffic jams have visibly declined. "We can cross intersections five times faster now. But we are still not used to relying on the signals. Unless a traffic officer waves us through, most drivers hesitate to move even when the light is green," he said.

For him, another change matters just as much. "The best thing is that there are no rickshaws on the main roads. They were the ones who used to slow traffic down," he added.

Though not everyone is convinced the pressure on the roads has eased equally. 

Tuhin Ahmed, a Pathao motorcycle rider travelling from Farmgate towards Shahbagh, stopped at Karwan Bazar when the signal turned red. Most other vehicles did not. Eventually, a traffic officer had to intervene, using hand signals to halt the incoming flow.

"I thought the new signal system would bring order and ease the pressure on traffic police," Tuhin said. "But it feels the same as before. Those of us who follow the signals just end up waiting longer."

DMP traffic constable Selim Reza also acknowledged improvement but was clear about the limits. "Most drivers still do not follow the signals willingly. But we strictly maintain the signals now," he said, suggesting that consistency, long missing from past attempts, may finally be taking root.

For commuters, the impact is changing routines. 

Niladri Haque, who crosses Bijoy Sarani daily, said the difference is huge. "Previously, this signal used to be a nightmare for us commuters. It often took 15–20 minutes, even sometimes more than 30 minutes, for us to cross. But now we can cross it in 2–3 minutes," she added.