Why Dhaka struggles to maintain what it builds
Dhaka keeps building public facilities but often fails to plan for what comes next. Without proper maintenance, oversight and funding, roads, parks, toilets, footbridges and other facilities deteriorate soon after construction
A few weeks ago, I was returning from Gulshan in a CNG-run autorickshaw when the driver took the Hatirjheel road.
Within minutes, we left Gulshan behind, without having to navigate narrow neighbourhood roads or take long detours through congested intersections. Before Hatirjheel opened, travelling between Gulshan, Rampura, Moghbazar and Karwan Bazar took much longer.
"Hatirjheel has changed commuting in this part of Dhaka," said Md Billal Hossain, who has been driving in the capital since 1997.
Then he pointed towards a darker section beside the lake. He did not like stopping there at night. If his vehicle broke down, his first concern would be his safety.
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The road reflected both sides of Hatirjheel. Vehicles were moving quickly past potholes, unlit sections and stretches where the lake's smell seeped into the CNG.
Opened in 2013, Hatirjheel was designed to improve drainage, retain rainwater, ease traffic and create public space. Its roads carry thousands of vehicles daily, while people also walk around, exercise or hang out with friends.
But sewage continues to enter the lake, leaving parts of it dark and bad-smelling. Roads, walkways, drains and lights need repairs. Security remains a concern.
Police data reported in January 2025 showed that the Hatirjheel police station area recorded 19 murders, four rapes, 23 thefts and six muggings during the preceding six months.
In 2026, Hatirjheel was identified among 14 Dhaka areas experiencing heightened activity by organised criminal groups. Police responded with checkpoints, raids and surveillance. But poor maintenance does not cause every crime. Broken lights and neglected corners can make a public space feel less secure. As visitors avoid it, the area becomes more isolated.
Sharif Uddin runs a grocery shop and has lived in the Tejgaon area near Hatirjheel for seven years. Having the lake nearby is convenient, he said, but muggings and poor lighting in some parts make him worry about going there after dark. "Having this space nearby is useful, but we need to feel safe first," he said.
However, it's not just about Hatirjheel. Across Dhaka, almost every public facility has followed a similar path.
Built, then neglected
City corporation figures reported in late 2022 showed that 30 of Dhaka South's 91 public toilets were unusable. On the other hand, Dhaka North allocated Tk1.5 crore for toilet construction, repair and maintenance in the 2022–23 financial year. It had spent nothing in this sector the previous year.
A toilet needs water, electricity, cleaners, waste disposal and someone responsible for opening it every day. Some toilets managed through partnerships with professional organisations have performed better, with caretakers, cleaning schedules and small user fees helping to cover costs.
The difference is also visible on footbridges.
Maintenance costs and staffing should be considered before construction begins. We undertake many projects without considering whether we have the capacity to manage them. In Bangladesh, money comes for a project, but the money for maintenance does not.
Escalators installed at Airport and Banani were intended to help elderly people, children and passengers carrying luggage. But several remained closed for long periods. Those at the Airport footbridge, installed in 2017, reportedly worked only briefly. Officials cited dust, damaged belts and difficulties obtaining replacement parts.
Commuters still had to climb the stairs or risk crossing the road below.
Dhaka has around 93 footbridges under its two city corporations. A 2025 report published in a national English daily found broken steps, exposed rods, missing roofs, stagnant water and illegal occupation at several locations. Hawkers obstructed bridges at Shahbagh, Farmgate and Balaka Cinema Hall.
At the Paribagh area, there are large holes in the foot overbridge metal structure and badly corroded steps. People were sleeping there, while the area smelled of urine and human waste. The authorities eventually closed the bridge, forcing pedestrians onto the road below.
Officials said occupants were removed periodically but returned because there was no permanent supervision.
Passenger sheds face similar neglect. Some in Paltan and New Market have been occupied by vendors. Elsewhere, roofs are damaged and benches are broken or missing. Buses often ignore designated stops.
Community centres tell the same story on a larger scale.
A TBS investigation in 2021 found that most of Dhaka South's 36 centres were not properly serving residents. Ten were unused because they were considered risky, eight were occupied by government agencies, and 13 were described as risky but were still rented out occasionally. Only five had been renovated and were suitable for regular use.
Families seeking affordable venues were left with fewer options.
Panthakunja Park near Karwan Bazar shows how renovation itself can deprive residents of public space. Dhaka South City Corporation (DSCC) began work in January 2018, expecting to finish by June 2019. It stalled in October 2018 over a dispute with the Bangladesh Bridge Authority about planned expressway structures.
The park subsequently became a dumping ground, while tin fencing obstructed nearby footpaths. Expressway construction brought further disruption. In July 2026, project officials said ramp construction could finish within four to five months. More than eight years after renovation began, residents were still waiting for their park.
Dhaka's open-air cultural venues also struggle with upkeep. Suhrawardy Udyan's Mukto Mancha remains empty for much of the year, with damaged plaster, rubbish and poor sanitation making it unwelcoming. Rabindra Sarobar beside the Dhanmondi Lake remains active but faces flooding and irregular cleaning. Hatirjheel amphitheatre is prepared for major events, while surrounding spaces receive less consistent attention.
The cost of poor planning
Jatrabari wholesale kitchen market shows the cost of completing a building without a workable plan for its use.
Completed in 2015, the four-storey market was intended to accommodate 895 wholesale shops relocated from Karwan Bazar. The traders did not move, saying the building made loading, unloading and trading on upper floors difficult.
As the dispute continued, shutters were stolen, waste accumulated and parts of the building became garages. A project official later told TBS that the original project had no maintenance allocation, leaving no money even for security.
Poor planning left the market unused. The absence of upkeep accelerated its deterioration.
Dhanmondi Lake is now awaiting another major intervention. In August 2026, DSCC announced a Tk75 crore makeover to address waterlogging, repair infrastructure and improve recreational facilities.
Its busy walkways still attract students, families and joggers. But damaged seating, poor water quality and neglected structures have reduced its appeal. Earlier estimates put maintenance costs at around Tk12 lakh a month, excluding major repairs.
Who is responsible?
Some major infrastructure operates differently.
Metro Rail has a dedicated organisation, Dhaka Mass Transit Company Limited, responsible for running trains, staffing stations, cleaning and inspecting equipment. It has a permanent operator whose central task is to keep the service working.
That does not mean it is free of problems. An independent safety audit reported in 2026 identified structural, electrical and certification concerns. Bearing pads had earlier fallen from the viaduct twice.
These findings show the need for independent inspections and repairs beyond daily cleaning.
Padma Bridge also has an appointed operator, toll collectors, traffic management, security and maintenance funding. By January 2026, it had generated more than Tk3,000 crore in toll revenue over 43 months. Part of that revenue supports operations and repairs.
Jamuna Bridge operates under long-term maintenance contracts covering the bridge, approach roads, guide embankments, toll plazas and traffic management. It has needed major repairs after decades of use.
The Dhaka Elevated Expressway remains incomplete, and its construction has faced financial, administrative and environmental controversies. Its operational section, however, has an identified concessionaire responsible for toll collection, operations and maintenance.
Hatirjheel involves Rajuk, the city corporations, Dhaka Wasa, police and other agencies. Sewage, roads, security and waste collection fall across different institutions.
'Less interest in monitoring projects'
Md Nazrul Islam, chief urban planner of DSCC, told TBS that projects are planned for construction but often lack arrangements for what follows.
"Projects have engineering plans for implementation, but there is no management plan," he said.
"A plan is needed to manage these facilities, but nobody prepares it. Without a management plan, these facilities deteriorate after they are built."
Dr Adil Mohammed Khan, a professor of urban and regional planning at Jahangirnagar University, said maintenance costs and staffing should be considered before construction begins.
"We undertake many projects without considering whether we have the capacity to manage them," he said. "In Bangladesh, money comes for a project, but the money for maintenance does not."
Khan argued that larger, more expensive projects create greater opportunities for corruption while also increasing maintenance costs. Responsibility can remain unclear, with agencies expecting others to take charge. Poor construction and inadequate checks add to repair bills.
"There is considerable interest in undertaking projects, but less interest in monitoring them and auditing construction quality," he said.
He called for regular inspections and a clear way for residents to report damage. Around Hatirjheel, people should know where to raise concerns and whether anyone has acted on them.
"A small crack can evolve into a much bigger problem," Khan said. "If it is dealt with at the beginning, it costs less."
By the time my CNG reached Moghbazar, Billal had stopped talking about Hatirjheel and was concentrating on the traffic.
Behind us, vehicles continued along the route he had praised. It was still helping people move across Dhaka. Beside it, the dark water, potholes and unlit stretches showed how much work remained after the opening ceremony.
