14th ISSUE

A palace on the bank of Buriganga

An integral part of Dhaka’s image in terms of historical architecture that still remains and has been renovated and preserved is the Ahsan Manzil. And like many of common folks who grew up in Dhaka, they have always wondered, at least once in their lives, the reasons behind why this iconic landmark is painted pink. Perhaps unsurprisingly, Ahsan Manzil’s history is even more colourful. This iconic building was built on a property that has a rich history dating back to the Mughal era at the southern part of Dhaka. During the Mughal Empire, Sheikh Enayet Ullah, Zamindar of the Jalalpur Porgona (Faridpur-Barishal), who was the original owner of the land, built a palace called Rong Mahal (which loosely translates as ‘Colourful Palace’) in 1720 for his amusement, a typical practice amongst wealthy elites at the time. He also had a garden house and a cemetery on this site. After he passed away, his son Sheikh Moti Ullah sold the property to the French traders in Bengal at the time. The new owners soon established a trading house next to the palace. Later, after being defeated in the Palashy War by the British East India Company in 1757, they had to leave their possessions behind. After changing hands a number of times, the property was purchased by Khwaja Alimullah of Begambazar in 1830, who was a prominent merchant and an important figure of Dhaka’s Muslim community at the time. Alimullah renovated the property, turning the trading house into a residence. He also built a mosque and some other important structures in this area. After his death in 1854, his son Khwaja Abdul Ghani inherited the property and named it Ahsan Manzil after his son Khwaja Ahsanullah. He continued renovations; the old building was renamed Ondor Mohol (ladies quarters) and the new building was called Rangmahal (pleasure palace) and was later renamed Ahsan Manzil. Khwaja Abdul Ghani was one of the most influential Nawabs (Zamindar) of Dhaka. Known for his generosity and patronage of arts and culture, he expanded his estate by acquiring more lands around Ahsan Manzil and also played an important role in improving the infrastructure, education, healthcare, trade, and social welfare of Dhaka. In 1859, he built a new building on Ahsan Manzil’s property that resembled European architecture because of its domes and pillars. The Nawab named it Rangmahal and painted it with different colours every year according to his mood. On 7 April 1888, Ahsan Manzil suffered severe damage from a tornado that impacted most of its buildings, except for Rangmahal and it was temporarily abandoned. Khwaja Abdul Ghani then decided to rebuild Ahsan Manzil with more vigour and decorations than previous ones. He hired Martin & Co., a British construction and engineering f irm, who designed Ahsan Manzil with an Indo-Saracenic style, blended with Islamic and European elements. In 1872, the reconstruction work continued under Khwaja Abdul Ghani’s supervision, what was previously the French trading house was rebuilt as a two-storey building similar to the Rangmahal. A wooden bridge connected the first floors of the two buildings. After he died in 1896 at the age of 87 years, his son Khwaja Ahsanullah continued his father’s legacy by taking care of the palace. He added new features like electric lights, gas lamps, and water pumps as part of modernization. The palace was repaired again following the 1897 Assam earthquake. The Nawab family played crucial roles in the modernisation of the Dhaka city, particularly in the development of educational systems, healthcare, and urban infrastructure, including the f iltered water supply system that served the city population. They occupied important positions as Commissioner of Dhaka Municipality. Today, within the hyper-congested and cacophonous urban growth of Old Dhaka, it is difficult to imagine how this majestic edifice once dominated the riverfront skyline of Dhaka. The landmark is a unique fusion of architectural styles, reflecting the rich cultural influences that shaped Bengal it over the centuries. The main palace building showcases a harmonious blend of Mughal and European architectural styles. The Mughal influence is evident in the structure’s domes, arches, and intricate decorative motifs. The ornate design of the palace’s entrance and interior chambers reflects the opulence that was characteristic of the Mughal era. European influences, on the other hand, are seen in the high ceilings, broad staircases, and expansive verandas. The palace’s central ballroom, adorned with crystal chandeliers and European-style furniture and tableware, exudes an air of sophistication that was imported from Europe during the late 19th century. The building faces the Buriganga River and Buckland Dam. On the riverside is a stairway leading up to the 1st floor. A fountain previously sat at the foot of the stairs but was not rebuilt. Along the north and south sides of the building are verandas with open terraces. Ahsan Manzil is ostentatiously European in its architectural expression, even though the building’s recessed verandahs may recall the Mughal treatment of buildings in a tropical climate. Its triple-arched portal, Greco-Roman column capitals, pilasters, and arched windows—all suggest that it is mostly a European-style building, meshed with some decorative Indian motifs. The palace’s soaring dome appears to be more about impressing the viewer on the exterior, rather than within the interior. The dome is at the centre of the palace and is complex in its design. The room at its base is square with brickwork placed around the corners to make it circular. Squinches were added to the roof corners to give the room an octagonal shape and slant gradually to give the dome the appearance of a lotus bud. The dome’s peak is 27.13 metres (89.0 ft) tall. The palace is divided into the eastern side, the Rangmahal, and the western side, the Andarmahal. The Rangmahal features the dome, a drawing room, a card room, a library, a state room, and two guest rooms. The Andarmahal has a ballroom, a storeroom, an assembly room, a chest room, a dining hall, a music room, and a few residential rooms. Both the drawing room and

Kamalapur Railway Station: A Gateway to Journeys in Bangladesh

Kamalapur Railway Station, officially known as Dhaka Central Railway Station, stands as a bustling gateway to the vibrant capital city of Dhaka. Nestled in the heart of the city, this vital transportation hub connects travellers to all major cities in Bangladesh. As the largest and busiest railway station in the country, Kamalapur serves as a crucial link, facilitating journeys both near and far. Its rich history, architectural significance, and constant activity make it an iconic landmark. With a unique design and historical roots, Kamalapur Railway Station weaves together the fabric of Bangladesh’s rail network. The station’s significance has increased following the opening of the Padma Bridge. Kamalapur Railway Station (KRS), steeped in history, stands as Dhaka’s historic gateway. Its iron-clad colonial-era architecture evokes memories of a bygone era, a bridge between past and present. But Kamalapur is more than just a transit point; it embodies the spirit of a nation on the move—a pulsating heartbeat that reverberates across Bangladesh. Kamalapur Railway Station stands as a vital link in Bangladesh’s transportation network, connecting people, cultures, and commerce. As trains arrive and depart, the passengers weave intricate stories etched into the very walls of this magnificent station. Here, hope mingles with anticipation, dreams find their rhythm, and reunions unfold. The station’s bustling platforms witness resilience—the quiet strength of travellers forging ahead despite life’s twists and turns. And within its echoing halls, new beginnings take root, fueled by the promise of distant horizons. Kamalapur Railway Station, standing tall against the passage of time, is a living testament to Bangladesh’s architectural ingenuity. It’s not merely a physical structure; it’s a gateway to aspirations, connections, and the beating heart of a nation. As passengers step onto its platforms, they become part of a grand narrative—a journey that transcends mere destinations and becomes an enduring legacy of rail travel in Bangladesh. Architectural Marvel Kamalapur Railway Station stands as a captivating blend of modernity and tradition. More than a mere transportation hub, it represents an architectural marvel that seamlessly connects the past with the present. Designed by the renowned American architects Daniel Dunham and Robert Boughey (Bob Buie) of Louis Berger and Consulting Engineers Ltd. in the 1960s, Kamalapur Railway Station serves as a symbolic gateway to Dhaka. Daniel Dunham, a young architect fresh from completing his studies at Harvard’s Graduate School of Design (GSD), took charge of Berger’s fledgling Dhaka office. His task was to tackle an extensive backlog of new projects. The station’s architecture draws inspiration from both modernist principles and traditional neo-Islamic influences, as well as Bengali styles. It stands as a testament to Dhaka’s modern architectural spirit. Architect Daniel Dunham skillfully blended modernist elements with traditional Bangladeshi architecture. The station’s most striking feature is its parabolic shell roof—a true engineering masterpiece. Stretching over the platforms, this roof provides shelter to passengers. The lattice-like concrete structure fosters openness and allows natural light to filter through, creating a welcoming ambiance.   Kamalapur Railway Station officially opened on May 1, 1968, during President Ayub Khan’s tenure. Its construction cost at the time was Taka 5 crores 30 lakh. When the value of one vori of gold stood at only 100 takas, A year after its inauguration, the Provincial Office of the Railway Postal Service found its new home within this remarkable station building. Design Features The station building is well-suited for tropical climates, providing protection from rainwater like an umbrella. It incorporates various functional spaces, including ticket booths, administrative offices, passenger lounges, waiting areas, and restrooms, all under an integrated canopy-based roof. The structure comprises 36 square domes supported by a total of 49 columns. Above these columns stands a roof featuring 36 slender concrete umbrella-type domes. Each column extends 59 feet high, branching out to support the roof. The open-air design capitalises on Dhaka’s cross breezes while safeguarding interior spaces from monsoon rains. The Kamlapur Railway Station’s thin concrete shell dome-umbrella design, completed by the consultants, has become a local icon, cherished by prominent architects as a cultural heritage piece. The parasol roof continues to define the station’s unique skyline. Architect Dunham immersed himself in Bangladeshi culture, learning Bengali and adapting to local craftsmanship and construction practices. Instead of designing an enclosed monolithic structure with mechanical heating and cooling systems, Dunham leveraged Dhaka’s tropical climate. His innovative roof system provides shade over the station’s offices and facilities, supported by a versatile field of columns. The construction technique involves thin concrete shells, which Dunham explored during his thesis at the GSD. After Dunham’s departure, architect Robert Boughey took over the post, designing tessellating concrete shells for the roof, reminiscent of pointed arches seen in Islamic architecture. These shells were cast on-site using reusable materials. Kamalapur Railway Station, with its remarkable parabolic shell roof, stands as an engineering marvel. This expansive structure spans the platforms, providing shelter to passengers. The station’s circular layout, boasting a diameter of 186 metres, centres around a soaring dome that reaches a height of 26 meters. Eight radial wings extend from the central hub, housing platforms, and tracks. The station’s architecture seamlessly blends modernist elements with traditional Bangladeshi motifs, reflecting the nation’s spirit. The concrete lattice structure allows natural light to filter through, creating an airy and open ambiance. High ceilings and spacious interiors enhance the feeling of grandeur. Kamalapur’s design prioritises functionality while maintaining aesthetic appeal. Geometric patterns, arches, and intricate details evoke the essence of Bengali culture. As a testament to Bangladesh’s identity and heritage, Kamalapur Railway Station stands proudly. The station is an engineering marvel that spans the platforms, providing shelter to passengers. Additionally, in other parts of the country, the Sylhet Railway Station in the north-eastern region and the Chilahati International Rail Station in the north-western part also feature a similar umbrella-like structure. These stations use national flower-shaped “shapla” shells supported by a forest of columns to cover their facilities. Historical Context Bangladesh Railway has been operating in the British period since 1862 in the eastern and western parts of the country, divided by the great river

Metro Rail A Reflection of a New Dhaka

Metro Rail will make Dhaka closer to people living in its immediate vicinity. It will change the landscape of the metropolitan city of 20 million people. It will also change the demography in a city where 45,000 people live in per square kilometer area. Motijheel was called the heart of the Dhaka city but thanks to Metro Rail, each station is being developed as a single heart. So, centering the ‘Mass Rapid Transit’ MRT-6 route’s 17 elevated stations, residential and commercial areas are undergoing major changes. Currently, it takes two hours to travel from Uttara to Kamalapur station; the Metro Rail service will bring that down to 40-45 minutes only. During peak hours, the $3 billion Metro Rail will be able to transport around 1800 passengers on each direction in every three and a half minutes on this route, resulting in an average reduction of 15 buses and 100 different types of vehicles on each direction. Traffic congestion is also expected to be reduced and huge working hours will be saved. As per the Minister of Road Transport and Bridges, Mr. Obaidul Quader, five more Metro Rail-routes will be constructed in Dhaka by the year 2030 when the face of Dhaka will change. It will cost about US$ 22 billion. On June 26, 2016, Prime Minister Sheikh Hasina officially inaugurated the construction work of the MRT-6 project. This marked the beginning of the construction work of the Elevated Metro in Dhaka. The elevated Viaduct on which the Trains will run is about 13 meters above the ground. In Dhaka, out of 17 stations on the 21-km-long MRT-6 route, construction of a 12 km railway track from Uttara to Agargaon and construction of 9 stations is nearing completion. Under the construction package CP-3 and CP-4, the stations are Uttara North, Uttara Center, Uttara South, Pallabi, Mirpur-11, Mirpur-10, Kazipara, Shewrapara and Agargaon. The plan to inaugurate the service along this section has been set for December 16, 2022. Each Metro station has a 180 meters long and 25 meters wide Concourse Hall. Passengers will use the stairs, escalators and elevators to purchase/recharge MRT Pass or Rapid Pass from the Concourse Hall and then board the Train from the Platform located above it. Each of these three-storied stations is built on an average 200,000 square feet area. Most of the materials used for constructing these stations have been procured locally. One of which is the use of different types of Tiles. These tiles include floor tiles, wall tiles, glass tiles, tactile tiles (for passengers with special needs), brick claddings for walls, paving blocks for platforms, and stone tiles. And these are special types of vitrified tiles made of high temperature, which do not corrode easily. Only 5 companies in the country are considered eligible to supply these tiles. About 50% cost has been saved due to the use of products manufactured locally. Metro Rail will require about 18 megawatts of electricity to be taken from the national grid. Then it will be converted to DC electricity. For this, eight Traction substations have been installed in Uttara Depot, Uttara North, Uttara South, Mirpur-11, Shewrapara, Bijoy Sarani, Shahbag and Motijheel Stations. The cost of operation and maintenance for Metro Rail is yearly one thousand crore taka will be borne from the fare and other sources such as rental/leasing of commercial and advertisement spaces. The government is thinking about keeping the fare affordable for passengers from all walks of life with subsidies at first. The ministry of Road Transport and Bridges gave an impression that the fare may vary between a minimum of 20 Taka to 100 Taka depending on the length of the journey along the 21-km route. There will be various announcements for passengers in Metrorail in both Bangla and English.   From uttara to kamalapur Metro Rail from Uttara to Kamalapur will take about 45 minutes. Although the highest design speed of the Metro Train is 110 kilometers per hour, the actual speed may vary due to the curves on the route and other operating factors. 17 stations in 21 kilometers mean each of the stations are located within one and a quarter kilometers from another. The Trains may stop for a maximum of one minute at each station. During peak hours, trains will run every three and half minutes apart. An estimated 60,000 passengers will be able to commute on both directions per hour from early morning to midnight. Once fully completed, 24 sets of Metro Trains will run from Uttara to Kamalapur. However, 12 sets out of those will be used for the first phase operation from Uttara to Agargaon. Initially each of these trains will have six coaches with an option of adding two more coaches to each of the Train sets if necessary. Each Train will have a total seating and standing maximum capacity of 2,308 passengers. According to this calculation, at the beginning, it will be possible to transport about half a million passengers per day. One of the six coaches on each train will be reserved for women. However, other coaches of the train will also allow men and women to travel together. MRT Line-6 was initially planned to reach Motijheel, but later it was extended by 1.16 km to reach Kamalapur Railway Station. Though, physical work for the extension of Motijheel to Kamalapur section has not started yet, the preparatory works for this extension is ongoing in full swing. In addition to MRT Line-6, 3 other Metro Rail routes (MRT Line-1, MRT Line-4 & MRT Line-2) will also have stations adjacent to the Kamalapur Railway Station. Once completed Kamalapur Railway Station will transform into a modern transit hub. Even though, initially, the timeframe to complete the MRT Line-6 project up to Motijheel was set for 2024, Bangladesh Government is keen to complete the project ahead of that target. If the current pace of work remains unchanged, hopefully, the people of Dhaka will get the much awaited MRT Line-6 by December 2023. Minister Obaidul Quader said