DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

CHAPTER 2: PROPOSED MRT SYSTEM AND SELECTION OF MRT

LINE 6

2.1 Proposed Urban Structure

Dhaka Urban Region consists of dominant city of Dhaka City Corporation (DCC) and
surrounding satellite communities and rural settlements and they are economically integrated.
Thus, future urban development in Dhaka will emanates from a dominant urban center and
envelopes adjacent cities and settlements, such as Tongi, Gazipur, Savar, Narayanganj and
Purbachal. These cities and settlements will constitute a multi-core mega urban region
centering DCC.
The development of multi-core mega urban region needs to encourage decentralization of over
concentration of urban activities and population from the central area to the satellite
communities. A large number of employment opportunities and new residential areas for
medium and low income people should be developed in the satellite communities. In order to
introduce private investment into the satellite communities, new transport system connecting
between the central area and satellite centers will be necessary to alleviate traffic congestion.
The future urban structure making multi-core mega urban region in Greater Dhaka Area
(GDA) toward 2050 is illustrated in Figure 2.1-1.

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Source: JICA STUDY Team

Figure 2.1-1 Urban Structure for Dhaka Area in 2025

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

2.2
Mass Transportation Plan in DHUTS Phase 1

(1)
Visions

Based on future perspectives of the urban development in RAJUK Area and DMA, DHUTS
established three visions to achieve socio-economic goal, each of which is the vital factor to
improve the people’s quality of lives.
Vision 1: To achieve a sustainable social and economic growth
Dhaka should be a drive force to achieve the growth of Bangladesh economy and
it will function as socio-economic growth center in the country.
Vision 2: To ensure social equity
Development of urban transport should provide equitable benefits to all the
people, not only to the selected social and economic groups.
Vision 3: To ensure a healthy and secure urban environment
Urban transport should contribute to ensuring a healthy and secure environment
for all the residents.

(2)
Mission of Urban Transport System

In order to materialize the above three socio-economic visions, Dhaka Urban Transport System
delivers the following tree missions;

Mission 1: Efficient and Effective Transport Systems

Mission 2: Equitable Mobility for People
Mission 3: Safe and Environment-friendly Transport System

(3)
Key Strategies and Transport Measures

In response to the three missions of transport, extensive and intensive efforts should be made to
build a sustainable transport system to respond to future transport demands, while solving current
problems and constraints. To this end, five (5) key strategies are proposed as follows including
transport measures

a) Strategy 1: Improvement of People’s Mobility

i. User-oriented public transport system

ii. Introduction of Traffic Demand Management (TDM)
iii. Restructuring of Public Transport System

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

b) Strategy 2: Establishment of Optimal Transport Infrastructure

Development

i. Effective Integrated Transport System with Urban Development

ii. Public Transport System Development

iii. Road Network Development

iv.
Efficient Traffic Management

c) Strategy 3: Safe and Secure Transport

i. Priority to Pedestrian Traffic

ii. Traffic safety Campaign

d) Strategy 4: Accessible Transport for All People

i. Accessible transport for all the poor and disabled peoples

ii. Accessibility to new satellite community

e) Strategy 5; Establishment of Sustainable Institution and

Organization

i. Strong leadership and ownership for appropriate and timely decision making for
promotion of MTS projects,
ii. Capacity development of DTCB (Dhaka Mass Transit Authority (DMTA) and Dhaka
Mass Transit Corporation (DMTC)

Figure 2.2-1 shows planning structure of DHUTS Phase 1 study.

Visions Mission Transport Strategy Transport Measures

Issues Policy
・ User-orient ed public transport system
 Improvement of P eople’s Mobility ・ Introduction of Traffic Demand Management
 Economically efficient
 To achieve a sustainable (TDM)
and effect ive transport
s ocial and economic ・ Restructuring of Public Tran sport System to
systems  Est ablishment of O ptimal Transport Effective Integrated Transport System with
growth
Infrastruct ure Development Urban Developm ent
・ Public Tran sport System Development
・ Road Network Dev elopm ent
 To ensure social equity  Equitable mobility for ・ Effici ent Traffic Management
 Safe and Secure Transport
people ・ Pri ori ty to Pedestrian Traffi c
・ Traffi c safety Campaign
・ Accessible transport for all the poor and
 To ensure a healthy and  Accessible Transport for All People
disabled peoples
s ecure environment  Safe and environment
・ Accessibility to n ew satellite comm unity
friendly transport system ・ Strong leadersh ip and owners hip for
 Establi shment of Sust ainable appropriate and timely decision making for
Insti tution and Organization promotion of M TS projects,
・ Capacity development of DMTA and DMTC

Figure 2.2-2 Vision, Strategy and Transport Measures for Dhaka Urban Transport Network
Development

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

(4)
Proposed Mass Transport Network Development Plan

In order to achieve the future urban structure making multi-core mega urban region in Greater
Dhaka Area toward 2050, the mass transport network toward 2050 can be presented as illustrated
in Figure 2.2-2.

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Source: JICA STUDY Team

Figure 2.2-3 Proposed Mass Transport Network Development Plan toward 2050

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

2.3 Mass Rapid Transit (MRT) System Plan

(1) Proposed MRT System Plan

In order to select an optimal mass rapid transit system, four MRT system development
scenarios have been prepared and evaluated in the Phase 1 study. As the result of the
comparative analysis, the “Do Minimum” plan was selected as the optimal mass rapid transit
system.
Table 2.3-1 Alternative Mass Transit System (MTS) Scenarios
Do Do Do Do
Nothing Minimum Medium Maximum
0-0 Without MRT & BRT ●
MRT Plan
1-1 Improvement of BR ●
1-2 Construction of MRT Line 4 ● ●
2 Construction of MRT Line 5 ● ●
3 Construction of MRT Line 6 ● ● ●
4 Construction of Eastern Fringe Line & East - ●
West Line and Extension of MRT Line 4 and 6
BRT Plan
5 Construction of BRT Line 1 ● ●
6 Construction of BRT Line 2 ● ●
7 Construction of BRT Line 3 ● ●
Note; BR: Bangladesh Railway, BRT: Bus Rapid Transit

(2) Selection of MRT System

The “Do Minimum” scenario is recommended based on the evaluation on traffic aspect,
system efficiency, and economic and financial points.
The “Do Minimum” Scenario is composed of as follows;
 Construction of Mass Rapid Transit (MRT Line6).
 Upgrading of existing Bangladesh Railway (BR)
 Bus Rapid Transit (BRT) Line 1 to 3
The recommended Transport Network Development Plan is illustrated in Figure 2.3-1.

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Source: JICA STUDY Team

Figure 2.3-1 Proposed Mass Transit Network in 2025(“Do Nothing” Scenario)

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

2.4 Selection of MRT Line 6 and Necessity of MRT Line 6

2.4.1 Selection of MRT Line 6

The Bangladesh Government has undertaken a Study of Strategic Transport Plan (STP) for
Dhaka in 2004 and was administered by Dhaka Transport Coordination Board (DTCB) under
Ministry of Communication (MOC). The STP formulated a long term urban transport plan for
DMA and it was approved by MOC in 2009.
In the STP, it was proposed to implement BRT Line 1 to 3 and MRT Line 4 to 6 by 2025 (This
plan is the same as “Do Medium Scenario” in Table 2.3-1). However, in the Phase 2, due to
government financial constraints, it was proposed “Do Minimum Scenario”. In this section,
MRT 4 to 6 again will be analyzed by comparison from the following view points.
 Land use aspect
 Technical Aspect
 Socio-environmental aspect
The result of the comparative analysis in the Phase 1 Study is shown in Tables 2.4-1 & 2.4-2.
The recommended priority of the MRT Line is Line 6.

Table 2.4-1　 Traffic Indicators by Alternative Plans

Line 4
Passenger Demand　(‘000)
Passenger-km　(‘000)
Average Trip Length　(km)
Reduction of Traffic Volume　(‘000 veh./km)
Congestion Ration　(Veh.-km/cap.)
Reduction of Passenger Hour　(‘000 pax.-km)
Source: 　 JICA Study Team

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 DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Outline of Route
Table 2.4-2 Comparative Analysis of MRT Lines proposed by STP in the DHUTS Phase 1
Items MRTLine 4 MRTLine 5 MRTLine 6
Origin　Destination UTTARA – Saidabad Gulshan – Gulshan UTTARA 3 Saidabad
Length 22km 23km 22km
Route UTTARA- Airport -　Cantonment-Karail- Tejgaon- Madani Ave.- Kamal Ataturk Ave. - Dar Us Salam UTTARA 3- Begum Rokeya Sarani Road- Kamarbari Road -
Kamalapur- Saidabad along BR Alignment Road - Mirpur Road -Pantha Path -DIT Road Airport Road - Kamruzzaman Sharani -Hatkhola Road
Type of Structure ・　UTTARA ｰ Cantonment　;　　　　At-grade, ・All section; Elevated　　　　　 ・UTTARA3 ｰ Pallabi 　　　　　　　　　　　 At-grade
　・　Cantonment-Saidabad ; ・Pallabi - Saidabad 　　　　　　　　　　　　Elevated

Underground　

No. of Stations 18 stations 19stations 18 stations

Related Development ・Relocation of Kamalapur Container Terminal ・　Lake development along Pantha Path Road ・　UTTARA　Phase3 Housing Development Project
・ Planned Population is 500 thousand
Land Use

Land Use along ・　UTTARA：　Housing area、　・　Airport； ・　Gulshan・Banani：　Housing &Commercial ・　UTTARA3：　Housing development area、　・
Corridor international / Domestic Airport 　　・　Tejgaon： Area Pallabi；housing & Industrial Area,　　・　Famegate：
Industrial Area、　・　Kamalapur：Industrial Area ・ Mirpuir；Housing & Industrial Area、 ・Mirpur Commercial Area、　・　Sonargaon：Commercial Area、　・
・　Saidabad；Inter-city Bus terminal、　 BUET；Educational Area、　・　Saidabad；Inter-city Bus
Road Corridor; Housing Area,　・Pantha Path： terminal
Commercial & Industrial Area

Compatibility with ・　Due to inter-city rail system and no urban rail Water Development area along Pantha Path Road, ・　To promote urban development by Transit Oriented
Urban Development system, land use is not compatible with boarding and necessary to take landscaping into consideration Development (TOD) method
Technical Aspect

Direction alighting passenger for MRT

Traffic Demand ・　Passenger Demand　 4.62 million　pax-km ・　Passenger demand　　　　 2.53 million pax- ・　Passenger Demand　　　　　　　　　　　　 4.8million
Forecast Km　　　 pax-km　　
・　Average Passenger Demand;　 210,000 pax/km ・　Average Passenger Demand　　 110,000pax / ・　Average Passenger Demand　　　　　　　 220,000 pax /
km km
・　Passenger per Cost　 309 pax / million USD ・　　Passenger per Cost　 73 pax / million USD ・　Passenger per Cost　 　　　　　　　　987 pax / million
USD　
Technical Point ・　Due to 3 flyovers along railway, underground ・　Although elevated structure would be possible to ・　Possible to construct elevated structure
structure would be necessary constructed, some buildings and houses are
necessary to relocate in narrow road sections
Construction Cost About 680 million USD About 150 million USD About 223 million USD
Socio

Social Impacts ・　About 2,060 families either legal or illegal ones ・　Due to Gulshan and Banani roads being narrow, ・　Due to wider road along Line 6 corridor, affected families
Enviro

within BR land are affected by the project. about 860 families are affected by the project are lesser than the other two lines. Affected families are about

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 DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

nmental Impact
Table 2.4-2 Comparative Analysis of MRT Lines proposed by STP in the DHUTS Phase 1
Items MRTLine 4 MRTLine 5 MRTLine 6
400.

Natural Impacts ・　Due to existing operation of BR trains, natural ・　Due to urbanized area, natural environment ・　Due to urbanized area, natural environment impacts are less.
environment impacts are nothing impacts are less. ・　Cutting trees are required about　500 in median trees
・　Cutting trees are required about 500

Recommended Priority Line Second priority to implement. Third priority to implement. First priority to implement.
Reasons; 1) land use is fitted to utilize this MRT line, Reasons; 1) Traffic demand is lesser than the other Reasons; 1) Passenger per km is larger than the other lines. 2)

2) Affected families are larger than the other lines lines, 2) Although construction costs are lesser than Passengers per construction cost are also larger than the other

3) Construction costs are bigger than the other lines the other lines, passenger per cost is lesser than the lines. 3) Expect to promote urban development

4) Passenger demand is almost same as Line 6. other lines.

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

2.4.2 Rationale of Construction of MRT Line 6 Project

Rationale of construction of MRT Line 6 can be clarified on the basis of the following points;
(1)
To Promote Socio-Economic Development
 The provision of high capacity transport system is linked with the development of socio-
economic. There exists a dynamic interaction between public transport development and
the socio-economic development as shown in Figure 2.4-1.
 When enough capacity of the transport system can be provided, amount of industrial
products might be increased due to decreasing transport costs and travel time cost by
alleviating road traffic congestion. At the same time, sales of commercial goods might be
also increased.
 In Bangladesh, The foreign investments not only garment but also other kinds of industry
are required to achieve socio-economic growth and improve unemployment rate
particularly in Dhaka.
 In Bangladesh, the economic growth rate has been steadily increasing at average annual
growth rate of over 6 % since 2000. This tendency shall be continuously maintained in
future.
 In order to promote socio-economic development, it is necessary to construct MRT system,
especially MRT Line 6.
Table 2.4-3 GDP, Population and GDP per Capita between 2009 and 2025
　 2009 2015 2020 2025 AAGR
Real GDP 87,883 122,908 164,479 220,109 5.9
Population 149 162 172 183 1.3
GDP/Capita 591 761 955 1,204 4.5
Source: JICA STUDY Team

Source: JICA STUDY Team

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Figure2.4-1 Interaction between Transport Development and Socio-Economic Growth

(2)
To Meet Future Traffic Demand
1) Huge Population Increases in DMA
 Population in DMA is expected to increase from 9.2 million in 2009 to 15.7 million in 2025
while that in DCC is expected to increase from 7.3 million in 2009 to 10.7 million in
2025, respectively.

Table 2.4-4 Population Increase in DMA and DCC between 2009

and 2025
Area 　Item 2009 2015 2020 2025 Average Annual
Growth Rate (%)

DMA Population 9,151 11,416 13,457 15,661 3.4%

('000)
Density (per 306 382 451 524 -
Ha.)
DCC Population 7,302 8,621 9,688 10,726 2.4%
('000)
Density (per 576 681 765 847 -
Ha.)
Source; JICA Study Team

2) In
crease in
Traffic
Demand
under “Do
Nothing
Case”1
 Supporting by these huge populations
growth, number of trips will be
expected to increase triple by 2025.
Especially, car-user’s trips will be
expected to quadruple by 2025.
 Taking into consideration future situation, mass transport system should urgently be meet
huge traffic demand in 2025 (See Figure 2.4-2)
(3)
Need to Alleviate Traffic Congestion

1
“ Do nothing case” means that the Government will not invest any infrastructure developments by 2025
except on-going investment projects..
Source: JICA STUDY Team
Interim Report 2-13 Figure2.4-2 Traffic Demand Forecast
in 2009 and 2025
DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

 In case of “Do Nothing case”, future average travel speed of vehicle in DMA is expected to
decrease from 15.1 km/hr. in 2009 LEGEND :
( Mode: + 1 )
Traffic Flow

to 4.2 km/hr. in 2025 respectively. VCR<1.00

VCR<1.20
VCR<1.50

As for the average traffic 1.50<VCR

scale: 1mm =5000(pcu)

congestion rate in DMA is 0.51 in

2009 to 1.09 in 2025, respectively.

 Without any infrastructure

developments, especially high
capacity transport system as the
mass transit system, traffic
situation in Dhaka will be
tremendously stagnated in 2025. So
it is necessary to construct high
capacity mass rapid transit system
to alleviate traffic congestion in
DMA. (See Figure 2.4-3 and
Figure 2.4-4)

Source: JICA STUDY Team

Figure 2.4-3 Traffic Congestion Situation

in 2009 and 2025

Source: JICA STUDY Team

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Figure 2.4-4 Road Traffic Congestion in DMA in 2025

(4)
　 Integration of Urban Development with Urban Transport System
 The provision of transport services by MRT Line 6 is intrinsically linked with the form and
extent of the urban structure. There exists a dynamics interaction between transport and
the land use and the urban structure. (See Figure 2.4-5)
 Recent spatial and demographic evolution in DMA has been grown from 6.5 million to 9.2
million in 2001 and 2009 respectively. Population within the DMA will reach 10 million
at around the year 2011. The population is expected to increase from 9.2million in 2009 to
13.5 million and 15.7 million in 2020 and 2025, respectively.
 In proportion to the population increase, the major urbanization has been expanding toward
the north leading Uttara Phase 3
 In order to achieve such urban development, it is necessary for MRT Line 6 to link strongly
between existing city center and satellite cities such as Uttara Phase 3 Project.

Source: JICA STUDY Team

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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Figure 2.4-5 Integrated Urban Development with MRT Line 6

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