United News of Bangladesh

A rising number of people across Bangladesh — from university students to auto-rickshaw drivers, and even schoolchildren — are increasingly engaging in online and informal betting, viewing it as a shortcut to a financial success. Despite legal prohibitions and growing social concern, gambling is quietly evolving into a mainstream activity, especially among those desperate for economic mobility. Online betting, although banned under the Public Gambling Act of 1867, has grown significantly in recent years, taking advantage of gaps in enforcement and widespread digital access. Online Gambling: A dangerous addiction for Bangladesh’s youths Millions Change Hands Daily According to reports, online gambling-related transactions in Bangladesh range from Tk 3 crore to Tk 5 crore daily through banking channels alone. This figure excludes large sums moved through cash and mobile wallets, suggesting the real amount could be much higher. A report from Glory Casino Bangladesh projected that the country's online gambling market would reach USD 62 million by 2024, with a compound annual growth rate of 4.7% between 2020 and 2026. Driven by Desperation High unemployment, limited economic opportunities and the appeal of instant wealth are fuelling the betting boom. Smartphones and affordable internet have made online betting platforms easily accessible — even to teenagers. “It’s like a shortcut to success,” said Naim, a 22-year-old university dropout from Narayanganj. “I don’t want to work for 10,000 taka a month when I can earn that in one night if I’m lucky," he said. The trend cuts across age groups. 50 lakh people involved in online gambling: Palak Rafiq, a 38-year-old auto-rickshaw driver in Dhaka and father of two, said, “My income isn’t enough to support my family. I started placing small bets with friends. Sometimes I win, most times I lose. But I keep hoping.” Psychological Toll and Youth Involvement Mental health professionals warn that betting addiction is becoming a silent epidemic. “Betting creates an illusion of control and quick wealth, but it often leads to addiction, debt, and broken families,” said Dr Samira Hossain, a clinical psychologist in Dhaka. “What’s worse is that underage individuals are getting involved without any regulation,” she said. A 16-year-old secondary school student, speaking on condition of anonymity, said, “Everyone in my class knows about betting apps. We talk about odds more than our lessons sometimes. It’s addictive, but it feels exciting.” A Legal Grey Zone Despite the legal ban, illegal online platforms continue to flourish using international servers and aggressive social media promotion. Law enforcement agencies admit that regulation is proving increasingly difficult. Over 2,600 gambling websites have been blocked, and steps are being taken to restrict access to related mobile applications. The government is currently coordinating with the Department of Telecom, National Telecom Monitoring Centre, Computer Council, BTRC, and the Cyber Security Agency to address the issue in a more integrated manner. Broader Economic Impacts Illegal betting is not just a social threat — it poses significant economic risks. Authorities have revealed that a large share of funds from online gambling operations is being siphoned abroad. In one case, a criminal group reportedly laundered Tk 200 crore through gambling-related channels. Other financial consequences include: Capital Flight: Significant amounts of money leave the country via illegal means such as cryptocurrency and unregulated payment apps, weakening foreign currency reserves and disrupting the financial system. Drain on Household Savings: Families, particularly from low- and middle-income backgrounds, are losing vital savings to gambling. This reduces expenditure on essentials and long-term investments. Crime and Fraud: There is a noticeable rise in scams, fraud, and money laundering linked to betting. People often borrow or steal money to place bets, leading to an uptick in crime and social unrest. Shadow Economy: As most of the betting takes place via offshore platforms, it does not contribute to the formal economy. There is no tax revenue, no regulated employment, and a growing informal economy. Mental Health and Productivity: Betting addiction is leading to anxiety, depression, and even suicides. It also results in productivity loss among the youth, fuelling dependence on social safety nets. Calls for Urgent Action Social experts and citizens are calling for a national-level intervention. “This isn’t just a legal issue — it’s a social one,” said Farzana Alam, an NGO worker. “We need to offer real opportunities to young people, or they’ll keep chasing fantasies online,”she said. Citizens have also urged the government to crack down harder on illegal betting platforms, tighten control over mobile financial services (MFS) and online transactions, and introduce public awareness campaigns to educate the youth about gambling risks. As the line between entertainment and desperation blurs, Bangladesh faces a troubling paradox — a generation gambling on hope, while the nation gambles on its future.  

Bangladesh is staring at a potential crisis as uncertainty looms over the future of its migrant workforce in Malaysia.  With legal migration routes facing significant hurdles, thousands of aspiring workers are at risk of turning to irregular and dangerous migration channels — a situation that could lead to economic setbacks and human rights violations. Every year, tens of thousands of Bangladeshis seek employment abroad. Malaysia being one of the most favored destinations due to its labor demands and relatively stable wages.  Remittances from these migrant workers constitute one of the country's largest sources of foreign currency, significantly bolstering the national economy. However, if the pathway for legal migration remains obstructed, the consequences could be far-reaching. “Without legal channels, many desperate workers will contact to brokers who will promise them to sent abroad for jobs through student or tourist visas, which will only increase the risks of exploitation and abuse,” said a migration expert requesting anonymity.  He said that irregular migration routes expose workers to life-threatening journeys, extortion, trafficking, and even death. Once reach at abroad, they become undocumented migrants resulting they often live in fear of arrest and deportation. For it, they have to lead to mental health problems, social isolation, and a life of constant instability, he added. Moreover, families who invest heavily in their loved ones’ migration sometimes taking loans or selling property, they fall in serious trouble failing of repay the money. “Many end up paying exorbitant sums to middlemen, leaving them in deep debt even before they find employment,” said a Dhaka-based labour recruiter. There is also an international dimension to the crisis. A surge in human smuggling and trafficking cases could damage Bangladesh’s reputation on the global stage, he said on condition not to disclose his identity. K.M. Mobarak Ullah (Shimul), proprietor of  Adeb Air Travels & Tours, said that general members of BAIRA are united in one demand--the immediate reopening of the labor market under any conditions.   “We are ready to comply with all the requirements set by the labor-receiving countries. Only the cronies of fascism are trying to impose unnecessary conditions on the labor market,” he claimed, " he added. Experts warned that the country risks being downgraded in the U.S. State Department’s Trafficking in Persons (TIP) Report — a move that could strain bilateral relations and development aid. Economically, the stakes are high. The loss of remittances from Malaysia, a key destination for Bangladeshi workers, could significantly weaken the country’s foreign exchange reserves. Already, concerns are growing that illegal channels might lead to an increase in unregistered remittances through informal “hundi” systems, further impacting national reserves and financial transparency. HC asks to submit progress report of refunding money of 17,777 Malaysia returnees The government, already under pressure to address rising economic hardship at home, could face additional financial burdens. “Support for deported migrants, repatriation of dead bodies, and psychological care for distressed workers abroad could add unexpected costs,” said an official from the Ministry of Expatriates’ Welfare and Overseas Employment. In light of these looming threats, experts and rights groups are urging the government to act decisively, he added. When his attention was drawn to the uncertainty over sending manpower in Malaysia, another  senior officer of Expatriates Welfare and Overseas Employment Ministry said that it need to pave the way for legal, ethical migration with zero tolerance for corruption in the manpower sector. “A strong mandate must be enforced so that recruitment agencies strictly follow government rules,” he said requesting anonymity. When he was asked although the government negotiates with Malaysian authorities and other labor-receiving countries, the fate of thousands of hopeful workers and the economic stability of Bangladesh hangs in the balance. For it, he replied that amid swirling speculation, propaganda, and political finger-pointing, the long-awaited gateway to Malaysia is finally set to reopen for Bangladeshi migrant workers.  He said for the tireless efforts and diplomatic acumen of Advisor Asif Nazrul, the Malaysian government has finalised the date for the next Joint Working Group (JWG) meeting, scheduled for the second week of May in Putrajaya. The move marks a significant breakthrough in the long-stalled labour migration process between the two nations and is expected to restore hope for thousands of aspiring migrant workers, he added.      

With Eid-ul-Azha, the second largest religious festival of the Muslim Ummah, fast approaching, excitement is steadily mounting across Bangladesh. The nation is preparing for nearly a fortnight of spiritual excitement and sacrifice, marked by the traditional buying and slaughtering of animals. Yet, this year, a growing sense of financial anxiety is threatening to overshadow the festivities. Eid-ul-Azha is synonymous with Qurbani—the ritual sacrifice of animals such as goats, sheep, cows and camels—symbolising faith and community spirit. Dhaka to have 22 cattle markets for Eid-ul-Azha 2024 In 2024, a total of 10,408,918 animals were sacrificed in Bangladesh, an increase of 367,106 from the previous year. Dhaka division saw the highest number of sacrifices, with 2,529,182 animals. The Department of Livestock Services (DLS) reported that 10,621,228 cattle were sold during last Eid, while 2,359,139 sacrificial animals remained unsold across the country. Interestingly, the lowest sales figures were recorded in Dhaka and Mymensingh divisions. Dhaka sold 25.20 lakh animals, followed by 19.74 lakh in Chattogram and 23 lakh in Rajshahi. A total of 12,980,367 animals were stocked for sacrifice nationwide. This year, however, growing concerns about affordability and availability are casting a shadow over the upcoming festival. Hasan Karim, a private employee from Mirpur, described the soaring prices as “crazy”, adding, “Every seller blames feed costs and transport, but nobody is thinking about our income. Our salaries haven’t increased, but everything else has.” Livestock traders and local vendors confirm that prices have surged sharply compared to previous years. The reasons cited include rising transportation costs, inflation, and higher prices for animal feed. Besides, droughts and livestock diseases in some regions have led to shortages, fuelling further price hikes. For many families—especially those from middle- and lower-income households—this has prompted serious rethinking. Collective sacrifices or donations through online Qurbani platforms are increasingly being seen as practical alternatives. “Eid-ul-Azha isn’t just about tradition—it’s about faith. But rising prices are pushing people to the edge,” said Farzana Hossain, a social worker from Mohammadpur. “If this keeps up, many will be left out of Qurbani entirely.” Cattle market observations show a nearly 30% increase in prices compared to last year, driven mainly by increased animal feed costs and overall inflation. Educational institutions may remain closed on Saturdays after Eid-ul-Azha: Edu Minister Mahmudul Hasan, a first-time buyer from Uttara, expressed his dismay: “I was excited to buy my first sacrificial animal last year. But after visiting Gabtoli market, I felt overwhelmed. Even a goat costs more than what I expected to spend on a cow.” Farmers report that the cost of raising cattle has risen significantly. Monthly rearing costs have jumped from Tk 12,000 to Tk 15,000 per animal. This spike is being passed on to consumers, many of whom are already grappling with reduced purchasing power. The situation in Dhaka is compounded by a reduced supply of animals in the local markets. Traders have scaled back their operations due to the risk of financial loss and logistical challenges. A cattle trader from Kushtia revealed that he reduced his transport to Dhaka from ten trucks last year to just four this year. This combination of rising prices and limited supply is prompting many to seek alternatives. Some are opting for smaller animals like goats, while others are joining group sacrifices to ease the financial burden. “We save all year just to perform Qurbani, but now it feels like even that isn’t enough,” said Salma Begum, a housewife from Narayanganj. “My husband and I are thinking about sharing a cow with two other families.” The pressure is mounting on government authorities and market regulators to stabilise prices, ensure fair availability, and prevent profiteering during this critical period. Measures are being taken to improve animal health inspections, establish designated markets, and uphold hygiene standards to facilitate a safe and dignified observance of the festival. Rafiq Ahmed, a schoolteacher from Dhaka, shared his concerns: “I bought a medium-sized cow for Tk 85,000 last year. This year, the same size is going for over Tk 1.2 lakh. I don’t know how I’m going to manage it. It feels like sacrificing an animal is becoming a luxury for the rich only.” As the festival nears, stakeholders, including government bodies, traders, and consumers, must work collectively to address the rising concerns. Transparency, affordability and animal welfare will be crucial to maintaining the sanctity and spirit of Eid-ul-Azha, many believe. Bangladesh requests Brazil to supply cattle during Eid-ul-Azha: State Minister Local farmer Azi Mohammed from Cumilla said he sold his cows earlier than usual this year. “We sold our cows earlier this time due to increasing rearing costs, as it will affect our profit,” he explained. Agro Farms Gear Up Around Dhaka To meet the soaring demand, several prominent agro farms around Dhaka have ramped up operations. These include Shah Agro Farm (Savar), Nahar Agro (Ashulia), Aftab Bahumukhi Farm Ltd (Gazipur), Deshi Agro (Dhamrai), and Bengal Meat Agro Farm (Keraniganj). These farms offer a range of high-quality cattle, goats and sheep, including native and hybrid breeds such as Deshi, Sahiwal, Friesian, and Brahma crosses, along with Jamunapari and Black Bengal goats. Prices are expected to start from Tk 60,000 for cattle and Tk 10,000 for goats, depending on size and breed. Digital Qurbani Building on the momentum of previous years, digital Qurbani platforms are more popular than ever. Farms are partnering with platforms like Qurbani Haat, ShobjiBazaar, and DeshiQurbani.com to facilitate online animal selection, video previews, virtual consultations, safe payment gateways and contactless delivery of either live animals or processed meat. With just weeks remaining before Eid-ul-Azha, the nation stands at a crossroads—between economic constraints and religious duty. The challenge now is to strike a balance that ensures no one is left behind in celebrating this sacred occasion.      

Beneath the overgrown grass and cracked tarmac of Cumilla’s abandoned airport lies a forgotten legacy—a once-thriving airfield that served the skies during the turbulence of World War II, now reduced to a training ground for drivers and a dilapidated road. For nearly five decades, the hum of aircraft engines has been silenced, replaced by the sighs of missed opportunities and administrative apathy.  Once bustling with activity, Cumilla Airport has remained neglected, its future grounded not by lack of potential, but by the reluctance of the authorities to invest in its revival. And yet, in the wind that whispers across its empty runway, there is renewed hope.  Civic leaders and business elites are uniting their voices, calling for the long-awaited resurrection of the airport—a move they say will ignite economic growth and draw much-needed foreign investment to the region. The story of this forgotten hub dates back to 1940, when the airport was constructed near Neura-Dhulipara as a military base during World War II. It faithfully served both military and civilian flights until 1976, with the army primarily operating it on domestic routes until 1966.  Thereafter, it was opened to the public for 10 short years before falling into disuse. Though passenger and cargo flights ceased long ago, the airport is far from obsolete. It continues to function as a vital signal relay station for international aviation, guiding 25–30 flights daily—most notably on Indian domestic routes and those heading to Agartala, Bangkok, and Singapore.  For this service, it earns a respectable Tk 30 to 40 lakh in monthly revenue. Despite its faded glory, airport officials believe that only a modest investment—approximately Tk 30 crore—could breathe life back into the runway. Cumilla Airport was originally established on 210 acres of land.  CA visits Cox’s Bazar International Airport construction site In 1999, 103 acres were handed over for the Cumilla  Export Processing Zone (EPZ), leaving the airport with 77 acres, much of which now lies fallow.  A private cattle farm grazes across a section of the property and the airstrip has slowly been reclaimed by nature. The airport’s jurisdiction now spans several localities under the Cumilla City Corporation—Neura, Dhulipara, Rajapara, Unaisar, Dishaband, and Rasulpur.  Roads once built for aircraft now serve the daily commute of city residents. Yet the bones of the airport remain intact. A skeleton staff of 22, including two officers, still watch over its quiet halls.  The terminal stands still, the air traffic control tower dormant.  What’s needed, officials say, are runway carpeting, fire services activation, and recruitment of skilled personnel. “Just a small investment could bring this airport back to life,” said Nasir Uddin Ahmed, Communication Networking Engineer at Cumilla Airport.  “If the government prioritises it, reopening the airport won’t take long," he said.  His optimism is shared by many in Cumilla’s business community.  Hazrat Shahjalal Airport’s Third Terminal: Opportunities and Challenges Discussed in Roundtable Jamal Ahmed, Vice President of the Cumilla Chamber of Commerce and Industry, sees the airport as a lifeline for industrial growth. “The airport’s reopening would make travel easier for foreign investors, leading to job creation for thousands. We urgently need the airport operational for the growth of Cumilla’s industrial sector," he said.  Md Firoz Khandaker, Managing Director of Khandaker Food Industries in Cumilla BSCIC, added, “We currently export products like vermicelli to Malaysia and India’s Assam. Soon, we plan to expand to Saudi Arabia and Dubai. If the airport were open, buyers could visit easily, and we could ship urgent goods by air.” Beyond industry, the airport carries sentimental and practical value for the local population. With one of the highest numbers of expatriates in the country, Cumilla’s need for a functioning domestic airport is both real and pressing. “Cumilla has one of the highest expatriate populations in the country,” said Ahmed Shoeb Sohel, General Secretary of Comilla Club.  “There is a strong demand for domestic flights and this airport could serve that need while boosting foreign investment," he said.  Flight operations suspension for 3.5hrs daily for 7 nights at Dhaka airport In this forgotten corner of Bangladesh, a sleeping runway awaits its second take-off.  The call has been made, the demand resounding. All that remains is the will to make it soar again.

While the world observes International Workers’ Day with speeches, processions, and pledges of solidarity, millions of workers across Bangladesh mark the day not with rest, but amid relentless struggle in pursuit of their daily bread. May Day, internationally recognised as International Workers’ Day, is observed on 1st May each year to honor the struggles and achievements of workers. In Bangladesh, it is a national holiday marked by political speeches, symbolic rallies, and public events. However, the majority of labourers, especially those in low-income and informal sectors, receive little to no tangible benefits or recognition on this day. From the early hours of the morning, rickshaw pullers, day labourers, garment workers, street vendors, and construction workers flooded the streets and job sites — not for celebration, but for survival. Despite May Day’s symbolic importance as a day of rest and rights for labourers, many in the informal sector say they simply cannot afford to stop working. “I know it's Labour Day, but if I don’t drive my rickshaw today, my family won't eat,” said Shafiq, a rickshaw puller in Dhaka’s Mirpur area. “No holiday for the poor.” In industrial zones like Ashulia and Narayanganj, several small garment factories remained in operation. Workers claimed they were asked to report at work or risk losing pay — or worse, their jobs. Labour rights organisations say such practices reflect a persistent gap between labour laws and their enforcement. Despite significant progress in the labour sector, including wage reforms and increased unionisation, informal workers — who make up over 85% of the total labour force in Bangladesh — remain excluded from many basic protections and benefits. “May Day should remind us of the dignity of work and the rights of workers,” said Shirin Akhter, a labour rights activist. “But for many in Bangladesh, it remains just another day of toil under economic pressure.” End police misuse at state level, ensure political neutrality: Eminent Citizens As rallies and official programmes took place in urban centres, these silent labourers  highlighted the stark divide between the ideals of May Day and the realities on the ground. As Bangladesh joins the global observance of International Workers’ Day, also known as May Day, the stark contrast between celebration and survival remains apparent across the nation. While official ceremonies honour the contributions of the working class, the daily grind continues for millions who have no choice but to labour even on this symbolic day. From rickshaw pullers in Dhaka to tea garden workers in Sylhet, day labourers, construction hands, and domestic workers resumed their routines as usual, underscoring a harsh reality — for them, a holiday is a luxury they cannot afford. “I’ve heard of May Day, but hunger doesn’t take holidays,” said Rahima Begum, a domestic worker in the capital’s Mohammadpur area. “If I don’t go to work, I don’t get paid. It’s that simple.” More work than words Bangladesh’s labour force is estimated at over 70 million, according to the Bangladesh Bureau of Statistics (BBS), with approximately 85.1% employed in the informal sector. These workers typically lack formal contracts, social security, health benefits, or union representation — making them vulnerable to exploitation and economic instability.

It is no exaggeration to call Dhaka the ‘City of Rickshaws’, as its streets are crowded with rickshaws, transporting schoolchildren, office workers, shoppers and busy passengers every day. Yet, despite their ubiquity, there remains a puzzling question: how many rickshaws actually operate on Dhaka’s streets? 78 battery-run autorickshaws seized during DNCC drive at Mirpur No Definite Answer from Authorities In an intriguing twist, no authority — be it city corporations, the Bangladesh Road Transport Authority (BRTA), the traffic police, or research organisations — seems to have an exact figure on the number of rickshaws plying the city's streets. Official Numbers vs. Reality: A Stark Mismatch According to Dhaka South City Corporation (DSCC), approximately 52,000 registered rickshaws operate within its jurisdiction, while Dhaka North City Corporation (DNCC) lists around 28,000 licensed rickshaws.   This brings the total number of officially authorised rickshaws to 80,000. But, urban transport analysts estimate that between 500,000 and 1,000,000 rickshaws are actually in operation across the two city corporations, with an estimated 80 to 90 percent of these rickshaws being informal, unregistered, or operating under duplicate license plates. Transport expert Professor Shamsul Haque said no one knows the actual number of rickshaws in Dhaka. According to him, no authority has ever taken responsibility or shown interest in determining the figure. He criticised the agencies responsible for oversight, pointing out that they have consistently failed to address the impact the excessive number of rickshaws has on the city's traffic flow. “They are completely unaware of the consequences of this situation. This reflects their negligence, incompetence, and lack of professionalism,” he said. The Rickshaw Economy In Dhaka, a rickshaw is more than just a mode of transport; it is a livelihood for many. Drivers, mechanics, garage operators, bodybuilders and owners are all part of an informal economy that relies on this transport mode. DMP takes action against 19,962 battery-run rickshaws in Dhaka during weeklong drive Rafiqul Islam, a former garment worker who switched to rickshaw driving after losing his job, explained how this job has enabled him to earn a living. “I earn around Tk 800-1000 daily, and I pay Tk 200 to the owner. The rest is mine.” When asked about licenses, he shrugged, saying, “That's the owner's issue. We just need to earn our bread,” he said. Rickshaws: A Fast Mode in a Congested City While rickshaws are often blamed for contributing to Dhaka’s chronic traffic congestion, they remain one of the most accessible and flexible modes of transport. Attempts to remove unauthorised rickshaws from the city streets have largely been unsuccessful, with many finding their way back into circulation. A senior officer of the traffic department under Dhaka Metropolitan Police (DMP) commented on the delicate balance between regulating rickshaws and ensuring basic mobility. “If we remove rickshaws, it creates a humanitarian crisis. But if we allow them freely, traffic becomes unmanageable,” the officer, who requested anonymity, explained. “There’s no middle-ground solution yet,” he said. The Risks of Unregistered Rickshaws Experts have raised alarms about the safety risks posed by the absence of a registration and identification system for rickshaws. In the case of accidents or crimes, unregistered rickshaws are difficult to trace. Ashis Kumar Dey, General Secretary of the National Committee to Protect Shipping, Roads and Railways, explained that many rickshaws run under the same license number. “One legitimate license number is often copied for 5 to 10 rickshaws. There is no effective mechanism to control this,” he said. He warned that this lack of regulation is causing chaos on the roads and urged the government to take immediate action, and suggested the urgent need for a policy that addresses rickshaw infrastructure development, establishes eligibility criteria for drivers, and includes provisions for short-term training. Proposals for Reform Analysts propose the creation of a centralised rickshaw database, the introduction of a digitised licensing system, and formal training and certification for rickshaw drivers. Besides, there have been calls for the introduction of a national ‘Rickshaw Policy,’ developed in consultation with rickshaw owners and drivers, aimed at creating a sustainable and inclusive urban transport management system. The Most Familiar Yet Uncounted Despite being one of the most visible forms of transport in Dhaka, rickshaws remain shrouded in a statistical mystery. Pedalled rickshaw drivers protest at Dhaka’s Shahbagh, demand ban on battery-run rickshaws While millions of people rely on rickshaws daily, the true number of rickshaws plying the streets remains a question with no definitive answer.    

It was midday on a busy Sunday. A speeding Ramzan Paribahan bus from Demra Staff Quarters area suddenly came to a halt opposite to Mouchak Market in Dhaka, with another from the same company stopping abruptly behind it as both appeared to be racing recklessly to pick up more passengers. At that moment, 45-year-old Synthia Islam, who was standing on the edge of the main road, was forced to jump onto the nearby footpath out of fear. She narrowly escaped being run over. Shaken and unable to speak at first, she eventually shared her harrowing experience. “Most footpaths in Dhaka are in a dire state and not suitable for pedestrians. On top of that, vehicles drive at reckless speeds-- all the burden falls on pedestrians,” Synthia said with a sigh. She was waiting for a bus to Shahbagh at the time. “Drivers race against each other on the roads. That’s why pedestrians become victims—some lose their lives while others are left permanently disabled. Families are devastated,” Synthia said. She believes the root cause is the lack of rules and enforcement. “Drivers engage in these deadly races just to complete more trips and pick up more passengers. That’s why these accidents happen,” the housewife added. Synthia’s words reflect the findings of a recent study conducted in collaboration with the Dhaka North City Corporation (DNCC) and Bloomberg Philanthropies Initiative for Global Road Safety (BIGRS). According to the research, in 2023, 123 people died in road accidents within the DNCC area. Of these, 87% were hit-and-run cases, and 61% of the victims were pedestrians. Motorcyclists were the next most affected group, comprising 24% of the victims. The study also revealed that 83% of the deceased were male. All the women who died in these accidents were pedestrians. The study, led by Dr Tanvir Ibn Ali, Surveillance Coordinator for BIGRS in Dhaka North, analysed data collected from the Dhaka Metropolitan Police (DMP) headquarters between October 2024 and February 2025. This included First Information Reports (FIRs) and written complaints from the DNCC’s 25 police stations in 2023. Airport Police Station Area Deadliest Researchers received reports of 117 fatal road accidents from DNCC’s 25 police stations. Airport Police Station had the highest number with 13 accidents, followed by Khilkhet (11), Uttara West (10), Mohammadpur and Mirpur (9 each), Turag and Banani (8 each), Hatirjheel and Darus Salam (7 each), Rupnagar and Bhatara (5 each), and several others with lower counts. No fatal road accident reports were received from Bhashantek, Dakshinkhan, Gulshan and Uttar Khan. Notably, 55% of the deaths occurred in just seven police station areas, with the most fatalities recorded on the east side of the Airport Flyover and Mirpur 1 junction. Hit-and-Run Incidents The study shows that most pedestrian deaths in Dhaka are caused by buses and trucks. More fatalities occur at night than during the day. Of the accidents reported, 87% were hit-and-run cases. Data-driven measures essential to curb road accidents in Bangladesh: Seminar Three primary types of collisions led to fatal accidents: pedestrian run-overs (65%), rear-end collisions (37%), and head-on crashes (6%). Collisions with roadside objects, parked vehicles, and during road crossings each accounted for about 1% of the deaths. Of these, 58% of the collisions involved pedestrians. In the case of motorbike-related deaths, 65% resulted from rear-end collisions. Who Are the Victims? In 2023, 61% of the 123 people killed in road accidents in Dhaka North were pedestrians, according to the report. The breakdown includes 75 pedestrians, 29 motorcyclists, 8 rickshaw pullers, 6 CNG auto-rickshaw passengers, 3 car passengers, and 2 bicyclists. The report says three out of every five road fatalities in Dhaka are pedestrians, and one in every four is a motorcyclist. Among the deceased, 83% were men. Of the 118 individuals for whom data were available, 98 were male and 20 were female. All 20 female victims were pedestrians, as were 50 of the 98 male victims. Men accounted for four out of every five road deaths, while two out of every five pedestrian fatalities were women. Most fatalities occurred among those aged 20–49. Specifically, 26 were aged 30–39, 24 aged 40–49, 21 aged 20–29, and 14 aged 50–59. Seven children were also killed, alongside one individual aged 70–79 and another over 80. Pedestrian fatalities spanned all age groups, with the highest number in the 40–49 bracket. Nighttime Deadliest The study noted that more people die per hour during the night. Twelve people died between 11 pm and midnight. Other high-risk time slots include 8–9 pm (9 deaths) and 4–5 pm (7 deaths). Which Vehicles Are to Blame? In 2023, buses were responsible for hitting 17 pedestrians, one bicycle, four buses, two CNGs, and five motorbikes. Trucks hit 15 pedestrians, one truck, three CNGs, 17 motorbikes and four rickshaws. Four-wheeled vehicles like sedans, SUVs, and microbuses struck seven pedestrians, two motorbikes, and one rickshaw. Motorbikes hit six pedestrians, one bus, and one four-wheeler. CNGs collided with four pedestrians, one bicycle, one other CNG and three rickshaws. Rickshaws were responsible for just one collision with a motorbike over the entire year. Of the 49 pedestrian fatalities reviewed, 17 were caused by buses, 15 by trucks, 7 by four-wheelers, 6 by motorbikes, and 4 by CNGs. In other words, one in every three pedestrian deaths involved a bus. For motorcyclists, the majority of fatalities were caused by trucks (19 out of 29), followed by buses (5), four-wheelers (2) and motorbike-on-motorbike crashes (1). Two-thirds of these deaths were due to truck collisions. Road Users Globally at Risk According to the World Health Organization’s Global Status Report on Road Safety 2023, at least seven people die in road crashes globally every three minutes. Though 60% of vehicles are in low- and middle-income countries, these countries account for 92% of all road deaths. In Bangladesh, WHO estimates 86 people die daily in road crashes—underscoring the dire state of road safety in the country. Over 600 killed in road accidents across Bangladesh in March Dhaka’s population density and economic activity are growing rapidly. Around 35% of Dhaka residents travel by bus, 5% by motorbike, 1% by bicycle, and 23% on foot—highlighting the significant risk to a large portion of road users. Recommendations The study calls for prioritising pedestrian safety to improve overall road safety in Dhaka. Recommendations include ensuring walkable footpaths, zebra crossings, speed bumps, and pedestrian refuge islands. It also suggests creating narrow lanes and slow-speed zones around schools and pedestrian-heavy areas, increasing designated bus stops, and redesigning existing ones to be more efficient and passenger-friendly. Given that buses and heavy vehicles are responsible for most injuries and deaths, the study recommends reducing their speed and addressing the dangers they pose. Improving police training for investigating hit-and-run cases is also advised. The report notes that if drivers believe they can escape punishment after killing someone, they will not be deterred from driving recklessly. Study Purpose When asked about the reason behind the research, Dr Tanvir Ibn Ali said, “Police document accident data, but beyond legal proceedings, they don’t really use it. We want to highlight how this data can be useful for road safety too. From the data, we get a complete picture. It helps us identify priority areas.” 322 people killed in 315 road accidents during Eid: Jatri Kalyan Samiti He went on to say, “We’re seeing that most deaths are caused by buses and trucks, and that certain junctions are more dangerous than others. Since we don’t have unlimited resources, we need to prioritise where to change infrastructure and who is most at risk. For law enforcement, knowing that motorbikes are causing more deaths or which areas see the most accidents helps them take targeted action.” Dr Tanvir said the data will assist policymakers and legislators, as it provides concrete evidence upon which decisions can be made. A broader study covering all of Dhaka from 2021 to 2023 is currently underway, he added.

Four bridges constructed at a cost of over Tk 34 crore remain out of use in three upazilas of Feni district due to the absence of approach roads, causing immense hardship for local residents. Communities in Sonagazi, Chhagalnaiya, and Daganbhuiyan upazilas have long been facing difficulties in commuting and transporting agricultural goods as the structures, though completed, lack the necessary connecting roads. Despite the bridge construction projects being completed several years ago, access roads were never built. This has sparked allegations of mismanagement and misuse of government funds among locals. According to sources at the Local Government and Engineering Department (LGED), the four bridges were constructed across the three upazilas. One of them is a 60-metre-long bridge built over the Chhoto Feni River on the Matubhuiya to Beker Bazar road. The bridge, constructed by M/s Saleh Ahmed, cost Tk 9.20 crore. Although the deadline for the project has passed, around 30% of the work, including the approach roads, remains unfinished. Another bridge, measuring 81 metres in length, was constructed over the Silonia River to connect Uttar Joylashkar and Omarpur in the same upazila.  The project, undertaken by M/s Haque Traders, began on 1 February 2021 and was scheduled for completion by 18 December 2023.  However, due to complications related to land acquisition, 7% of the work is still pending. Meanwhile, a 96-metre-long bridge named after Maulana Obaidul Haque was constructed over the Muhuri River at a cost of Tk 8 crore in Mohamaya Union of Chhagalnaiya upazila.  Monsoon Nightmare: Erosion threatens Padma Bridge Project site A bridge of similar size and cost was built over the Kalidas Pahalia River to connect Nawabpur to Bhora Bazar in Sonagazi upazila. Both structures remain unused due to unresolved land acquisition issues preventing the construction of access roads. A recent visit by this UNB correspondent revealed that the bridge over the Chhoto Feni River in Momarizpur, Daganbhuiyan upazila, stands 10 to 12 feet above the ground on ten pillars, with no connecting roads on either side. The same condition was observed at the bridge over the Silonia River in Uttar Joylashkar.  Despite the construction being completed three years ago, there is still no way for vehicles or pedestrians to access the bridge. Similarly, the bridges in Sonagazi and Chhagalnaiya upazilas are disconnected due to the absence of approach roads, rendering them unusable. As a result, locals are suffering greatly while trying to reach educational institutions and markets or transport agricultural products. Azharul Islam, a resident of Momarizpur, said, “The bridge was supposed to benefit us but has become a burden instead. There’s no way to climb onto it. My shop was demolished during construction and the contractor promised to rebuild it, but they vanished after partially completing the project.” Abdur Rahim from Uttar Joylashkar added, “It’s been over three years since the bridge was built, but still there’s no access road. We demand it be made usable immediately.” 200-feet long floating drum bridge becomes blessing for Lalmonirhat’s Patgram residents

Deeply concerned by the interim government's approval of a humanitarian corridor from the Chittagong Hill Tracts to Myanmar's Rakhine State, the BNP plans to launch initiatives with all political parties to resist the move, describing it as a threat to Bangladesh’s independence and sovereignty. Talking to UNB, three BNP standing committee members said they would take all possible steps, in consultation with other political parties, to mount pressure on the government to abandon this risky plan that could turn Bangladesh into a battlefield like Palestine. They said the BNP would either send a letter to the government or dispatch a delegation to meet the Chief Adviser to learn more about the Rakhine corridor. The BNP leaders said their party’s standing committee, at its meeting on Monday night, discussed the matter in detail with serious concerns. They said the meeting decided to engage with like-minded parties on the issue and simultaneously gather information on the government's actual intentions in this regard, as well as evidence concerning the real situation in Rakhine. Later, the party will present the entire matter to the nation based on facts and logic, highlighting that an unelected government, lacking the people’s mandate, has no authority to take decisions on such a highly sensitive issue. On Saturday, Foreign Adviser Touhid Hossain announced that the interim government, in principle, agreed to allow a humanitarian corridor under UN supervision, subject to certain conditions. He, however, did not provide further details on the matter. People won’t spare us if we follow AL’s path: Fakhrul to BNP followers BNP Secretary General Mirza Fakhrul Islam Alamgir, speaking at a programme on Monday, strongly objected to the decision, stating that the interim government should have consulted political parties beforehand, as the issue concerns the country’s independence, sovereignty and the future peace and stability of the region. “Such passages have been used to send aid to war-torn Gaza via Jordan. We do not want our country to become another Gaza… We don’t want to turn into another Gaza. We don’t want to see war anymore. We don’t even want anyone to come here and create trouble for us. We’re already in a big crisis with the Rohingya,” he said. Later that night, the BNP policymakers, in a virtual meeting presided over by party Acting Chairman Tarique Rahman, voiced similar concerns. “We have taken the issue so seriously that our meeting was entirely focused on this single issue. Almost all members of our standing committee expressed their anger over the interim government’s move to provide a humanitarian corridor for Rakhine State, Myanmar, without consulting political parties,” said a BNP policymaker. He said their party believes that an unelected government, without a mandate from the people, has no jurisdiction to make a decisions on matters related to the country's security and sovereignty. “In a context where a state of war prevails in Myanmar—where the military junta and the Arakan Army are engaged in a nationwide conflict, and the junta has halted all supplies to suppress the Arakan Army—we also discussed how reasonable it would be for Bangladesh to provide a humanitarian corridor, and whether that could pose a threat to the country’s security,” the BNP leader said. Khosru criticises Prof Yunus for backing interim govt option Another BNP policymaker said while Bangladesh has already been bearing the burden of over a million Rohingya, who were allowed in on humanitarian grounds, the country should not be dragged into another crisis by providing a humanitarian corridor. The BNP leader said the party has sympathy for the people of Rakhine, as UN reports indicate the region is currently facing a severe humanitarian crisis. “But Bangladesh must also understand the views of neighbouring countries, particularly China and India, on the issue.” At their meeting, he noted that a BNP standing committee member mentioned that the humanitarian corridor could be part of an international agenda to destabilise the region and possibly create a Christian state involving parts of the Chittagong Hill Tracts and Myanmar. He warned that if such plans are implemented, Bangladesh risks becoming another Palestine. Contacted, BNP Standing Committee Member Dr Khandaker Mosharraf Hossain said, “We are not fully aware of the matter yet. From media reports, we have learned that the government has unilaterally taken such an important decision without any discussion with the people or political parties.” BNP’s Khosru seeks immediate election roadmap for democratic transition He said they have heard that the government plans to allow the corridor on humanitarian grounds, with certain conditions. “But we do not know what those conditions are.” The BNP leader urged the government to clearly inform the nation about the decision and the specific conditions involved. “We, too, are gathering relevant information and evidence on the issue. We will also discuss it with relevant experts and stakeholders. Once we have done so, our party will announce its formal position,” he said. BNP Standing Committee Member Salahuddin Ahmed expressed astonishment over the government’s decision, saying, “If this decision is implemented, it will jeopardise Bangladesh's security, peace, stability, territorial integrity and national sovereignty.” He cautioned that any move which could potentially trigger military conflict with any party in Myanmar would pose a grave risk to Bangladesh. “So, such a sensitive decision must be taken with the utmost caution, based on consensus and only after discussions with all political parties and social forces.” In response to a query, Salahuddin said, “We will ask the government whether any discussions were held with the United Nations or any other party regarding the humanitarian corridor. If so, what were the conditions? Why was this decision taken? Once we hear the government's explanation, we will determine our next course of action.”

Farmers in Sreepur upazila of Magura are increasingly rejecting jute seeds supplied by the Bangladesh Agricultural Development Corporation (BADC), citing longer maturation periods, excessive height, entanglement issues and poor yields. Despite the government's push to promote BADC-distributed seeds, a significant number of farmers have instead turned to Indian-origin varieties such as Sebayan JRO 524, Chakra-marked JRO 524 and Shankha-marked seeds, which they say perform better in local conditions. This season, jute has been cultivated on approximately 9,150 hectares of land across the upazila. Farmers generally receive jute seeds and chemical fertilisers from two key sources—the Upazila Agriculture Office and the Upazila Jute Department. For this season, the Agriculture Office distributed 1,530 one-kg packets of seeds, while the Jute Department provided another 2,400 packets. Jamal Molla from Kamalapur village and Bokkar Molla from Ghasiara village reported that jute grown from BADC seeds tends to grow excessively tall and turns reddish, resulting in weak fibre that easily entangles, complicating the harvesting process. Adverse weather pushes up jute cultivation costs in Faridpur, farmers fear losses They also noted that yields drop if the crop is harvested at the usual time. Golam Ali, another farmer from the area, criticised the overall system: “Every year, the government distributes crores worth of BADC seeds, but they are practically of no use to farmers. It’s high time this issue was reconsidered.” Kadirpara Union Parishad Chairman Ayub Hossain Khan said that despite using loudspeakers to urge farmers to collect the government-supplied seeds, very few responded. Most of the distributed packets now remain unused in storage. Acknowledging the situation, Upazila Agriculture Officer Salma Jahan Nipa explained that BADC seeds require a longer life cycle—120 to 125 days—compared to the typical 90 to 95 days for other varieties, which may account for the farmers’ reluctance. Similarly, Upazila Jute Officer Mohammad Saddam Hossain noted that fibre from BADC seeds takes longer to mature and strengthen. Since farmers often prefer early harvesting to accommodate follow-up crops, they cut the jute prematurely, leading to the reported issues. Jute production increased by 33 lakh bales since 2015: Agriculture Minister He added that efforts such as workshops are ongoing to raise awareness among farmers about the importance of timely harvesting, though success has been limited so far.