Published: 01:28 AM, 30 August 2026
The Pink-Bus Paradox: Treating the Symptom, Not the System
Raihan Ahmed Sibbir
On 18 August 2026, the Bangladesh Road Transport Corporation (BRTC) launched 14 women-only pink buses from its Tejgaon depot. No sooner had the initiative been launched than criticism went viral. We also witnessed misogynistic and sexist comments on social media. Unfortunately, within a few hours of its launch, one of the buses was damaged after being hit by a Balaka Paribahan bus. Many netizens also expressed frustration and raised concerns about the planning, incident management protocols, driver training, heavy vehicle management, and other related issues. These are legitimate concerns. No one can deny that.
It is necessary to mention that this is not the first such initiative in Bangladesh. It is one of the most experimented initiatives in the city’s transport history. Similar initiatives have been repeated one after another, but none has lasted long. Dhaka’s women-only bus initiatives have repeatedly failed due to an insufficient number of buses, financial inadequacy, a lack of buses during peak hours, weak implementation plans, and unreliable services. BRTC initiated the service several times since the 1980s, but most of them were eventually abandoned. The private sector’s endeavour, the ‘DolonChapa’ service, was taken over by Rangs Group in June 2018, but it was also an abortive attempt, as it was reportedly unable to generate sufficient profit.
So, the experience shows that without proper planning, subsidy, a reliable operational mechanism, and adequate training for drivers, this pink-bus initiative is likely to face the same challenges. We would like to congratulate the authorities for taking the initiative. But to sustain it, proper planning and a feasibility study are crucial, although the authority has not yet published any feasibility study or report. More importantly, one very important question is being overlooked: why do we need to introduce a distinct bus system for women rather than improving the existing one? Are we planning to cure the disease, or are we simply ignoring the root causes that need to be addressed?
We are planning for a safer and more women-friendly society, but we never question why safety should be limited to bus services alone. Is there any assurance that a woman is safe after she gets off the bus? We can refer to numerous research surveys on harassment against women in public transport. Research conducted by leading organizations such as BRAC, ActionAid, the United Nations Development Program, BRAC University’s School of Public Health, and the Aachal Foundation has found that between 63 and 94 percent of women experience harassment on public transport (BRAC, 2018; ActionAid Bangladesh, 2015; United Nations Development Program et al., 2022; Bari et al., 2025; Aachal Foundation, 2022). These findings are deeply disturbing.
The question is whether a small fleet of pink buses can address a problem of this scale, particularly when Dhaka is simultaneously experiencing such high levels of harassment. As a result, the government must take systematic safety measures to tackle this problem rather than simply painting another bus.
Dhaka runs roughly 7,500 buses across nearly 100 routes, operated by more than a hundred companies, yet the existing fleet remains insufficient to meet the city’s enormous demand. This means the system is already in crisis when it comes to meeting the city’s transport needs. It is unable to supply the level of service required by the population. In this regard, introducing separate buses exclusively for women may further fragment an already inadequate supply. According to BRTC officials, the 54-seat buses reserved for women remain vacant after the two peak hours, while the fares collected do not cover the fuel costs, let alone the full operating costs.
Another important issue is the social context. In a deeply patriarchal society like ours, where the rate of harassment is high, introducing a separate women-only bus service could create an unintended social expectation that women should use the separate service rather than common buses. Drivers or conductors may raise the question, “Why are you getting on this bus when there is a separate service for women?” We have already seen instances of such attitudes. Similarly, the reservation of seats for women may be challenged by the same logic, with some men arguing that women already have a separate service.
To address this problem, digital monitoring through CCTV cameras, better lighting on streets and buses, and a prompt complaint-response system can improve safety. GPS tracking can also help authorities quickly identify buses when complaints are reported. Together, these measures can strengthen security, accountability, and women’s trust in using public transport. AI traffic cameras in Dhaka city can be a good example.
Raihan Ahmed Sibbir is a
postgraduate student in
Department of Public Administration, Dhaka University.
