A study on user perception about the first Mass Rapid Transit in

Bangladesh

Department Of Civil Engineering

Presidency University
Dhaka, Bangladesh

July, 2023

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 PRESIDENCY UNIVERSITY
DEPARTMENT OF CIVIL ENGINEERING
DHAKA, BANGLADESH.

Subject: Project/Thesis I & II (CE-494 & CE-495)

Thesis Name: “A study on user perception about the first Mass Rapid Transit in
Bangladesh”.

SUPERVISOR
SUBRATA ROY
Lecturer (Part-Time)
Presidency University
Department of Civil Engineering

PREPARED BY

RAGIB AKTHER CHOWDHURY [193285047]

JOHIRUL ISLAM [193245047]

HALIMA AKTER [193246047]

HABIBUR RAHMAN [193270047]

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 DECLARATION
It is hereby declared that this thesis and the studies embodied in it are the result of the investigation
carried out by the author under the supervision of the thesis supervisor Lecturer Subrata Roy Tutul,
Department of Civil Engineering, Presidency University, Dhaka. The contributions done by the others
of different agencies have been duly indicated in the thesis report in its literature & acknowledgement.
This thesis or any part of it has not been submitted anywhere for any purpose.

RAGIB AKTHER CHOWDHURY JOHIRUL ISLAM

ID. 193-285-047 ID. 193-245-047

HALIMA AKTER HABIBUR RAHMAN

ID. 193-246-047 ID. 193-270-047

I do hereby agree to the style and content of the present dissertation.

Authority

………………………
Signature of the supervisor

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 ACKNOWLEDGEMENT

Firstly, I would like to thank Almighty Allah for his blessing to give me ability for completing this
thesis work successfully.
I wish to express my deepest gratitude to my supervisor Subrata Roy Tutul, Department of Civil
Engineering, Presidency University for his constant supervision, continuous guidance and valuable
suggestions without which this thesis work would not come into reality. He provides knowledge,
reference to the author to carry out the work smoothly. His relentless expert guidance, keen interest in
this topic, valuable advice, encouragement, contribution to new ideas and supervision were the sources
of inspiration to the author. He gave unyielding support to author for completing this thesis.
I would like to express my deepest gratitude to Drubo Alam, Technical Consultant (Transport) at
Dhaka Transport Coordination Authority and Md. Saidur Rahman, Project Director at Chittagong-
Cox’s Bazar Railway Line for providing me all necessary data and the Stated Preference Survey data
collection for this study has been supported by the Japan International Cooperation Agency (JICA).
Special appreciation goes to all faculty members of the Department of Civil Engineering, Presidency
University for their continuous support.
Finally, I am grateful to my family members for their moral support, encouragement, confidence and
endless love to complete my research work.

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 ABSTRACT
Dhaka, the capital city of Bangladesh and the home of 17 million people is subjected to acute traffic
congestion on a regular basis resulting in lost productivity, fuel wastage, commuter frustration and
environmental degradation. The city is perhaps the only megacity with no well-organized public
transport system and one of the very few ones without Mass Rapid Transit (MRT). In Strategic
Transport Plan for Dhaka (STP, 2005) recommendations have been made to launch new MRT systems
like Bus Rapid Transit (BRT) and Metro Rail in order to strengthen the public transport system of the
city. Planning of these new systems warrants comprehensive mode choice models that can help in
quantifying the relative importance of attributes, determining the Value of Time (VOT) for cost-benefit
analysis, predicting ridership, etc. This research paper has been prepared aiming to propose a rail-
based mass rapid transit (MRT) system to be implemented along a circular loop passing through high
density residential and developing areas of Dhaka city. A study has been carried out to highlight
priority implementation of a rail based circular mass transit line in Dhaka city after MRT line-6, which
is now in progress. As per transport development plan for Dhaka city, the proposed circular line (MRT
Line-5) in STP has been suggested for implement as 2 (two) East-West lines in recently Revised
Strategic Transport Plan (RSTP) in order to provide more command area in future developing Eastern
fringe area.
Bangladesh Government has already taken initiatives to implement MRT line-I and MRT line-5
(RSTP) in cooperation with JICA and a memorandum of understanding (MOD) has already been
signed between GOB and JICA. Under this changed scenario, the alignment of this proposed circular
MRT line 05 in this thesis study is again changed & modified as a semicircular loop. It is envisaged
that the north segment of the semicircular loop will be continued up to Vatara with a future provision
of link with Vulta. Similarly, the south segment of the same will be extended from Rampura to
Bonossree with future link to Meradia. This modification in this research study will enable another
mass transit line MRT 01 as recommended in RSTP will be constructed underground along Pragoti
Sarani (Natunbazar-Rampura) without any conflicts. Considering funding restriction and construction
preference a strong recommendation has been given in this study to implement the Circular Mass
transit line (MRT Line-5) modified as a semicircular loop on highest priority basis to keep people
moving instead of keeping arrested in congestion.

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 TABLE OF CONTENTS

Title Page
DECLARATION III
ACKNOWLEDGEMENT IV
ABSTRACT V
TABLE OF CONTENTS VI-IX
LIST OF FIGURES X-XI
LIST OF TABLES XII
ABBREVIATION XIII -XIV

Chapter 1: INTRODUCTION 1-9

1.1 Overview 1
1.2 Background of the Study 2
1.3 Objectives of the Study 2
1.3.1 Scope of the Project 3
1.3.2 Project Site 4
1.4 Justification of Choosing MRT rather than BRT 4
1.5 Characteristics of the Project Area 5
1.5.1 Location of the Project Area 5
1.5.2 Route Alignment & Depot Location 6
1.6 Initial Operation Planning 7
1.7 Organization of the Thesis 8-9

Chapter 2: LITERATURE REVIEW 10-19

2.1 Introduction 10
2.2 The Concept of Mass Rapid Transit 10
2.3 MRT Policies and Operation System 10
2.3.1 MRT Policies 10
2.3.2 MRT Operation System 11
2.4 Different types of Mass Transit 11
2.4.1 Trolleybuses 11
2.4.2 Bus Ways (Guided And /Or Non-Guided) 11
2.4.3 Light Rail Transit (LRT) 11
2.4.4 Mass Transit Corridors 12
2.4.5 Airline 12

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 2.4.6 Rapid Transit 12
2.4.7 Personal Rapid Transit 12
2.5 Dhaka Metropolitan Area Integrated Transport Study (DITS) 12
2.5.1 Overall Critical view on DITS 13
2.6 Strategic Transport Plan (STP) 13
2.7 Revised Strategic Transport Plan (RSTP) 14
2.8 RSTP Overall Transport Development Policy 15
2.8.1 Vision and Goal 15
2.8.2 Objectives and Strategies 16
2.8.3 RSTP Implementation 16
2.8.4 Main Features of RSTP 17
2.9 Previous and On-Going Transport Plans 18
2.9.1 Dhaka Integrated Transportation Study (DITS) 18
2.9.2 Dhaka Urban Transport Project (DUTP) 18
2.9.3 Strategic Transport Plan (STP) 18
2.9.4 Revised Strategic Transport Plan (RSTP) 18-19

Chapter 3: STUDY METHODOLOGY AND DATA COLLECTION 20-23

3.1 Introduction 20
3.2 The Study Area 20
3.3 Data Collection 21
3.4 Primary Data Collection 21
3.4.1 Preliminary Survey 21
3.4.2 Detail Survey 22
3.5 Secondary Data Collection 22
3.5.1 Official Document and Literature Review 22
3.5.2 Expert Suggestions and Discussions 22
3.6 Methodology Used in the Research 22-23

Chapter 4: DETAIL DATA ANALYSIS AND RESULTS 24-56

4.1 Introduction 24
4.2 Questionnaire Survey & Field Data Analysis 24-31
4.3 Summery 31
4.4 Evaluation 32
4.5 MRT Options and Current MRT Activities in Developing Cities 32-33
4.6 Bus Rapid Transit 34
4.7 Benefits of Mass Rapid Transit 34

VII
4.8 Choice of the Cities and Comparison 35
4.9 Basic Information about the Metro in Various Cities 35
4.9.1 London 36
4.9.2 Berlin 36
4.9.3 Lisbon 37
4.9.4 Prague 37
4.9.5 São Paulo 38
4.9.6 Brasília 39
4.9.7 Salvador 39-40
4.10 Choice preference 40-41
4.11 Most Effective Mass Rapid Transit in the World 41
4.11.1 Hong Kong’s MTR System, Hong Kong. 41
4.11.2 London’s Underground, England, the United Kingdom 42
4.11.3 Tokyo’s Underground, Japan. 43
4.11.4 Moscow’s Metro System, Russia. 44
4.11.5 Seoul Metropolitan Subway, South Korea 45
4.11.6 Singapore’s MRT, Singapore 46
4.11.7 Paris Metro, France 47
4.11.8 New York City’s Subway, the United States 48-51
4.12 Regulations 52
4.13 Economic 52
4.14 Mass Rapid Transit Financing 53
4.15 Fare and Ticketing 53-54
4.16 Fare Reduce Strategy 54
4.16.1 Concessions and Ride Discounts 54
4.16.2 Student School Smartcard 54
4.16.3 Monthly Subscription for MRT Fare 55
4.16.4 Choose Non-Peak Times to Reduce Your MRT Fares 55
4.16.5 Travel Smart Reward Scheme 55
4.16.6 Credit Card Rebates 55
4.17 Safety and Security 55-56

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Chapter 5: CONCLUSIONS, LIMITATIONS AND RECOMMENDATIONS 57-59
5.1 Introduction 57
5.2 Limitation of The Study 57
5.3 Conclusions 57-58
5.4 Future Research 58
5.5 Recommendations 58-59

References 60-61
Appendix-A 62

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 LIST OF FIGURES
Figure No Figure Name Page
Figure: 1.1 MRT and BRT Routes in Rajuk Area 3
Figure: 1.2 Project Site 4
Figure: 1.3 Hierarchy of Mass Transport System 4
Figure: 1.4 Proposed Route and Depot Location of MRT Line 6 6
Figure: 1.5 Location of MRT Line 1 And Line 5 7
Figure: 1.6 Location of MRT Line 6 8
Figure: 1.7 Organization Flow Chart of The Study 9
Figure: 2.1 Motor Vehicles Growth Trends in Dhaka City over Time (2015- 16
2035)
Figure: 2.2 Main Features and Policies of RSTP 17
Figure: 2.3 RSTP Urban Transport Master Plan 19
Figure: 3.1 Map of MRT Line 1, Line 5 And Line 6 With Detailed Case Study 21
Locations
Figure: 3.2 Chronology of Methodology for the Study 23
Figure: 4.1 Gender Distribution of Survey Respondents by Pi Diagram. 25
Figure: 4.2 Age Distribution of Survey Respondents by Pi Diagram. 25
Figure: 4.3 Income Distribution of Survey Respondents in bar chart. 26
Figure: 4.4 Occupation of Survey Respondents in Bar chart. 26
Figure: 4.5 Origin of Trip Started Survey respondents by Pie Diagram 27
Figure: 4.6 Trip of Final Destination of Survey respondents by Pie Diagram 27
Figure: 4.7 Percentage of Metro Rail User Respondents by Pie Diagram 28
Figure: 4.8 Percentage of Metrorail Fare satisfactory by Pie Diagram 28
Figure: 4.9 Percentage of using interest by Bar Chart 29
Figure: 4.10 Percentage of currently using vehicle mode mentioned by Bar 29
Chart
Figure: 4.11 Percentage of Opinion Regarding Traffic Congestion Reducing 30
or not by Metro Rail shown in Bar Chart.
Figure: 4.12 Chosen Cities 35
Figure: 4.13 Metro System in London 36
Figure: 4.14 Metro System in Berlin 36
Figure: 4.15 Metro System in Lisbon 37
Figure: 4.16 Metro System in Prague 38
Figure: 4.17 Metro System in São Paulo 38
Figure: 4.18 Metro System in Brasília 39
Figure: 4.19 Metro System in Salvador 40
Figure: 4.20 Hong Kong’s MTR System, Hong Kong 42
Figure: 4.21 London’s Underground, England, The United Kingdom (UK) 43
Figure: 4.22 Tokyo’s Underground, Japan 44
Figure: 4.23 Moscow Metro 45
Figure: 4.24 Seoul Metropolitan Subway, South Korea. 46
Figure: 4.25 Singapore’s MRT, Singapore 47

X
Figure: 4.26 Paris Metro 48
Figure: 4.27 New York City Subway 49

XI
 LIST OF TABLES

Table No. Name of Table Page

Table: 4.1 As a Metrorail User in Dhaka, which factors can create the barriers? 30
Table: 4.2 Time Required difference between Using Metrorail & Other Transport 31
mode
Table: 4.3 Key Features of MRT Systems 33
Table: 4.4 Parameters of Metro System 40
Table: 4.5 Example of Choice Preference 41
Table: 4.6 Performance and Cost of Various MRT Systems 50-51

XII
 ABBREVIATION
ADB Asian Development Bank
ATO Automatic Train Operation
ATP Automatic Train Protection
BBS Bangladesh Bureaus of Statistics
BOT Build-Operate-Transfer
BPDP Bangladesh Power Development Board
BCL Bangladesh Consultants Limited
BRT Bus Rapid Transit
BRTA Bangladesh Road Transport Authority
BRTC Bangladesh Road Transport Corporation
BTN Backbone Transmission Network
CCTV Closed-Circuit Television
CDP United Nations Committee for Development Policy
CNG Compressed Natural Gas
DCC Dhaka City Corporation
DEE Dhaka Elevated Express Way
DHUTS Dhaka Urban Transport Network Development Project
DITS Dhaka Integrated Transport Study
DMA Dhaka Metropolitan Area
DMDP Dhaka Metropolitan Development Plan
DMP Dhaka Metropolitan Police
DMTC Dhaka Mass Transit Company
DNCC Dhaka North City Corporation
DOHS Defense Officer Housing Society
DPP Detailed Project Plan
DSCC Dhaka South City Corporation
DTCA Dhaka Transport Co-ordination Authority
DTCB Dhaka Transport Co-ordination Board
DUTP Dhaka Urban Transport Project
DWASA Dhaka Water Supply and Sewerage Authority
ECOSOC United Nations Economic and Social Council
ECR Environmental Condition Report
EIRR Economic Internal Rate of Return
FS Feasibility Study
EVI Economic Vulnerability Index
GDP Gross Domestic Product
GOB Government of Bangladesh
GNI Gross National Income
IDA International Development Association
ISO International Organization for Standardization

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JICA Japan International Cooperation Agency
LAP Land Acquisition Plan
LGED Local Government Engineering Department
LRT Light Rail Transit
MP Master Plan
MRT Mass Rapid Transit
MRTS Mass Rapid Transit System
NOC No Objection Certificate
PIDS Passenger Information Display System
PIS Passenger Information System
PPP Public-Private Partnership
RAJUK Rajdhani Unnayan Kartripakkha
RHD Road and Highways Department
RSTP Revision and Updating of Strategic Transport Plan
STP Strategic Transportation Plan
TOR Terms of Reference
TTC Travel Time Cost
TT Travel Time
UNDP United Nations Development Program
VAT Value Added Tax
VOC Vehicle Operating Cost
WT Waiting Time
WT Work Time
WTP Willingness-To-Pay

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CHAPTER-01
INTRODUCTION

1.1 Overview
Most of Dhaka’s residents will agree that traffic jams are the number one problem that they
face in this city, but major transport system developments are expected in 2019. Banning fuel
free transports such as rickshaws from Dhaka city is not the solution to the problem of city
transport, and the policy to give private cars priority over more fuel-efficient vehicles is wrong.
A recent World Bank study shows that Dhaka’s average traffic speed has dropped from 21km/h
to 7km/h in the last 10 years, slightly above the average walking speed. Traffic gridlock eats
up 3.2 million work hours per day. Another study conducted by the Copenhagen Consensus
Center says that the speed in Dhaka is now 6.4km/h, and that if vehicle growth continues at its
current pace, without substantial public transport the average speed may fall to 4.7km/h by
2035. Concerned government departments may disagree about the numbers, but they agree that
traffic is slowing down. The government has already revised the Strategic Transport Plan for
20 years (2015-2035) to enhance traffic speed. In 2019, the traffic situation in the capital is
expected to get a major boost with the completion of three major infrastructure projects and
other major changes in public transport system.
Dhaka the 11th largest cities proper by population in the world has a serious attraction for the
sub urban and rural people who consider it as a source of income and modem amenities and
services which they cannot find in their own places. This is causing a high rate of migration
from rural and sub urban areas to this city. Dhaka Metropolitan Area (DMA) area is 298.65
km2 having population of around 11 million, growing at a rate above 3% per annum. Within
this very high-density area (over 45,000 person/km2), the trips generated around 21-million-
person trips per day. [Source: Final Report on Dhaka Bus Network and Regulatory Reform
Study and Design Work, 2014]. To cope up this huge demand, the existing transportation
infrastructure that we have in Dhaka city now can't meet these demands. To meet these current
and future transport demand, we need a forward looking, comprehensive and strong political
decision. High-Capacity Mass Rapid Transit System in the form of rail system is one of the
avenues to way out the persistent travel demand. These study reports are composed of pivoting
the Mass Rapid Transit line-5, as prescribed in the Strategic Transport Plan (STP)

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1.2 Background of the Study

Dhaka City is the capital of the People’s Republic of Bangladesh. The Dhaka Metropolitan
Area (DMA) has a population of 17 million currently, urban transportation in the DMA relies
mostly on road transport, where car, bus, auto-rickshaw, rickshaw, etc. coexist. This creates
serious traffic congestion in addition to health hazards caused by traffic pollution including air
pollution. With the rapid national economic growth, the urban population is expected to
increase and so will the number of privately-owned automobiles. Therefore, improving the
urban (public) transportation system in the DMA has become a critical issue to ease traffic
congestion and arrest environmental deterioration.
With this situation, the government of Bangladesh (GOB) formulated the “Strategic Transport
Plan for Dhaka” (STP) in 2005 in cooperation with the World Bank (WB). Since the STP was
officially approved by the GOB, it is expected that each donor will hereafter provide the
assistance based on this STP to improve the urban transportation situation. And the Japan
International Cooperation Agency (JICA) conducted the Dhaka Urban Transportation Network
Development Study (DHUTS) Phase 1 from March 2009 with the DTCA as its counterpart
agency.
The study’s objectives were to conceptualize the basic urban development scenario for the
DMA by 2025 and to select priority projects that would help build such a scenario. That study
recommended the MRT Line 6 as a priority project. As a result, JICA conducted the feasibility
study on MRT Line 6 under DHUTS Phase 2. Following these studies, the GOB and JICA
concluded the loan agreement on the “Dhaka Mass Rapid Transit Development Project” on
February 2013 to construct MRT Line 6. Meanwhile, the World Bank finished the feasibility
study and basic design of BRT Line 3 and is now preparing the project’s detailed design. On
the other hand, the Asian Development Bank (ADB) already completed the basic design of the
BRT Line 3 extension project (from the airport to Gazipur) and since April 2013 has conducted
the activities for the detailed design stage.
As for the transportation network plan, the STP, which was formulated in 2005, identified three
BRT lines (i.e., BRT Lines 1, 2, and 3) that were supposed to commence before 2010. But
except for MRT Line 6 and BRT Line 3 above, other projects stated in the STP have not started
yet and so the STP needed to be reviewed and updated. And JICA conducted the Project on the
Revision and Updating of the Strategic Transport Plan for Dhaka (RSTP) from May 2014 with
the DTCA as its counterpart agency. It is thus under these circumstances that the GOB and
JICA have made several preliminary discussions in order to identify priority projects in the
field of transport sector, and agreed to make preparation for Dhaka Mass Rapid Transit
Development Project (Line 1 and Line 5). Accordingly, JICA dispatched a mission on the
project to GOB from March 7, 2016 in order to develop scope and implementing arrangements
of a further survey which would study feasibility of the project.

1.3 Objectives of the Study

The objectives of the Project are to alleviate traffic congestion and improve air pollution in the
Dhaka City by constructing mass rapid transit system, thereby contributing to the economic
and social development of Greater Dhaka Region and improvement of urban environment.

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The objectives of the Phase 2 Study are to conduct the feasibility study on MRT Line 6 project
by confirming technical, economic and financial viability of the project as well as confirming
environmental and social aspect.
MRT Line 1 (1st phase) and MRT Line 5 (1st phase) were prioritized as the high priority
projects by RSTP. In this project, feasibility study of MRT Line 1 (1st phase) and MRT Line
5 (1st phase) MRT Line 6 (3rd phase) supposed to be implemented and set up feasible project
plan and project implementation plan considering of technical, economic and budgeting, and
environment and social aspects.

1.3.1 Scope of the Project

As mentioned in the objectives of the study, when MRT Line 1 and Line 5 will be nominated
as an ODA project such as Yen-loan project, the project implementation plan and consultation
plan will be required to appraise by international-financing agencies. In the appraisal, the
appraisal, the following these issues are essentials.

Source: JICA Study Team

Figure: 1.1 MRT and BRT Routes in RAJUK Area

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1.3.2 Project Site

Districts of Dhaka, Gazipur, Manikganj, Narayanganj, Munshiganj and Narsingdi.

Source: JICA Study Team

Figure: 1.2 Project Site

1.4 Justification of Choosing MRT rather than BRT

The keys of public transport are functions of Speed and Capacity. From the Figure 1.3 below,
it can be found that BRT can carry 10,000 to about 20,000 passengers per hour per direction
with a commercial operating speed 30 to 35 kilometer per hour. On the other hand, MRT can
accommodate 25,000 to 60,000 passengers per hour per direction with much higher
commercial operating speed.

Figure:1.3 Hierarchy of Mass Transport System

Source: Dhaka Urban Transport Network Development Study (DHUTS)

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In addition to that, MRT is sustainable long-term solution in an urban area context in particular
Dhaka city where at present (2014) 30 million passenger trips are generated [source: Revised
Strategic Transport Plan, RSTP]. To cater the present as well as future huge demand, MRT
could be a sustainable transport solution. The MRT or BRT will provide the complementary
public transport service along with the traditional bus service in Dhaka city, even if the share
of the MRT/BRT will be 7.5% of total transport demand. Furthermore, the Government of
Bangladesh has approved this route MRT Line-5 (as recommended in RSTP).

In bottom line, considering all these issues, it is chosen to build MR T in this route and in this
study special attention and efforts were given to make this route as linear as possible to easily
implementable with minimum conflicts in context of existing and future plans and
development scenario.

1.5 Characteristics of the Project Area

1.5.1 Location of the Project Area

To construct 20.1 km length of MRT Line 6 may not be practical because the planned line
requires a huge land during construction period and immense cost. Hence, the following stage
construction plan is recommended.
Stage 1: From Pallabi to Sonargaon including Pallabi Depot. Length will be 11.0 km plus 1.3
km access track to the depot and 9 stations.
Stage 2: Extension to Bangladesh Bank from Sonargaon. Length will be 4.4 km and 4 stations.
Stage 3: Uttara Phase 3 Development area to Pallabi. Length will be 4.7 km and 3 stations.

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1.5.2 Route Alignment & Depot Location

The proposed alignment of MRT Line 6 and depot location are shown in Figure 1.3.

`
Figure: 1.4 Proposed Route and Depot Location of MRT Line 6

MRT Lines 1 and 5 were prioritized as high priority projects by RSTP. In this project, the
feasibility study of MRT Lines 1 and 5 are supposed to be implemented. The location of Lines
1 and 5 is shown in Figure 1.6. The location and depo area are tentative and will be determined
in this study.

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Figure: 1.5 Location of MRT Line 1 and Line 5

1.6 Initial Operation Planning

Based on the future traffic demand forecast, the passenger of the MRT line is estimated to be
some 60,000 pph (passengers per hour) at peak hour in both directions in the year 2035. If
around 70% of the passengers will go from the north to the south, i.e., from the areas of Uttara,
Pallabi and Mirpur to downtown in the morning peak hour, it is estimated to be about 40,000
pphpd at peak hour in one direction in the year 2025. We use this figure for preliminary
operational planning.
Basic assumptions made for the preparation of initial operation plan are summarized as
follows:
a) Crash Load 250/㎡
b) Average Train Speed 35 km/hr Max. Speed 80 km/hr
c) Commercial Length 22 km
d) Turnaround time at both terminals 4 minutes
e) Stop time at Stations 40 seconds
f) All train runs through between two terminals. (No Express Service)
g) Train composition 10 cars
h) Number of Stations 16 (Station) + 2 (Terminal)

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Figure: 1.6 Location of MRT Line 6

1.7 Organization of the Thesis

This research study report comprises of eight (08) chapters. The report's structural organization
is shown in Figure 1-8 and the synopsis of each chapters are presented below:

Chapter 1 Includes background of the study, justification of mass transit system in Dhaka city,
characteristics of the project area, initial operation planning, objective and scope, of the study
presented in this report.

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Chapter 2 Delineates reviewing the literature pertinent to the topics. In this chapter it is
critically reviewed the previous study reports on Dhaka city in particular on the ambit of mass
rapid transit system implementation to ease the urban mobility.
Chapter 3 Chalked out the methodologies contemplated to furnish the study.
Chapter 4 is urban transport system in Dhaka here are include discussion about urban public
transport, pedestrian & non-motorized transports, private car & motorcycle, public transport,
sustainable urban mobility plan & urban road safety problem. represents and lays out the data
collection and analysis, which is the most important chapter to substantiate the study report.
Chapter 5 is mass rapid transt in dhaka here with mention the overall Transport System,
Traffic Congestion, details Mass Rapid Transit Line-1, 5 & 6, Improvement Strategies,
Sustainable Public Transport of Dhaka City, Benefits and of MRT
Chapter 6 Questionnaire survey & field data analysis aslo Summarize this chapter.
Chapter 7 Discuss with performance and evaluation, activities in developing cities, benefits
cities and comparison, basic information about the metro in various cities of mass rapid transit,
most effective mass rapid transit in the world also discuss regulations, economic, financing,
fare and ticketing, safety and security of MRT

Figure: 1.7 Organization Flow Chart of the Study

Source: this study

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CHAPTER-02
LITERATURE REVIEW

2.1 Introduction
In this chapter the previous relevant studies, plans, policy centering urban transportation
system in particular the public transport systems in Dhaka is reviewed and their success and
failures were also reviewed. These plans include Greater Dhaka Metropolitan Area Integrated
Transport Study (DITS, Dhaka Urban Transport Project (DUTP), Strategic Transport Plan
(STP) in 2005, Dhaka Urban Transport Network Development Study (DHUTS) in 2009 and
in recent development of Revised Strategic Transport Plan in 2015. It also includes the
prefeasibility study of MRT line 5 done by MET! team of Japan under DTCA.

DUTP included five (5) studies and projects, namely physical improvement projects in urban
infrastructure, STP as long-term transport strategic plan, and two (2) feasibility studies for
Dhaka Eastern Bypass Project and Jatrabari Flyover Project. However, since these feasibility
studies have been made, actual both projects have not implemented yet.

2.2 The Concept of Mass Rapid Transit

In a view to implement Dhaka City's 20-year long Strategic Transport (STP), Bangladesh
Government invited Japan International Cooperation Agency (JICA) to conduct a primary
survey and feasibility study on the transport system of Dhaka back in 2009–2010. In 2012 the
Government's Executive Committee of National Economic Council (ECNEC) approved the
project. A loan agreement between Bangladesh Government and JICA was signed in January
2013. The same year, Dhaka Mass Transit Company Ltd. (DMTC), the implementing agency
of MRT Line-6 project was formed. The General Consultant (GC) namely the NKDM
Association commenced work from February 2014. In June 2013, Dhaka Mass Transit
Company Limited (DMTC) was established by the Government to implement the Metro Rail
Lines across the City.[14] The project will be constructed under the supervision of (DMTCL)
under the jurisdiction of Road Transport and Highway Division, Ministry of Road Transport
and Bridges, Government of Bangladesh. Once complete, metro rail services would be
operated by DMTCL.

2.3 MRT Policies and Operation System

2.3.1 MRT Policies

MRT policy and city sustainability are inextricably linked. In the era of globalization, city
authorities recognize the need for their city to compete in the global marketplace, and MRT is
seen to be part of the ‘package’ to attract inward investment. The effectiveness with which
MRT policy is implemented, and the parallel complementary measures which are
implemented, will substantially influence the city’s future. For a rapidly growing city like
Dhaka, MRT decisions will arguably be of great strategic importance. But the core question
for decision-makers is how to balance the sometimes-conflicting objectives of poverty
alleviation (which implies a low tariff/quality MRT system) and controlling congestion with

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its associated pollution and safety costs (which implies a higher tariff/quality MRT system)
within the means of government budgets. Large cities in developing world are centers of
economic growth and magnets for poor people from the countryside. The issue at the heart of
poverty alleviation is that all MRT systems have multiple impacts on the poor and the
environment, and to assess the overall impacts is by no means straightforward. So, the
development of MRT systems should be carried out in a holistic manner within the context of
a city development plan and transport strategy. This paper examines the technical and
economic advantages of the most widely used MRT systems for developing cities.

2.3.2 MRT Operation System

Rapid transit is used in cities, agglomerations, and metropolitan areas to transport large
numbers of people often short distances at high frequency. The extent of the rapid transit
system varies greatly between cities, with several transport strategies. Some systems may
extend only to the limits of the inner city, or to its inner ring of suburbs with trains making
frequent station stops. The outer suburbs may then be reached by a separate commuter rail
network where more widely spaced stations allow higher speeds. In some cases the differences
between urban rapid transit and suburban systems are not clear Rapid transit systems may be
supplemented by other systems such as trolleybuses, regular buses, trams, or commuter rail.
This combination of transit modes serves to offset certain limitations of rapid transit such as
limited stops and long walking distances between outside access points. Bus or tram feeder
systems transport people to rapid transit stops

2.4 Different types of Mass Transit

2.4.1 Trolleybuses
Trolleybuses powered by electric were proposed as a means of replacing some of the fossil
fuel using transport and diesel buses in the major urban areas.
Comments: This was not done considering the implementation feasibility. For example-
situation of power supply in our country.

2.4.2 Bus Ways (Guided And /Or Non-Guided)

In DITS study it was recommended to introduce urban buses with advantages over other modes
by offering dedicated rights-of-way and bus priority measures where buses are required to
operate in mixed traffic conditions.
Comments: This was really a very good recommendation in DITS, but unfortunately this is not
happened. Still, it is believed that this is a valid measure to reduce traffic congestion in Dhaka
city.

2.4.3 Light Rail Transit (LRT)

In DITS, Light Rail Transit was also recommended to reduce dependence on imported fuels.
To introduce the service, it needs to install fixed track either on existing roads or on separate
rights-of-way.
Comments: This is not done probably because of the changed scenario of rapid urbanization
and population growth. The public transport demand increases many folds over the years. So

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Light Rail Transit would not be feasible considering the maximum capacity of about 15,000 to
20,000 passengers per hour. It can be thought for old city road network.

2.4.4 Mass Transit Corridors

DITS identified rail-based mass transit routes development. The following routes are
identifying as priority implementation:
• Motijheel - Mirpur
• Kamlapur - Narayanganj
• Kamlapur- Tongi

2.4.5 Airline
An airline provides scheduled service with aircraft between airports. Air travel has high up to
very high speeds, but incurs large waiting times prior and after travel, and is therefore often
only feasible over longer distances or in areas where lack of ground infrastructure makes other
modes of transport impossible. Bush airlines work more similar to bus stops; an aircraft waits
for passengers and takes off when the aircraft is full of luggage.

2.4.6 Rapid Transit

A rapid transit railway system (also called a metro, underground, or subway) operates in an
urban area with high capacity and frequency, and grade separation from other traffic. Rapid
transit systems are able to transport large amounts of people quickly over short distances with
little land use. Variations of rapid transit include people movers, small-scale light metro and
the commuter rail hybrid S-Bahn. More than 160 cities have rapid transit systems, totaling
more than 8,000 km (4,971 mi) of track and 7,000 stations. Twenty-five cities have systems
under construction.

2.4.7 Personal Rapid Transit

Personal rapid transit is an automated cab service that runs on rails or a guideway. This is an
uncommon mode of transportation (excluding elevators) due to the complexity of automation.
A fully implemented system might provide most of the convenience of individual automobiles
with the efficiency of public transit. The crucial innovation is that the automated vehicles carry
just a few passengers, turn off the guideway to pick up passengers (permitting other PRT
vehicles to continue at full speed), and drop them off to the location of their choice (rather than
at a stop). Conventional transit simulations show that PRT might attract many auto users in
problematic medium-density urban areas. A number of experimental systems are in progress.
One might compare personal rapid transit to the more labor-intensive taxi or paratransit modes
of transportation, or to the (by now automated) elevators common in many publicly accessible
areas.

2.5 Dhaka Metropolitan Area Integrated Transport Study (DITS)

Greater Dhaka Metropolitan Area Integrated Transport Study was prepared during the period
of early 1992 to November 1994 with the initiation of the Government of Bangladesh (GOB)
with the assistance from UNDP. The United Nations Department for Development Support

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and Management Services (DDSMS) and Planning Commission of GOB were the executing
agencies.
DITS was conceived as a multifaceted and integrated study of transport services in Greater
Dhaka with the specific aims of Collection of information about the transport infrastructure of
Greater Dhaka and the transport services available in the metropolis, prepare realistic and
affordable short-term actions which can improve transport services in Greater Dhaka and
Strategic planning and long-term development of transport services in Greater Dhaka

2.5.1 Overall Critical view on DITS

This study was a very good, elaborative and policy directions oriented, which recommends
Immediate Action Plans (lAP) for short term measures, establishments of Transport Action
Plan Office (TAPO) for institutional strengthening, adaptation of Transport Development
Strategy (TDS), Policy directions like "User Pay" policy, and capital-intensive projects for
long term & short-term implementation trajectory. Regarding Mass Transit system
development, DITS recommended highest priority route between Motijheel to Mirpur. It also
identified Kamlapur-Narayanganj and Kamlapur- Tongi routes.
However, the study didn't give any details of these mass transit routes implementation
schedule. It only mentions to introduce commuter rail services, but there are 17 (seventeen)
level crossing inside city. Without grade separating rail from road, the level of service of mass
transit will not satisfactory and it creates frequent disruptions road traffic. These issues are
needed to address.

2.6 Strategic Transport Plan (STP)

Strategic Transport Plan (STP) was prepared in 2004 by the then Dhaka Transport
Coordination Board (DTCB) under the Ministry of Communication currently Dhaka Transport
Coordination Authority (DTCA) under Ministry of Road Transport and Bridges with the
assistance from the World Bank. However, the plan was endorsed by the Government of
Bangladesh in 2008 by the then interim caretaker government. The STP laid out a 20-year
(long-term) horizon period [2004 ~ 2024] transport plan for the greater Dhaka area and its
transport strategy to underscore a balance between public transport and private mode of
transport and to cater anticipated future transport demand. The plan was divided into four
periods, of 5 years each, beginning in 2005 and ending in 2024.
Under this research study, as the selected topics concerned, the particular interest is in urban
mass transport system development based on MRT system. The review is focused on MRT
Line-5 as proposed in STP. The review of literature related to previous research on mode
choice models and methodological and practical issues associated with development of these
models are presented in this Chapter. The review of mode choice models for Dhaka city is
present. This is followed by issues related to development of disaggregate models. The state-
of-art discrete choice modeling techniques and associated methodological issues are presented
in the end.

The demographic trends of the last decade that have resulted in rapid population growth are
expected to continue in the coming decades. The impact of such rapid growth has major

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consequences on the ability of the transport sector to provide mobility for all people as they
seek to take advantage of employment, education, health and social opportunities.
The transport sector in Dhaka is comprised of many different modes of travel - both motorized
and non-motorized - often using the same road space – resulting in a high level of operational
disorder, that significantly diminishes the efficiency and effectiveness of the existing transport
uses. Dhaka is perhaps the only city of its size without a well-organized, properly scheduled
bus system nor any type of mass rapid transit system. The deteriorating traffic conditions are
causing increasing delays and worsening air pollution, and seriously compromise the ability of
the transport sector to serve and sustain economic growth and quality of life.
In some ways, Dhaka has unique transport opportunities as well as pressing needs and
constraints. The high portion of trips that are made by walking and by non-motorized transport
together with the relatively small portion made by private automobiles are an enviable goal for
most major urban population centers in both developed and developing countries. Also, the
traditional inland waterways, as well as the rivers encircling Dhaka, represent an untapped,
albeit challenging, opportunity of significant potential and benefit.
While much needs to be done to serve existing transport needs better, much more will be
required to serve the transport needs of a rapidly expanding population in the coming decades.
The challenge is to establish an overall framework for a multi-modal transport system that
effectively serves current and future land uses.

2.7 Revised Strategic Transport Plan (RSTP)

The RSTP will include the construction of large-scale infrastructures including five metro rails
also known as mass rapid transit (MRT), two bus rapid transits (BRT), three ring roads, eight
radial roads, six expressways and 21 transportation hubs. The 20-year-long master plan will be
implemented in three phases with provisions of improving communication between Dhaka and
its surrounding districts. The first phase is scheduled to be completed by 2020, the second by
2025 and the third phase by 2035. The first phase includes the MRT, BRT Line 3 and Dhaka
Elevated Expressway to be completed by 2019-2020 as per the short-term plan of RSTP.
The second phase will include the construction of the MRT Line 1 and Line 5, a multimodal
hub at the new airport, the construction and improvement of radial and ring roads and
expressways. The middle term plan will start from 2020 and be completed by 2025.
The third phase will see the construction of the BRT Line 7 and MRT Line 2 and 4 along with
more construction and improvement of radial and ring roads and expressways. This long-term
plan will begin in 2025 and end by 2035.
Dhaka is one of the most densely populated metropolises in the world but the lack of urban
traffic management and foresight has made the city grapple with traffic grinding to a halt for
hours during rush hour. The government is trying to execute the RSTP as fast as possible and
of the proposed projects three are already under construction.
The construction of MRT Line 6 from Uttara to Motijheel and BRT Line 3 from Gazipur to
Jhilmil has already begun. The Dhaka Elevated Expressway from Airport to Kotubkhali
(Dhaka-Chittagong highway) is also under construction which will be connected to Ashulia by
another flyover. The proposed Dhaka-Chittagong expressway will also be linked to the Dhaka
elevated expressway according to the RSTP. The six expressways will be constructed to
connect four adjacent districts and two divisional cities –Chittagong and Mymensingh. The

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RSTP aims to improve circular waterways around Dhaka, the traffic management and traffic
safety. The bus sector will be radically reformed by forming a single bus company and the
relocation of the bus terminal along with route rationalization plan also proposes three ring
roads connecting the city with the existing road network along with eight radial roads. A new
highway will be constructed from Baorbhita of Munsiganj to Kaikertek of Narayanganj after
the Padma Bridge is completed.
The bus rapid transit system also suggests a road connecting the eastern side of the Balu River
to the middle of the Western side of the Dhaka-bypass Road before the construction of the
MRT Line.
The RSTP also plans to have a single government run company for buses by consolidating all
the existing ones in operation now. The implementation of RSTP will likely speed up Dhaka
traffic to 13 kilometers per hour which was last seen back in 2010 along with efficiently
minimising the travel time in and around the city. As Bangladesh is growing and developing
economically, Dhaka, the capital city is beginning to experience massive traffic congestion. It
has become a critical issue to improve the urban transportation system in the Dhaka
Metropolitan Area to ease traffic congestion and arrest environmental deterioration. A proper
transportation planning is needed to ensure the efficient movement of people and goods across
the country. Under these circumstances, the Government of Bangladesh formulated the
Strategic Transport Plan (STP) for Dhaka in 2005 in cooperation with the World Bank. The
government also revised and updated the STP in 2015 as well started the project to help build
the capacity of the transportation system of Dhaka city. This study provides a critical review
of the major projects and recommendations of Revised Strategic Transport Plan (RSTP). This
paper also shows previously approached transport plans and develops an analytical comparison
between previous transport plans and the Revised Strategic Transport Plan (RSTP). There is a
significant difference between future road network performance with RSTP Master Plan and
without RSTP Master Plan. Such as the average travel speed will decrease more and the volume
to capacity ratio will highly increase in future if no strategic plan is taken. This study shows
the difference between future road network performance with RSTP Master Plan and without
RSTP Master Plan and proposes some sustainable road network plans for future in Greater
Dhaka Area (GDA).

2.8 RSTP Overall Transport Development Policy

2.8.1 Vision and Goal

A bleak future can be expected in the study area without making some strategic interventions.
Over utilization of private cars is not justifiable in an urban place, with nearly 10 million
inhabitants having heightened expectations, active social lives, and various activities. An aging
urban population will also demand a different quality of transport services. Dhaka in the future
should be habitable as well as globally competitive and attractive for industries, and leading
Bangladesh’s international trade; the transport sector must be designed to make this possible.
The following are the overall goal of urban transport: “Ensure mobility and accessibility to
urban services that are vital for the people and the society, by providing a transport system
characterized by safety, amenity and integrity sustained by an efficient public transport
system”. A combination of supply-type and demand-type policies is required to maintain the

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present advantage of high modal share of more than 65%. It should be noted that the modal
shift is indicative, as shown in Figure 2.1, if at least 60% share of public transport is not
maintained, the resulting plan would overestimate the requirement for bus-rail capacity while
underestimate vehicular volume on roads, thereby affecting feasibility of many road projects.

Source: JICA Project Team

Figure: 2.1 Motor Vehicles Growth Trends in Dhaka City over Time (2015-2035)

2.8.2 Objectives and Strategies

The overall goal has been developed into eight specific objectives and strategies as follows:
A. Promotion of Social Understanding about Urban Transport Problems and Issues
B. Effective Management of Urban Growth and Development
C. Promotion and Development of Attractive Public Transport
D. Efficient Traffic Control and Management
E. Effective Transport Demand Management (TDM)
F. Comprehensive Development of Transport Space and Environment
G. Enhancement of Traffic Safety
H. Strengthening of Transport Sector Administrative and Management Capacities

2.8.3 RSTP Implementation

The first initiative was Dhaka Urban Transport Project (DUTP). The initiative was taken in
1997 but the plan was formulated in 2002. Then came the Strategic Transport Plan (STP) that
was planned for a year from 2004 to 2005 and was approved by the government in 2008. The
plan suggested 21 major projects in order to develop the transport system including three metro
rails and three bus rapid systems.
Lastly the Revised Strategic Transport Plan (RSTP) was drawn up from 2014 to 2015 and was
finally approved on August 29 this year. The plan is a twenty-year-long project from 2015-
2035.

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The RSTP includes the construction of five metro rails, six flyovers at a cost of Tk3.86cr which
has been finalised with Jica in coordination with Dhaka Transport Coordination Authority
(DTCA) formerly known as Dhaka Transport Coordination Board (DTCB).
This lack of implementation for the past two decades has left the average speed of Dhaka traffic
at a snail’s pace of six kilometres per hour according to a study by Dhaka Transport
Coordination Authority (DTCA) conducted this year.
Experts are however sceptical about the implementation of the RSTP properly and said most
likely this project too will meet the same fate as the other two.

2.8.4 Main Features of RSTP

RSTP has identified a series of transport development policies as stated above. The main
focuses or features of the Master Plan exist on the following points:
1. Strengthening of Public Transport: The development of sustainable public transport system,
taking advantage of the present high share of public transport trips
2. Improvement of Regional Competitiveness of the City: Construction of Efficient Transport
System that supports 10 million multi-core hub cities
3. Realization of Well-managed and Environment-friendly City: Introduction of innovative
institutional/operational schemes that enables world-class transport integration with living
environment.
4. Adoption of Immediate Congestion Mitigation Measures: Implementation of less expensive
measures to solve traffic congestion that brings quick outcome. The inter-relationship between
these

focuses and the identified policies is illustrated below:

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Source: JICA Project Team

Figure: 2.2 Main Features and Policies of RSTP

2.9 Previous and On-Going Transport Plans

2.9.1 Dhaka Integrated Transportation Study (DITS)

The Greater Dhaka Metropolitan Area Integrated Transportation Study (DITS) is the 1st urban
transport master plan in Dhaka City. It was prepared in 1994 by an initiation of the Government
of Bangladesh (GOB) with the assistance from UNDP (DTCA, 2018).

2.9.2 Dhaka Urban Transport Project (DUTP)

Urban transport master plan is the Dhaka Urban Transport Project (DUTP). This project was
one of the first World Bank projects aimed at easing the complex transport problems facing
Bangladesh's capital. Another aim was to prepare a 20-year strategic transport plan for the
Dhaka Metropolitan Area (DMA). The project closed on June 30, 2005. The DUTP included
five studies and projects, namely physical improvement projects in urban infrastructure, STP
as long-term transport strategic plan, and two feasibility studies for Dhaka Eastern Bypass
Project and Jatrabari Flyover Project (DTCA, 2015).

2.9.3 Strategic Transport Plan (STP)

Dhaka Transport Coordination Board (DTCB) prepared Strategic Transport Plan (STP) in 2004
under the Ministry of Communication with assistance from the World Bank (DTCA, 2005).
The STP contains a 20-year (long-term) transport plan for the greater Dhaka area and its
transport strategy underscored a balance between public transport and private mode of transport
and anticipated future demand forecast. The plan was divided into four periods, of 5 years each,
beginning in 2005 and ending in 2024 (DTCA, 2005). The major recommendations of this plan
were the construction of 3 MRT lines and 3 BRT lines, construction of Dhaka Elevated
Expressway and some other major roadway projects.

2.9.4 Revised Strategic Transport Plan (RSTP)

Population growth and urbanization of GDA changed rapidly more than predicted figures of
STP. And Growth Pole Scenario which proposed in STP didn’t happen. Not only socio-
economic environment but also urban transport environment was quite different with supposed
environments in STP. These contradictions necessitated the need to review and update the STP.
In 2015, JICA carried out “The Project on the Revision and Updating of the Strategic Transport
Plan for Dhaka” in association with ALMEC Corporation, Oriental Consultants Co., LTD. And
Katahira & Engineers International in 2015 project to help build the capacity of the
transportation system of Dhaka city.

The major recommendations of RSTP are:

1. 5 Mass Rapid Transit (MRT) Line construction [MRT Line 1, 2, 4, 5 & 6]

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2. 2 Bus Rapid Transit (BRT) Line Construction [BRT Line 3 & 7]

3. 3 Ring Roads
4. 8 Radial Roads
5. 6 Expressways
6. 21 Transportation Hubs
7. Improvement of Circular Waterway around Dhaka
8. Improvement of Traffic Management and Traffic Safety
9. Bus Sector Reforms [Route Rationalization, Bus Company Formation, Relocation of Bus
Terminals]

Source: RSTP
Figure: 2.3 RSTP Urban Transport Master Plan

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CHAPTER-03
STUDY METHODOLOGY AND DATA COLLECTION

3.1 Introduction
Today, Dhaka metropolitan city with a population of about 17 million [source: RSTP, in year
2015, population 14.8 million with an average growth rate 3.0% within RAJUK area] will
become a hyper city with a projected population of 22.9 million in the year 2025. The travel
demand for daily expedition of this huge population will be tremendous. To meet this demand
efficiently and sustainably, we need to build robust mass rapid transit network. From this
apprehension, this thesis study is on to implementation of MRT Line-1, Line-5, Line-6 as
prescribed in STP and as well in RSTP. The existing land use development and future
development scenario has made it apparent to plan an implementable design of alignment,
stations and depot. To achieve this target as delineate in the thesis objective, a comprehensive
methodology is required.

This chapter describes the methodology resorted in this thesis during alignment selection
through analyses of a set of alternative alignments, selection of station locations, selection of
depot location from alternatives candidate sites, construction method, integration with other
ongoing & upcoming structures along the corridor, data collection, and field study. This
chapter will also entail the data collection and analyses for future expansion of the MRT Line-
1, Line-5, Line-6 considering the land use development trajectory.

3.2 The Study Area

The area under this thesis study is enveloped the area covered by the alignment of MRT Line-
1, Line-5, Line-6. According to Dhaka’s Strategic Transportation Plan updated in 2015, the
MRT network will include five lines, running both above and underground. While Line 6
already is under construction, Line 1 and Line 5 currently are in their planning stage. The
present executive summary synthesizes the results of the preparatory study for Line 1 and Line
5, conducted by study Spring 2019 thesis group between month of January and February 2020

Line 1 and Line 5 constitute major backbones of Dhaka’s transportation network. They will
create connecting nodes with other mass transit lines and strengthen connectivity between
Dhaka’s city center and major places of the fast-urbanizing region, such as Dhaka International
Airport, Kamalapur central train station, the new town of Purbachal, and Notun Bazar. With
19 stations, Line 1 is planned to develop along two branches, one running north-south parallel
to Line 6, and the other running east-west towards Purbachal New Town. Line 5 will intersect
both Line 1 and Line 6 with a major transfer point at Mirpur station.
In addition, the study team conducted three detailed case studies applying to the stations circled
in red in the figure 3.1 below. The first study concerned Purbachal New Town, which is planned
to have four Line 1 stations. The other two case studies concerned Gabtoli and Kamalapur
stations, on Line 5 and Line 1 respectively.

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Prepared by JICA Study Team, based on Google Earth

Figure: 3.1 Map of MRT Line 1, Line 5 and Line 6 with detailed case study locations

3.3 Data Collection

To accomplish this study, data collections are done in two phases namely Primary data
collection and Secondary data collection. Primary data are collected directly through filed visit
and secondary data are collected from online survey, different organizations, expert
suggestions and discussions.

3.4 Primary Data Collection

In order to gather primary data, field surveys were carried out in various location in Dhaka
City, first stage in preliminary survey and the second stage in detail survey.

3.4.1 Preliminary Survey

Preliminary survey was carried out to understand the alignment of MRT Line-1, MRT Line-5,
MRT Line-6 and to get idea about the optimum feasible route implement the alignment.
Particular attention was given to find the candidate sites for depot location, station locations,
Entrance location, Shaft location, alignment through some critical area. After that we will

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create some survey question and answering from many kinds of people and various area in
Dhaka city.
3.4.2 Detail Survey
Detail survey was carried out along the MRT Line-1, MRT Line-5, MRT Line-6 for in-depth
data collection along the alignment, of the candidate sites depot location and station location.
The metro route alignment mostly follows the existing road alignment, so during the field
survey, data was collected regarding to speed, safe, time reduced, cost reduced, transportation
development and physical obstacles along the curvature station area and its vicinity,
alternatives alignment physical characteristics and depot area features.

3.5 Secondary Data Collection

Secondary data collection comprises online survey, official documents, literature review,
expert suggestions and discussions. Official documents are collected from Govt. organizations
and from internet for literature review presented in this thesis paper. Expert suggestion and
discussions are acquired by personal visit that are adept in the field of transport sector.

3.5.1 Official Document and Literature Review

Official documents namely Dhaka Integrated Transport Study (DITS), Dhaka Metropolitan
Development Plan (DMDP), Strategic Transport Plan (STP) [2004-2024], Dhaka Urban
Transport Network Development Study (DHUTS), Revised Strategic Transport Plan [Draft
Report] from Dhaka Transport Coordination Authority (DTCA). METI study report on
preliminary feasibility study from JICA The Preparatory Study on The Dhaka Mass Rapid
Transit Development Project of MRT Line-1, MRT Line-5. In Bangladesh study team, and
Dhaka Structure Plan [2016-2035] (Draft Report) from RAJUK.

3.5.2 Expert Suggestions and Discussions

Expert suggestions on Dhaka urban transport system, particularly on mass transit system of
Dhaka city considering the current traffic mass and future transport demand, was gathered
through discussion with transport professionals and practitioners by personal visits. Personal
physical visits are made to the MRT Line-6 design team to get the idea about the
implementation challenges and how to overcome it.

3.6 Methodology Used in The Research

Where the data are collected through primary and secondary source. The primary data is
collected by the author through field investigation and survey. The secondary data are collected
from our online survey, Official documents, different organization and colleagues.

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Figure: 3.2 Chronology of Methodology for the Study

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CHAPTER-04
DETAIL DATA ANALYSIS AND RESULTS

4.1 Introduction
The huge amount of information we were collected regarding the location and type of the households,
Students, Service holders, Businessman, Unemployed and socio-economic characteristics of its
members, vehicle ownership of the households, daily trip information of the respondents and also some
attitudinal information about the respondents. The socio-economic information data are immensely
extensive with age, gender, education level, employment status, and occupation, address of the worksite
and educational institutions and household income. The daily trips of each member of the households
are reported which revealed more than 500 information. The trip diary consists of the Main Origin
locations, start and end time between origin and destination (but not for each modal segment of the trip
chain), trip purpose and transport modes of each trip segment. The attitudinal question part comprises
questions on reasons behind choosing the current mode of travel, existing problems of the current travel
modes, and asks for waiting time, requirement for daily travel, Main obstacles, User Choose preference
between MRT and Present Vehicle System and suggestions for the improvement of Mass Rapid Transit.
The survey questionnaire is attached in Appendix.
The whole research work is divided into some segments such as Selection of the study area,
Questionnaire survey of personal information of the road user, survey of road user’s opinion about Mass
Rapid Transit in Dhaka.

4.2 Questionnaire Survey & Field Data Analysis

Then data analysis was done in MS EXCEL. Bar chart and pie diagrams were plotted by the
survey data in MS EXCEL. Necessary charts, pie diagrams were plotted and relative
comparison of the Mass Rapid Transit in Dhaka. This huge amount of data has been cleaned
based on the following two criteria.
(i) The observations with any missing value are ignored;
(ii) The trips which did not involve any mechanized mode of transport (i.e.,
trips which were exclusively by walking) are also ignored.
These two criteria resulted in 508 valid data points. The characteristics of the data points
considered for Mass Rapid Transit in Dhaka in below:
The gender distribution of the respondents is quite balanced with 26% female and 74% male
respondents, Figure: 4.1

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Gender

26%
Female
Male

74%

Figure: 4.1 Gender Distribution of Survey respondents by Pi Diagram

The respondents are aged 15% (Fifteen to twenty), majority of the respondents are aged 60%
(Twenty-One to Forty years) and minority respondents are aged 17% (Forty-one to Sixty),
8% Above years shown in Figure: 4.2

AGE
15 to 20 21 to 40 41 to 60 61 up

61 up
8% 15 to 20
15%

41 to 60
17%

21 to 40
60%

Figure: 4.2 Age Distribution of Survey respondents by Pi Diagram

The respondent’s monthly income is majority of (16k to 30k) found 33% respondents,
Higher Secondary (0 to 15k) found 28% Respondents, (32k to 50k) income range found total
26% respondents, (51k to 70k) income range founds total 10% respondents, and 3%
respondents found who are Earning 71k Above. shown in Figure: 4.3

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MONTHLY INCOME
71 up
3%

51 to 70k
10%

31 to 50k
26%

16 to 30k
33%

0 to 15k
28%

0 20 40 60 80 100 120

Figure: 4.3 Income Distribution of Survey Respondents shown in bar chart

The respondents were also asked about their Occupations, the majority 37% job holder
respondents found, second majority are Businessman found 25% respondents, 19%
respondents are students, 11% respondents are teacher, 5% respondents are Lawyer and 3%
respondents are unemployed. Which shown in Figure: 4.4 respectively.

Occupation
120
100 37%
80
60 25%
40 19%
20 11% 5%
3%
0
Business
Student Job Holder Teacher Lawyer Others
Man
Series1 58 74 113 32 9 14

Figure: 4.4 Occupation of Survey respondent shown in Bar chart

Respondents data are categorized in 38 locations of main origin living area and final
destination (where working )inside Dhaka city, the location is Abdullahpur, Uttara, Airport
Shewrapara, Motijheel, Agargaon, Nakhalpara, Notunbazar, Tongi, Jatrabari, Gulshan-1,
Mohakhali, Dakkhin-khan, Mirpur, Khilkhet, Savar, Farmgate, Kallyanpur, Mohammadpur,
Palton, shahbag, Boardbazar, Fakirapool, paikpara, Dhanmondi, Malibagh, ChackBazar,
Banasree, Banani, Lalbag, Kashimpur Bashundhara, Baridhara, Gazipur, kazipara,
Agargaon, Razarbag, Ashuliya
Also, all the trips are grouped into Trips Generation and final destination point shown in
Table. Figure: 4.5, Figure: 4.6, final destination respectively.

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TRIP STARTED
2%
2% 2%1% 3%
1% Abdullahpur
7%
7% Uttara
Shewrapara
3% 10%
Airport
2%
Nakhalpara
5% 2%
0% 1% Tongi
1% 1% Gulshan-1
2%
1% 3% Dakkhin Khan

5% Khilkhet
Agargaon
9%
Mirpur-2

12% 1% House building

3% Mohakhali
1% 1% 5% Kallayanpur
1% 1% 1%
2% 2% 1% 1% 2%

Figure: 4.5 Origin of Trip Started Survey respondents by Pie Diagram

7% 5% Final Destination
1% 4% BADDA
3% 1% BANANI
BANASREE
6% BARIDHARA
7%
BASHUNDHARA
1% DHANMONDI
1% FARMGATE
3% 6% GULISTHAN
GULSHAN
1% JATRABARI
3% 1% KAMALAPUR
3% KHILKHET
KURIL
4% MALIBAGH
5% MATIJHEEL
MIRPUR
7% 1% MOGHBAZAR
2% MOHAKHALI
2% 1% MOTIJHEEL
1% NATUNBAZAR
6% NILKHET
7% 1% OLD DHAKA
7%
RAMPURA

Figure: 4.6 Trip of Final Destination of Survey respondents by Pie Diagram

The Total number of respondents found who used metro rail or not, the 34% respondent are

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used and 66% not using experience, the percentage mentioned in Figure: 4.7

3. Have you already used Metrorail?

Yes
34%
Yes
No
No
66%

Figure: 4.7 Percentage of Metrorail user respondents by Pie Diagram

The respondents were asked to mention are the satisfied with the fare fixed for using
Metrorail, the result is 51% not satisfied respondents found who used for short distance
(Mirpur 10 to Uttara) and 49% satisfied respondents found who are used for long distance
(Agargaon to Uttara). the percentage mentioned in Figure: 4.8

4.Are you satisfied with the fare fixed for

using Metrorail?

Yes
51% 49%
No

Figure: 4.8 Percentage of Metrorail Fare satisfactory by Pie Diagram

The respondents were asked to mention when all the routes are opened who will use
regularly, the majority of 51% respondents mentioned sometimes, the 2nd majority
mentioned the will use regularly and 12% respondents mentioned never. the percentage
mentioned in Figure: 4.9

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5.Will you use Metrorail regularly if all the

Metrorail routes are opened?

Yes Regularly 37%

Sometimes 51%

Never 12%

0 20 40 60 80 100 120 140 160 180

Yes Regularly Sometimes Never

z
Figure: 4.9 Percentage of using interest by Bar Chart
The respondents were asked to mention what Types of vehicles currently they are using to
go their destination, the majority of 69% respondents Dependents on Bus, 2nd majority using
CNG, 9% using others combinedly like (Bus + Rickshaw) 6% using Ride sharing and 5%
using rickshaw who are in short distance. another types of vehicles available for adoption
and Characteristics chosen travels in below: the percentage mentioned in Figure: 4.10

6. What type of vehicle Currently you using to go your

destination?
250

200

150

100 69%

50

11% 5% 6% 9%
0
BUS CNG Rickshaw Ride share Others

Figure: 4.10 percentage of currently using vehicle mode mentioned by Bar Chart

The respondents were asked how much problem of traffic congestion in Dhaka will be
solved if all station of Metrorail is opened majority of 57% respondents mentioned some
will be resolve, the 2nd majority mentioned will not resolve and 13% respondents mentioned
completely resolve. the percentage mentioned in Figure: 4.11

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7.How much problem of traffic congestion in Dhaka will be

solved if all stations of Metrorail are opened?

will not resolve 30%

Some will be resolve 57%

completely resolve 13%

0 20 40 60 80 100 120 140 160 180 200

Figure: 4.11 Percentage of opinion regarding traffic congestion reducing or not by Metro
Rail shown in Bar chart.

The respondents were asked as a Metrorail user in Dhaka, which factors can create the
barriers and majority of respondents didn’t find any problem by their observation and 2nd
majority mentioned the ticketing system and longtime waiting and timing issue, the
comments received most of the respondents who are used Metrorail. How many respondents
are shared similar comments mentioned in below table.

Table: 4.1 As a Metrorail User in Dhaka, which factors can create the barriers?
SL COMMENTS FOUND RESPONDENTS
1 Ticketing System is too much time consuming. 42
2 Ticketing System not good. 35
3 Service not available proper time. 30
4 No Proper Guideline of signal marking. 4
5 Management system is weak. 7
6 Not Available in every area. 4
7 In Sufficient Seat and accommodation. 3
8 No lift of elevator available in both sides. 1
9 Exit line is time consuming and too much long. 21
10 Ticket price is high for students. 4
11 Not tweetable for lower class passengers. 2
12 Ticket price is high. 27
13 No problem Found. 120
TOTAL 300

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The Metro rail user respondents were asked how long does it take to reach your destination
using Metrorail majority of respondents 32 % said using motorail takes 40 minutes, and two
hours thirty minutes by others transport, 26 % are similar (30 minutes to 20 minutes) by
using Metrorail and one hour to two hours required by others transport mode, the 16%
respondents (25 minutes) by using Metrorail & one hour thirty min required by other
Transport mode, The percentage mentioned in Table 1.2

Table 4.2 Time Required difference between Using Metrorail & Other Transport
mode.
Average Using Metrorail Using Other Transport
26% 20 min 1 Hr
16% 25 Min 1 Hr 30 min
26% 30 Min 2 Hr
32% 40 Min 2 Hr 30 min

The Metro rail user respondents who visited abroad and used other countries Metrorail and
they were asked to compare like what is the difference between the Metrorail system of
Bangladesh and the Metrorail system of other countries, very few people found who shared
below comments.

11.What is the difference between the Metrorail system of Bangladesh and the
Metrorail system of other countries?

1. Our Speed is slower than Other Country.

2. Our Metrorail is more Upgraded than other country.
3. Our metro rail using feeling is better than other country.

4.3 Summary
In this research the most effective Mass Rapid Transit Line is suggested. This research is
based on passenger satisfaction. Road user’s opinion plays a vital role for the effective use
of any new medium of transport. In this paper about 508 people took part in the questionnaire
survey. 85% road user use MRT and 15% road user use existing public transportation
system. This survey is only passenger perception, satisfaction and opinion for Mass Rapid
Transit in Dhaka city. This cannot reflect the overall scenario. So, a details survey should
be conducted. In this study, no mathematical model was developed. The mathematical model
should be further developed by estimating and incorporating the parameters simultaneously
and thus to increase the fit and efficiency of the analysis. In this research only questionnaire
survey is done for different attributes but no procedure is described for the implementation
or construction of Metro Rail in the selected corridor. The implementation procedure should
be incorporated in the future research. MRT line is alone cannot solve the traffic problem.
Like MRT Line and existing more routes should be developed all around the Dhaka city to
overcome the congestion problem.

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4.4 Evaluation
Being the administrative, commercial & cultural capital city of Dhaka. About 30% of the total
population lives in measurable condition, with very poor access to transport services.
Therefore, MRT line 6 project falls within the number one priority project of the RSTP
(Revised Strategic Transport Plan); thus, aiming to improve public transport system by
introducing the first ever rail based MRT in Dhaka. It will be a challenge to integrate the MRT
system with the existing transportation system and urban fabric which is unplanned and
haphazard. There is no guideline and standard for designing bus and other transportation hub
as well as public pedestrian since there is no example. Without an integrated transport system
any MRT system will fail.
A 'smart city' is an urban region that makes optimal use of resource to better control and
operations which ensures competitiveness, sustainability and quality of. Consequently, the
government has now realized the need for 100 smart cities in India in urban areas [MoUD,
Draft report, 2016]. However, the development of smart cities should be in such a way so that
it provides optimal use of available transport facilities. It is a most cost-effective, high capacity,
comparatively flexible, easily accessible and innovative system that can significantly improve
the performance of transport system in urban and suburban environments. At present there are
number of BRT systems running in various Indian cities like Delhi, Pune, Indore, Bhopal,
Jaipur, Surat and Rajkot. However, in past decades, rapid socio-economic development and
reforms caused the rapid increment in urban population and gradual increase in per capita
income resulting into increasing the growth of private vehicles in urban areas. It is observed
that almost all developing countries including India faced problem of congestion, delay,
accident and pollution due to intensified growth of private vehicles. Hence, in most of Indian
cities due to cost from congestion and delay have a huge economic loss of individual as well
as bus rapid transit operators both. Therefore, it is necessary to evaluate the comparative
performance of BRTS in existing cities to how well it is providing transport service to the
public in the area served, and provides valuable information based on which important
operating decisions can be taken. Hence, this study presents performance evaluation for BRTS
in smart cities using various on-Board survey like Travel time survey, Delay time Survey,
Passenger Frequency Survey, Public opinion Survey and it helps in providing smart mobility,
smart route connectivity, smart accessibility and smart traffic management into the future while
considering economic, social, and environmental needs.

4.5 MRT Options and Current MRT Activities in Developing Cities

The distinction between MRT concepts is fluid, and many different approaches are
commonly used to distinguish the different modes and features of various MRT systems.
Traditionally, MRT systems have been categorized according to technology and degree of
segregation from traffic. Table 4.2 summarizes the key features of the MRT options. Some
typical MRT systems in developing cities are outlined

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Table: 4.3 Key Features of MRT Systems

Characteristics Bus Rapid Light Rail Metro Suburban

Transit (BRT) Transit (LRT) Rail
Current Applications Widespread in Most European Most Developed Most
Latin America & & North cities European &
some developing American & few large North
cities cities developing cities American
cities
Segregation At grade At grade Mostly elevated or At grade
underground
Space requirement 2-4 lanes from 2-3 lanes from Little impact on -
existing road existing road existing road if
elevated/undergrou
nd
an Impact on Traffic Depends on Depends on Reduces Depends on
policy & design policy & congestion frequency
design
Public Transit Problematic with Often difficult Excellent Usually,
Integration par transit existing
Initial cost 0.5-15 13-50 15-30 at grade -
(US$ million/km 30-75 elevated
60-180
underground
Implementation time Short Medium Long -
Interaction with land Good Very Good Excellent Variable
development
Fuel Mainly Electricity Electricity Electricity
Diesel/CNG/LPG
Air pollution & noise Considerable Low Low Low

Capacity (pass. 10-35,000 12-30,000 60,000+ 30,000

/hr./direction)
Speed (km/hr.) 17-20 20-50 30-80 40-45+

Traffic Accident Minor Minor No h Minor (at

level crossing)
System image & Good Very Good Excellent Variable
passenger attraction

Source: GTZ, World Bank,

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4.6 Bus Rapid Transit: Bus Rapid Transit (BRT) is a form of customer-oriented transit
combining stations, vehicles, planning, and intelligent transport systems elements into an
integrated system with a unique identity, usually uses dedicated Right of Way (ROW), which
may be either bus-ways (involving physical segregation of the track) or bus-lanes (using
painted lines to demarcate the ROW). BRT systems usually include additional design and
operational features to increase passenger capacity, such as well-designed bus stops,
organized operations, efficient collection methods and clearly defined corridors. Presently
various BRT systems operate or under construction in many developing cities, such as
Bogota, Curitiba, Campinas, Goiania, Belo Horizonte, Porto Algre, Quito, Recife, Sao Paulo,
Shantiagor, Cuenca, Guatemala, Lima, Mexico City, Istanbul, Kunming, Shanghai, Beijing,
Chengdu, Jinan, Xian, Chongqing, Taipei, Seoul, Bangalore, Delhi, Jakarta, Ha Noi, Ho Chi
Minh etc.
BRT is usually longer, and the operations are carried out over tracks that are part of the
railroad system in the area. Existing railway needs to be strengthened to introduce a new
commuter rail as it often integrates with the existing systems. These systems have to operate
within the context of the wider network demands, and are characterized by higher headways
and longer station spacing as compared with both Metros and LRT. Suburban railways in
developing cities are usually radially oriented into the city center. Although even in relatively
well-served cities like Mumbai, Rio de Janeiro, Moscow, Buenos Aires and Johannesburg,
they carry less than 10% of trips, they can be important in supporting a transit-friendly city
form and maintaining a strong city center.
There are marked differences in the activities of MRT by regions. In Central and Eastern
Europe activity is focused on rehabilitating existing systems, upgrading the tram systems to
LRT or heavy systems and exceptionally, developing new metros. There is little systematic
development of metro in Africa and the Middle East. South Asia has metro operational only in
India (Mumbai, Delhi and Kolkata). East and South-East Asian cities have already extensive
metros in operation and also in under planning in many cities. In Latin America there are major
busway programs and metro developments and suburban rail concession too in some cases.
BRT has increasingly become an attractive urban transit alternative in many Asian developing
cities especially in China and many other developing large cities of the world due to its cost-
effective and flexible implementation. But within a built-in environment of a city like Dhaka
where the road space is very limited, it is very difficult to introduce BRT system as it needs
space sharing with existing traffic. Rather it may be introduced in newly developed town like
Purbachal

4.7 Benefits of Mass Rapid Transit

MRT solutions are increasingly preferred by pol-icemakers because they provide high
carrying-capacity coupled with energy efficiency. MRTs support strategies for reduced air
pollution and encourage higher density development and better use of scarce, expensive urban
space. They can also promote greater equity and mobility for a larger segment of the population
Mass Rapid Transit Systems in urban areas not only facilitate easy and quick movement of
people but also have a positive impact on the economic growth and quality of life. This result
in increased income and various benefits to the society like reduced external cost due to

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reduction in traffic congestion, road and parking cost, transport cost and per-capita traffic
accidents. Mass Rapid Transit Systems tend to reduce per capita vehicle ownership and usage
and encourage more compact & walkable development pattern which provide developmental
benefits to the society. Reduction in cost and time of travel lowers the cost of production of
goods and services which significantly improves city’s competitiveness. One of the significant
contributions is substantial reduction in per capita pollution emission bringing down various
chronic diseases; hence, results in huge public health benefits.
4.8 Choice of the Cities and Comparison
The choice of selected cities comes from the idea to show an importance of metro as public
transport in the context of sustainable urban development in Brazil. European cities were
selected for the comparison of the metro of Brazilian cities, because Europe is perceived as a
place with high level of life standards (the UK - London, Germany - Berlin) and for historical
ties (Portugal - Lisbon). The example of a small city, but with very good public transport, was
selected Prague (the Czech Republic). In Brazil were selected Brasília as the capital city, São
Paulo which is the biggest city and the capital of business and Salvador, the third populous city
and the first capital city of Brazil (historically).
The comparison was done on the basis of individual statistical parameters. The comparison
was done on the basis of individual statistical parameters, notably a number of inhabitants, land
area of the city, number of lines, length of metro lines, number of metro stations, price of a
basic ticket.

4.9 Basic information about the metro in selected cities

As a contribution to addressing the importance of metro as public transport in the context of
sustainable urban development, there were selected seven cities for comparison of the metro
system according to several parameters. In Europe, there were selected London, Berlin, Lisbon,
Prague and in Brazil there were selected São Paulo, Brasília and Salvador.
The following paragraphs provide information about metro systems in the cities. Notably the
information about inhabitants, land area of the city, a number of lines, a length of metro lines,
a number of metro stations, a price of a basic ticket. All this information are rounded and are
presented in the table. In addition, the cities are presented in an order by continent and the
number of inhabitants.
The information about the inhabitants and the size of are taken from statistic of each selected
cities or institutions. The information of public transport and each of parameters are taken
from the website of the companies, which provide service of public transport. All of
references are listed at the end of the article

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Figure: 4.12 Chosen cities

4.9.1 London
The metropolis of the United Kingdom is London. The capital city of the UK lies along the
River Thames and takes the area 1580 km2. London belongs to one of the most important and
most visited cities in the world and are home to approximately 7,384 million inhabitants.
London metro (London Underground or The Tube) is the oldest metro system in the word – 1.
Part of it was opened in 1863 and it was with steam operation. Currently the metro has 11 lines,
which have together the length 402 km and 270 stations. The metro transfers around 3,575
million passengers per day. The price of the basic ticket is 8GBP (approximately 9,4 EUR).

Figure: 4.13 Metro system in London

4.9.2 Berlin
Germany's capital city is Berlin, which lies along the river Spree and he lives 3,419 million
inhabitants. Its area spans approximately 892 km2. The Metro system is in operation in Berlin
from February 15, 1902 and has 9 basic lines and one additional line (label U). The bulk of the
lines run along the surface. Underground lines are guided only partially and in the suburbs are
above ground is conducted.

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Figure: 4.14 Metro system in Berlin

The total length of metro lines is 146 km with 173 stations. The Metro system cooperates with
fast train lines and buses lines. Because of it the metro transports 1,417 million passengers per
day. The price of the basic ticket is 3,30 EUR.

4.9.3 Lisbon
Lisbon is the largest and also the capital city of Portugal. The city has only about 550 million
inhabitants, with the surrounding administrative units, which are essentially part of the city,
the agglomeration has 2 Lisbon metro, which is in operation since 29 December 1959 has 4
lines. In 2012 the metro transports averaged 0.420 million passengers per day. Each line has
its own color and character (blue gull, yellow flower, green and red boat compass). The total
length of metro lines is 44 km with 55 stations. The price of the basic ticket is 1,4 EUR.

Figure: 4.15 Metro system in Lisbon

4.9.4 Prague
Prague is the capital city of the Czech Republic and extends along the Vltava River. The city
has approximately 1,285 million inhabitants and the area of the city is 496 km2.
Metro in Prague has opened on 9 May 1974 and currently, due to the large extension and
cooperation with tram and bus lines, transports daily approximately 1,23 million passengers.
This number is achieved also thanks to the system "P + R" (park and ride) when passengers
from surrounding towns come to the final metro station and from here continue with the metro
to the city center. The system of metro consists of 3 lines (red, green and yellow), and is an
indispensable part of public transport in the city. The length of the metro lines is 65 km with
61 stations and almost whole network runs in underground.

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Figure: 4.16 Metro system in Prague

4.9.5 São Paulo

São Paulo is a municipality located in the southeast region of Brazil. The metropolis is an alpha
global city and is the most populous city in Brazil, the Americas, and the Southern Hemisphere.
São Paulo has more than 11,967 milion inhabitants and the area of the city is 1221 km2.
In 1972, the first test train trip occurred between Jabaquara and Saúde stations. In 1974, the
segment between Jabaquara and Vila Mariana entered into commercial operation. The São
Paulo Metrô is the main rapid transit system in the city. The five main lines in the metro system
(Lines 1, 2, 3, 4, 5) operate on 75 km of route which have 67 stations. A sixth line (Line 15) is
a monorail line that partially opened for service in 2014. The average weekday ridership is
3,090 million. The price of the ticket is 3,8 BRL, which is 1,02 EUR.

Figure: 4.17 Metro system in São Paulo

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4.9.6 Brasília
Brasília is the federal capital of Brazil and seat of government of the Federal District. Brasilia
is a young city, because it was founded on April 21, 1960, to serve as the new national capital.
Brasília and its metro (encompassing the whole of the Federal District) had a population of
2,914 million and the area of the city is 5802 km2. The metro only covers part of the
metropolitan area. Its main problem is the sheer distance between stations, making it a small
component of the transit system of the Federal District.

Figure: 4.18 Metro system in Brasília

Brasília's Metro has two lines, which has together 24 stations in the operation and runs for 42
km. The Metrô-DF transports approximately 0,170 million passengers per day. The price of
the ticket is 4 BRL, which is 1,08 EUR.

4.9.7 Salvador
Salvador is the capital of state of Bahia. Salvador has 2,902 million inhabitants and it is the
3rd-largest city in the Brazil. Salvador spreads on the area 693 km2. The current Salvador
Metro system includes a fully open 12 km and 8 stations on the Line 1. The line 1 is between
Lapa a nd Pirajá and which began partial public service on June 11, 2014. Line 2 will be
connected the north parties of city with the city center and with the airport and Lauro de Freitas,
which is the neighboring town. The Line 2 currently under construction with projected opening
dates at the end of 2017.
Ridership is not known, because the metro line is not long time in the operation and for long
time was gratis. Although metro line is not now gratis, the ridership is not big, because metro
is not well connected with the buses line. The price of the ticket is 3,3 BRL, which is 0,9 EUR.

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Figure: 4.19 Metro system in Salvador

In the next table is summary of basic information of metro system for each city:

Table 4.4: Parameters of Metro System

London Berlin Lisbon Prague Sao Paulo Brasílie Salvador
Number of inhabitants
(million) 7.384 3.419 2.666 1.285 11.967 2.914 2.902
Area (km2) 1580 892 958 496 1523 5802 693
Density population
(inhabit. /km2) 4673 3833 2783 2591 7858 502 4188
Length of metro (km) 402 146 43 65 78 42 12
Density of lines (km
lines/km2) 0.254 0.164 0.045 0.131 0.051 0.007 0.017
Number of lines 11 10 4 3 6 2 1
Number of stations of
metro 270 173 55 61 67 48 8
Daily ridership (million) 3.575 1.417 0.420 1.230 3.090 0.170 -
Price of the basic ticket
(EUR) 9.40 3.30 1.40 1.18 1.02 1.08 0.90

4.10 Choice preference

The respondents are presented with a set of alternatives defined as bundles of attributes. The
respondents are then asked to choose among the presented alternatives. An example of the
CE where the preference of the respondent is given as choice is provided in Table 7.2.

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Table 4.5: Example of Choice Preference

Bus BRT METRO RAIL
Travel time (each way) Same as 10 minutes less than 20 minutes less
now now than now

Comfort Same as Articulated low floor Non-AC

now buses with A/C Compartments

Cost Same as Tk 10 more than current Taka 15 more

now bus fare than current bus
fare
Which mode would Bus BRT METRO RAIL
you Like?

4.11 Most Effective Mass Rapid Transit in The World

rain, Metro, Subway, Tube is a type of high-capacity public transport systems generally found
in urban areas. These transport networks help people around the world get from one place to
another place quickly, safely and without pay to park for vehicles. 1.35 billion people ride the
tube annually in London, UK.
A question comes in our mind that what makes one metro rail system better than another? The
criteria are broad, from having a low carbon footprint to being well-signposted and climate
controlled. Of course, there’s the more technical stuff, too, including safe and efficient
operating systems and reliable telecommunications system. Keep reading to see what different
metro systems around the world have to offer.

4.11.1 Hong Kong’s MTR System, Hong Kong.

The Mass Transit Railway is a major public transport network serving Hong Kong.
Operated by the MTR Corporation Limited (MTRCL), it consists of heavy rail, light rail, and
feeder bus service centered on an 11-line rapid transit network serving the urbanized areas of
Hong Kong Island, Kowloon, and the New Territories. The system currently includes 218.2
km (135.6 mi) of rail with 159 stations, including 91 heavy rail stations and 68 light rail
stops. The MTR is one of the most profitable metro systems in the world; it had a farebox
recovery ratio of 187 percent in 2015, the world’s highest. It’s difficult to dispute that Hong
Kong’s Mass Transit Railway deserves this number one spot. To start, it’s just 30 years old
meaning it’s wonderfully modern with Wi-Fi, automated ticket systems and intelligent
sensors that inform train times. And, because it’s so new, it’s been thoughtfully laid out to
move people from every corner of this densely populated city around efficiently.

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Figure: 4.20 Hong Kong’s MTR System

4.11.2. London’s Underground, England, the United Kingdom (UK)

The London Underground is a public rapid transit system serving London, England and some
parts of the adjacent counties of Buckinghamshire, Essex, and Hertfordshire in the United
Kingdom.
The Underground has its origins in the Metropolitan Railway, the world’s first underground
passenger railway. Opened in January 1863, it is now part of the Circle, Hammersmith & City
and Metropolitan lines; the first line to operate underground electric traction trains, the City &
South London Railway in 1890, is now part of the Northern line. The network has expanded to
11 lines, and in 2017/18 carried 1.357 billion.
This 150-year-old underground system was the world’s first, opening back in 1863. But just
because it has a few years on Hong Kong’s MTR, doesn’t mean it doesn’t have some of the
same modern conveniences. Now equipped with air-conditioned, and many stations are set-up
with WIFI. The ticket system is replaced with Contactless card payments and the network
stretches beyond London to Essex and Buckinghamshire as well.

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Figure: 4.21 London’s Underground, England, the United Kingdom (UK)

4.11.3. Tokyo’s Underground, Japan.

The Tokyo subway is a part of the extensive rapid transit system that consists of the Tokyo
Metro and Toei Subway in the Greater Tokyo area of Japan. While the subway system itself is
largely within the city center, the lines extend far out via extensive through services onto
suburban railway lines.
Tokyo’s underground system is arguably the most punctual in the world. It’s like clockwork.
But, it’s not just the trains that are efficient. The layout of the stations – with maps plastered
on the walls and all signs printed in both English and Japanese – make the whole experience
incredibly pleasant for passengers.

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Figure: 4.22 Tokyo’s Underground, Japan.

4.11.4. Moscow’s Metro System, Russia

The Moscow Metro is a rapid transit system serving Moscow, Russia and the neighboring
Moscow Oblast cities of Krasnogorsk, Reutov, Lyubertsy, and Kotelniki. Opened in 1935 with
one 11-kilometer (6.8 mi) line and 13 stations, it was the first underground railway system in
the Soviet Union. As of 2018, the Moscow Metro excluding the Moscow Central Circle and
Moscow Monorail has 224 stations (255 with Moscow Central Circle) and its route length is
381 km (237 mi) making it the fifth longest in the world. The system is mostly underground,
with the deepest section 84 meters (276 ft) underground at the Park Pobedy station, one of the
world’s deepest. It’s the busiest metro system in Europe, and a tourist attraction in itself.
If this were an award for aesthetics, Moscow would have taken first place. With marble
interiors, gold fixtures, and ornate arches, subway stations look more like palaces or art
museums than a platform to board a high-speed train.
Of course, the train system itself is world class as well. Moscow’s metro follows the cities
natural circular structure, with 14 lines that cross the city and extend outside of it, making it
one of the longest (and busiest) metro systems in the world.

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Figure: 4.23 Moscow Metro

4.11.5. Seoul Metropolitan Subway, South Korea.

The Seoul Metropolitan Subway is a metropolitan railway system consisting of 22 rapid transit,
light metro, commuter rail and people mover lines located in northwest South Korea. The
system serves most of the Seoul Metropolitan Area including the Incheon metropolis and
satellite cities in Gyeonggi province. Some regional lines in the network stretch out to rural
areas in northern Chungnam province and western Gangwon province that lie over 100 km
away from the capital as well as Suwon Although the Seoul metropolitan subway is even more
modern than Japan’s, equipped with luxuries like heated seats that aren’t even found in most
cars. And, with over 1 million passengers daily, a lot of people are getting to enjoy the perks.
But, despite the conveniences that modern technology affords, the subway is limited in terms
of services, closing by or before midnight seven days a week.

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Figure: 4.24 Seoul Metropolitan Subway, South Korea.

4.11.6. Singapore’s MRT, Singapore

The Mass Rapid Transit (MRT) is a rapid transit system forming the major component of the
railway system in Singapore, spanning most of the city-state. The earliest section of the MRT,
between Toa Payoh and Yio Chu Kang, opened on 7 November 1987. The network has since
grown rapidly in accordance with Singapore’s aim of developing a comprehensive rail network
as the backbone of the public transport system in Singapore, with an average daily ridership of
3.501 million in 2018 (including the Light Rail Transit (LRT)), approximately 87% of the bus
network’s 4.037 million in the same period. It is one of the most environmentally friendly,
sustainable, clean and efficient systems in the world. And, according to a McKinsey
report from 2018, it’s also among the safest, most convenient and affordable systems.

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Figure: 4.25 Singapore’s MRT, Singapore

4.11.7 Paris Metro, France

The Paris Metro is a rapid transit system in the Paris metropolitan area, France. A symbol of
the city, it is known for its density within the city limits, uniform architecture and unique
entrances influenced by Art Nouveau. It is mostly underground and 214 kilometers. It has 302
stations of which 62 have transfers between lines. There are 16 lines, numbered 1 to 14 with
two lines, 3bis and 7bis, which are named because they started out like branches of lines 3 and
7; later they officially became separate lines, but the Metro is still numbered as if these lines
were absent. Lines are identified on maps by number and color, and direction of travel is
indicated by the terminus. Made up of 210 kilometers of track, the Paris Metro is crammed
within just 87 square kilometers of the city and is still – somehow – one of the busiest train
systems in the world.
what makes Paris Metro charming and undeniably Parisian is also what brings it closer to the
bottom of this list. It lacks modern conveniences, and we don’t mean heated seats like in Seoul.
Many marriages don’t even have automatically closing doors, meaning efficiency is lacking
and an upgrade is possibly in order.

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Figure: 4.26 Paris Metro

4.11.8 New York City’s Subway, the United States (US)

The New York City Subway is a rapid transit system owned by the City of New York and
leased to the New York City Transit Authority a subsidiary agency of the state-run
Metropolitan Transportation Authority (MTA). Opened in 1904, the New York City Subway
is one of the world’s oldest public transit systems, one of the world’s most used metro systems,
and the metro system with the most stations. It offers service 24 hours per day on every day of
the year, though some routes may operate only part-time.
Yes! New York City’s subway is dirty, noisy and outdated. But do you know it runs 24 hours
a day, seven days a week, 365 days a year? No wonder NYC is affectionately known as the
city that never sleeps!
The subway is also extensive, with 450+ stations (many of which are decorated with graffiti),
the fare is cheap(ish), and – perhaps best of all – it saves you from having to sit through hours
of gridlocked traffic

48
`

Figure: 4.27 New York City Subway

49
`

Table: 4.6 Performance and Cost of Various MRT Systems

Mexico Kolkata Delhi Kuala Recife Bogota Porto
Caracas Bangkok Tunis Quito Dhaka
Example City (line- Calcutt Metro Lumpur (Linha Trans Alegre
(line-4) (BTS) (SMLT) Bus way (MRT-6)
B) a Metro Phase-1 (PUTRA) sul) Milenio Bus ways
Rail Rail Rail Commute Rail
Category Rail metro Rail metro Light rail Light rail Bus way Bus way Bus way
metro metro metro r rail metro
AC
Electric, Electric Electric, Articulat
Electric, Electric, Electric, Electric, Electric, Electric Diesel Electric,
Technology rubber , steel Driverles e Diesel
steel rail steel rail steel rail steel rail steel rail Duo- buses steel rail
type rail s buses
trolleybus
11.2 (+ext
Length (kms) 12.3 23.1 23.7 16.45 65.11 29.00 29.7 14.3 41 25 20.10
5)
MRT-
6=100%
20% 20% Elevated,
95% at At grade, Priority
elevated Mainly tunnel,80% At grade, MRT-
Vertical 100% 100% 100% grade Partial Mainly
55% at undergr at At grade No signal 6=87.5%
segregation tunnel elevated elevated 95% at signal segregate
grade 25% ound grade/elevat priority Undergro
grade priority d
tunnel ed und,
12.5%Ele
vated
Stop spacing
1.5 1.0 1.1 0.97 1.17 1.3 0.9 1.2 0.4 0.7 0.4 1.26
(kms)
Capital cost
1,110 1,700 970 365 2,100 1,450 435 166 110.3 213 25 2,800
(millions $)
Infrastructure/T
A/ equipment 833 670 560 365 2,100 1,450 268 149 200 213 25 2,800
(millions $)
Vehicles 277 1,03 410 N/A N/A N/A 167 18 80 N/A N/A N/A

50
`

(millions $)
Capital
cost/route-km 90.25 73.59 40.92 22.2 32.25 50.0 13.3 11.6 10.3 5.2 1.0 138
(millions $)
Initial (ultimate)
vehicles or
trains/ 20(30) 20(30) 13(26) 7 15 30 NA 8 40 160 NA N/A
Operation
hour/direction
Maximum
passenger 32,400 50,000 39,300 18,000 75,000 30,000 12,000 36,000 15,000 35,000 20,000 60,000
capacity(km/h)
Average
operating speed 50 45 45 30 80 50 13/20 39 20 20 20 100
(km/h)
Revenue/operati
NA 100 20 NA >100 >100 115 NA 100 100 100 N/A
ng cost ratio
Public Public
infrastruc infrastruc
Private Private Private Private
Ownership Public Public Public Public Public ture, ture, Public
(BOT) (BOT) (BOT) (BOT)
Private Private
vehicles vehicles
1995
Year completed 2004 1999 2000 1984 2002 1998 1998 2002 2000 1990 2021
(ext 2000)
Note: NA means information is not available.
Sources: GTZ, World Bank, DMRC; MRK,

51
4.12 Regulations
Many systems have regulations against behavior deemed to be unruly or otherwise disturbing
to other passengers. In such cases, it is usually at the discretion of the operator, police officers,
or other transit employees to determine what behaviors fit this description.
Some systems have regulations against photography or videography of the system's vehicles,
stations, or other property. Those seen holding a mobile phone in a manner consistent with
photography are considered to be suspicious for breaking this rule. This is another issue that is
challenged in the courts in the United States as a "Free Speech" issue. Almost all riders are
equipped with cell phones which can take pictures or record what is happening on the lines.
Riders are able to record the actions of transit police and transportation system employees.

4.13 Economic
Public transport allows transport at an economy of scale not available through private transport.
Advocates of public transport claim that investing in mass transit will ultimately reduce the
total transport cost for the public. Time saved can also be significant, as less cars can translate
to less congestion, and faster speeds for remaining motorists. Transit-oriented development can
both improve the usefulness and efficiency of the public transit system as well as result in
increased business for commercial developments.
Because of the increased traffic and access to transit systems, putting in public transit
frequently has a positive effect on real estate prices. For example, the Washington DC Metro
system has increased land desirability around its stations, and The Hong Kong metro MTR
generates a profit by redeveloping land around and above its stations. Much public opposition
to new transit construction can be based on the concern about the impact on neighborhoods of
this new economic development. Few localities have the ability to seize and reassign
development rights to a private transit operator, as Hong Kong has done.
Investment in public transport also has secondary positive effects on the local economy, with
between $4 and $9 of economic activity resulting from every dollar spent. Many businesses
rely on access to a transit system, in particular in cities and countries where access to cars is
less widespread, businesses which require large amounts of people going to a same place may
not be able to accommodate a large number of cars (concert venues, sport stadia, airports,
exhibitions centers), or businesses where people are not able to use a car (bars, hospitals, or
industries in the tourism sector whose customers may not have their cars). Transit systems also
have an effect on derived businesses: commercial websites have been founded, such as
Hopstop.com, that give directions through mass transit systems; in some cities, such as London,
products themed on the local transport system are a popular tourist souvenir. Research in the
Washington, DC area shows that public transport does a better job of providing high-skill
residents with access to high-skill jobs than it does mid-skill residents to mid-skill jobs and
low-skill residents to low-skill jobs.
However, public transport projects frequently have very large upfront costs, requiring large
investments from either local government or private investors. Initial estimates of project cost
and timescale are frequently underestimated, and nearly all public transport requires
government subsidies and/or direct government support in order to remain operational. The
existence of a transit system can lower land values in some cases, either through influence on
a region's demographics and crime rate (actual or perceived), or simply through the ambient
noise and other discomforts the system creates.

4.14 Mass Rapid Transit Financing

The main sources of financing are ticket revenue, government subsidies and advertising. The
percentage of revenue from passenger charges is known as the farebox recovery ratio. A limited
amount of income may come from land development and rental income from stores and
vendors, parking fees, and leasing tunnels and rights-of-way to carry fiber optic communication
lines.

4.15 Fare and Ticketing

Most but not all public transport requires the purchase of a ticket to generate revenue for the
operators. Tickets may be bought either in advance, or at the time of the journey, or the carrier
may allow both methods. Passengers may be issued with a paper ticket, a metal or plastic token,
or a magnetic or electronic card (smart card, contactless smart card). Sometimes a ticket has to
be validated, e.g., a paper ticket has to be stamped, or an electronic ticket has to be checked in.
Tickets may be valid for a single (or return) trip, or valid within a certain area for a period of
time (see transit pass). The fare is based on the travel class, either depending on the traveled
distance, or based on zone pricing.
The tickets may have to be shown or checked automatically at the station platform or when
boarding, or during the ride by a conductor. Operators may choose to control all riders,
allowing sale of the ticket at the time of ride. Alternatively, a proof-of-payment system allows
riders to enter the vehicles without showing the ticket, but riders may or may not be controlled
by a ticket controller; if the rider fails to show proof of payment, the operator may fine the rider
at the magnitude of the fare.
Multi-use tickets allow travel more than once. In addition to return tickets, this includes period
cards allowing travel within a certain area (for instance month cards), or during a given number
of days that can be chosen within a longer period of time (for instance eight days within a
month). Passes aimed at tourists, allowing free or discounted entry at many tourist attractions,
typically include zero-fare public transport within the city. Period tickets may be for a
particular route (in both directions), or for a whole network. A free travel pass allowing free
and unlimited travel within a system is sometimes granted to particular social sectors, for
example students, elderly, children, employees (job ticket) and the physically or mentally
disabled.
Zero-fare public transport services are funded in full by means other than collecting a fare from
passengers, normally through heavy subsidy or commercial sponsorship by businesses. Several
mid-size European cities and many smaller towns around the world have converted their entire
bus networks to zero-fare. The only European capital with free public transport is Tallinn.
Local zero-fare shuttles or inner-city loops are far more common than city-wide systems. There
are also zero-fare airport circulators and university transportation systems.
Revenue, profit and subsidies Governments frequently opt to subsidize public transport, for
social, environmental or economic reasons. Common motivations include the desire to provide
transport to people who are unable to use an automobile, and to reduce congestion, land use
and automobile emissions. Other motives may include promoting business and economic
growth, or urban renewal in formerly deprived areas of the city. Public transit systems rarely
operate without government support. Some systems are owned and operated by a government
agency; other transportation services may be commercial, but receive special benefits from the
government compared to a normal company.
Subsidies may take the form of direct payments for financially unprofitable services, but
support may also include indirect subsidies. For example, the government may allow free or
reduced-cost use of state-owned infrastructure such as railways and roads, to stimulate public
transport's economic competitiveness over private transport, that normally also has free
infrastructure (subsidized through such things as gas taxes).
Other subsidies include:
➢ Tax advantages (for instance aviation fuel is typically not taxed)
➢ Bailouts if companies that are likely to collapse (often applied to airlines).
➢ Reduction of competition through licensing schemes
Private transport is normally subsidized indirectly through free roads and infrastructure, as well
as incentives to build car factories and, on occasion, directly via bailouts of automakers.
Land development schemes may be initialized, where operators are given the rights to use lands
near stations, depots, or tracks for property development. For instance, in Hong Kong, MTR
Corporation Limited and KCR Corporation generate additional profits from land development
to partially cover the cost of the construction of the urban rail system.
Some supporters of mass transit believe that use of taxpayer capital to fund mass transit will
ultimately save taxpayer money in other ways, and therefore, state-funded mass transit is a
benefit to the taxpayer. Some research has supported this position, but the measurement of
benefits and costs is a complex and controversial issue. A lack of mass transit results in more
traffic, pollution, and road construction to accommodate more vehicles, all costly to taxpayers;
providing mass transit will therefore alleviate these costs.

4.16 Fare Reduce Strategy

4.16.1 Concessions and Ride Discounts

As a normal working adult, you are unfortunately not entitled to any special concessions.
Thus, you would have to pay the normal adult MRT fare. This MRT fare is calculated based
on distance travelled. The good thing about this is that you will not be charged for transfers to
other MRT lines during your journey. However, you will still be charged a boarding fee for
exiting and re-entering the same station. This boarding charge is a standard 77 cents, even
without any travel. Therefore, you should keep this in mind if you want to save money on your
MRT fare.

4.16.2 Student School Smartcard

Being a student brings with it many benefits, with transport being one of them. There are
discounts available that help to reduce your MRT SG fares as a student. Students with the
School Smartcards are entitled to 50% off the adult MRT SG fares and lower bus rates. This
applies to primary, secondary and junior college students. Junior college students should extend
the validity of their cards after secondary school to enjoy the MRT concessionary rates.
Nonetheless, student concessionary rates do not apply to diploma and undergraduate students,
who will pay the normal adult MRT SG fares. They can only benefit from decreased MRT
fares by buying the monthly student passes, as elaborated below.

4.16.3 Monthly Subscription for MRT Fare

One way you can reduce your MRT fare is to buy the adult monthly travel pass. This pass gives
pass holders unlimited rides on the MRT and bus for $128 a month.
$128 is not cheap. In fact, many of us may not spend more than half of that every month on
transport. Therefore, this is more applicable to someone who travels a lot, such as for work.
For instance, some insurance agents commute frequently to meet clients and can incur a
monthly MRT fare of up to $300. In such cases, buying the adult monthly pass would actually
save money.

4.16.4 Choose Non-Peak Times to Reduce Your MRT Fares

Discount before 7.45 am on weekdays
Traveling at non-peak times enables you to benefit from lower MRT SG fares. The purpose of
this is to encourage commuters to change their traveling habits to travel more during the
morning pre-peak hours.
If you tap into an MRT station before 7.45am on weekdays, you can receive a discount of up
to 50 cents. If your journey costs less than 50 cents, then you would get a free ride.
On top of that, if you are a student enjoying concessionary rates, you would not have to pay
anything if you start your MRT ride before 7.45 am on a working day.
Hence, if you want cheaper MRT fares (and possibly emptier trains), you can start your travels
before 7.45 am on a weekday. Imagine how much you can reduce your MRT SG fare if you do
this for your daily commute!

4.16.5 Travel Smart Reward Scheme

To further encourage commuters to travel during non-peak hours on weekdays, the Land
Transport Authority (LTA) has introduced the Travel Smart Journeys (TSJ) programmed. This
replaces the Travel Smart Rewards (TSR) where the LTA tracked your daily travel patterns
and recommended a customized travel plan for you. Through the new TSJ scheme, LTA seeks
to spread out peak hour traffic and help reduce congestion at the MRTs. While it has yet to be
seen what type of incentives LTA will be using, we believe that the TSJ may not differ too
much from the TSR programmed. Taking advantage of the TSJ scheme would likely reduce
your MRT SG fares and allow you to save money on your MRT fares.

4.16.6 Credit Card Rebates

You can also sign up for credit cards for your transactions. While not reducing your MRT fare
directly, you can stand to receive cashback or rewards from using your credit card. For
example, the Citibank SMRT credit card provides you with a 2% cash rebate with every rapid
pass card reload top up. What’s more, you are saved from the hassle of waiting in line to top
up your rapid pass card. In fact, you get to enjoy an auto top-up when your rapid pass card
value is insufficient.

4.17 Safety and Security

In the United States expansion of public transportation systems is often opposed by critics who
see them as vehicles for violent criminals and homeless persons to expand into new areas (to
which they would otherwise have to walk)
According to the Transportation Research Board, "violent crime is perceived as pandemic
Personal security affects many peoples' [sic] decisions to use public transportation."
Despite the occasional highly publicized incident, the vast majority of modern public transport
systems are well designed and patrolled and generally have low crime rates. Many systems are
monitored by CCTV, mirrors, or patrol.
Nevertheless, some systems attract vagrants who use the stations or trains as sleeping shelters,
though most operators have practices that discourage this.
Though public transit accidents attract far more publicity than car wrecks, public transport has
much lower accident rates. Annually, public transit prevents 200,000 deaths, injuries, and
accidents had equivalent trips been made by car. The National Safety Council estimates riding
the bus as over 170 times safer than private car.
 CHAPTER-05
CONCLUSIONS, LIMITATIONS AND RECOMMENDATIONS

5.1 Introduction
The objectives of this study research were to review the previous & contemporary Dhaka urban
transport plans in particular emphases on mass transit options to meet the growing demand of
transportation compounding by the pressure of increasing population and expanding urban
form. Following these critical reviews, the next rationale mass transit line, i.e. MRT Line-1,
MRT Line-5 are the reasonable/sensible one to implement along with the MRT Line-6 which
is currently under construction. In line with these the detail route analyses were done in this
study.
In addition to that detail analyses were done on conflicts and constraints with other ongoing &
upcoming projects to implement the MRT Line-1, MRT Line-5. During the study a wide range
of data analyses were done along the route alignment, station area, depot locations and
passenger perception. As well as current ongoing and upcoming projects data were collected
to identify the conflicting points and tried to find the best feasible alternatives to resolve the
conflicts.
To build MRT system is comparatively very hard task also to make the MRT system operation
in a sustainable way is difficult task. In Bangladesh, many others country and renown city has
shown success of MRT and general people are very happy with the MRT system. However, in
Bangladesh government has scrapped the MRT system as there was much criticism by the
people. This will, in turn, lead to provision of better Metro Rail services in a cost-competitive
manner, thereby benefitting commuters. To build infrastructure ss of today no MRT system
has been able to cover the Elevated, Sub-way cost and maintaining new infrastructure (MRT
planning Guide). However, Most MRT has covered the operational cost through fare revenue.

5.2 Limitation of The Study

Data collection of utility services along & across the MRT Line-1, MRT Line-5, MRT Line-6
was done as best as possible with the consultation with the respective authorities. It was very
challenging task to survey and physical study because MRT Line-1 is running design phase
and MRT Line-6 is under construction, also the MRT Line-5 will very soon to start design
phase the respective authorities have the limitation to preserve the data in user friendly form
study on MRT Line-1, MRT Line-5.

5.3 Conclusions
MRT system is expected to improve quality of life in a city like Dhaka, by saving travel time,
reduce air pollutant. MRT systems have gained worldwide popularity as an option for public
transport system due to its capacity to deliver low cost, quickly implemented, flexible and high-
quality solutions to developing cities’ transport needs. Transport system plays a crucial role in
urban development by providing access for people to education, employment, recreation,
health care and other key social–economic services. People of Dhaka City has been suffering
from traffic jam, traffic congestion and traffic hazards. Mass Rapid Transit (MRT) would be a
part of the solution of the problem, undoubtedly this will reduce considerable amount of traffic
jam. The pre-study is conducted in order to find a suitable system which will integrate the
current transportation system and urban mobility with Mass Rapid Transit (MRT) by
providing. MRT is a most effective mode of transportation and is gaining its increasing
popularity worldwide. It has emerged as an economical transit alternative for developing
countries and its introduction has recently accelerated in Asia. The concepts, operating
advantages and successful operations of MRT system are briefly reviewed in this paper. The
relevance and the potential of introducing MRT system towards improved and enhanced
quality of public transport services in metro Dhaka are discussed.
Due to increase of private car ownership, the roads are becoming congested day by day in
Dhaka. Without modal shifting, from private car to public transport, the condition will become
worst in near future. Though the public transport is not well developed, the demand of public
transport is very high. For proper modal shifting, it is high time to introduce public transport
ensuring reliability, accessibility, comfort, safety, faster and economic viability. In these
contexts, MRT is one of the feasible long-term solutions. However, MRT-6 can serve
effectively within 2021, it won't be able to support the ever-increasing demand. Alternative
solution and other public transport alternatives should be considered besides MRT. So,
transport planners and decision maker should ponder over the matter and take necessary steps
to create a station in a dense developing urban context especially like Dhaka, where informal
sector and formal sector of business are integrated and co-exists mutually for economic growth
and survival, where various mixed modes of transport - rickshaws, CNG, cars, bus, etc function
on the same road, it is important to address and significant them all as they are together part of
a society as together serve all sectors and socio-economic backgrounds of a society
MRT system will help to achieve few Sustainable Development Goals for Bangladesh. The
implementation of the proposed improvements will bring a wide range of social, political and
economic benefits including a forward-looking image of Dhaka city.

5.4 Future Research

(i) In the present study, only the measurement errors of the travel time have been addressed;
similar approach can be applied to address the measurement errors of the travel cost of different
modes in the presence of stated travel fare by the respondents.
(ii) Estimated to better forecast the Volume of Travel (VOT) of the population. The effects of
attitudes and perception on the VOT of the respondents can also be explored.
(iii) The ridership of different modes can be predicted by population synthesis.
(iv) Comprehensive demand mode can be developed by incorporating trip generation, trip
distribution and trip assignment steps of the four-step MRT with the mode choice model to
better forecast the ridership of the diverse existing and proposed new modes.
(v) In this research, people’s Willingness to Pay (WTP) has been calculated only for travel
time, WTP for other attributes like comfort, cleanliness of the vehicles, air-condition in the
vehicles can be calculated by the design of more robust SP survey. Also, computer based
adaptive surveys can be designed to present personalized choice scenarios to respondents.

5.5 Recommendations
The public sector must set strategy, identify infrastructure projects in some detail (including
horizontal and vertical alignment, and station locations) and confirm the acceptability of
environmental consequences, tariffs, and any contingent changes to the existing transport
system. There must be a comprehensive financial plan to avoid the delays and cost overruns
within which the costs of infrastructure and publicly funded operations are foreseen and
securely provided for. Especially when private finance is involved (even in the form of BOT-
Build Operate and Transfer), MRT investments should be consistent with an approved city
structure plan, because opportunistic development on usually proved to be damaging to
welfare, and ultimately costly to the budget. More importantly, detailed feasibility study is a
pre-requisite for such type of capital-intensive mega-projects. This feasibility study would be
the background study of the mass transit project, which will support the detail engineering and
financial feasibility of different mass transit options. It is believed that an ideal decision-
making process in a logical framework would definitely ensure the sustainability for our dear
metropolis for the next generation.
MRT aims to transfer mass people within short time from one place to another which
significantly needs sufficient corridor for mass people flow, uninterrupted circulation and
potential network for dispersal. A probable design framework has been established by
considering the existing network and public interest through following issues.
Multilevel connection: MRT in Dhaka city is a vertically aligned transport system that
requires connection the with existing horizontal system. Therefore, current foot over bridge
has been extended in a manner so that people can easily reach to the station without crossing
any major vehicular way. The entrances of the foot-over bridge are recommended to locate in
major node points, public place and intersection.
Integration of urban transit: Currently, there is no specific place or stoppage for public bus
and other transportation. Here, transportation hub is placed integrating with MRT exits points
so that one can easily change between different transportation modes. Even public pedestrian
is also recommended to link with transit hub.
Widening pedestrian: As mass people will move at a time by MRT system, uninterrupted
pedestrian is needed. Urban pedestrian should be extended specially near the station. Foot over
bridge is proposed to connect with pedestrian system so that one can easily move from home
to station by foot
Non-Motorize vehicle parking: To keep and maintain facilities for pedestrian such as
Bicycles, so that people can finish their work/travel and return to their origin destination very
easily. Then the station will decrease the traffic around and the noise will decrease.
Integrating open space: According to research, MRT system influences the surrounding
landscape negatively for its economic value. In this case, Sher-E-Bangla Nagar Park has been
proposed to integrate with the MRT station which will remain vibrant all the time due to the
existence and movement of mass people.
Affordable Services with Exclusive Discounts: The fare depends on the stations you will
come and go. The farther your chosen arriving station is from your departing one, the higher
amount you need to pay for a ride. Student, senior citizen, freedom fighter or person with a
disability entitled to have a 50 percent discount on trip. On the other hand, children aged below
seven years old can enter free. Aside from the exclusive discounts, other commuters will also
have lesser cash transaction hassles with the help of a cashless payment mode by Rapid Pass
card.
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Appendix – A