Draft Final Report Oct 29th 2020

THE FEASIBILITY STUDY ON BUS RAPID
TRANSIT (BRT) LINE-7
Draft Final Report
MAY 31, 2020
DEVELOPMENT DESIGN CONSULTANTS (DDC) LTD.

47, MOHAKHALI C/A, DHAKA-1212, BANGLADESH
DOHWA ENGINEERING CO., LTD., KOREA

438, SAMSEONG-RO, GANGNAM-GU, SEOUL, 06178, KOREA
Feasibility Study on BRT Line 7
Draft Final Report
Contents
Chapter 1: Introduction .................................................................................................................... 1
1.1 Project Aims and Objectives ................................................................................................... 1
1.1.1 Background ..................................................................................................................... 1
1.1.2 Aims and Objectives ........................................................................................................ 1
1.2 The Study Area ........................................................................................................................ 2
1.3 Supporting Reports and Technical Papers .............................................................................. 2
1.4 Consultations and Presentations ............................................................................................ 3
1.5 Contents of this Report ........................................................................................................... 3
Chapter 2: Existing Situation – Land, Population and Transport ................................................... 8
2.1 Study Area Topography, Hydrology and Land Use ................................................................. 8
2.1.1 Overview of the Corridor ................................................................................................ 8
2.1.2 Existing Land Use on Four Main Sections ..................................................................... 10
2.2 Existing Population and Urban Settlements ......................................................................... 12
2.3 The Existing Transport Network............................................................................................ 15
2.3.1 Existing Strategic Road Network .................................................................................. 15
2.3.2 Existing Local Road Network ......................................................................................... 17
2.3.3 Existing Public Transport Network ................................................................................ 24
Chapter 3: Strategic Land and Transport Plans for Dhaka’s Eastern Fringe ................................. 27
3.1 Dhaka’s Future Urban Form – the Dhaka Structure Plan (DSP), 2016-2035......................... 27
3.2 Previous Transport Proposals for Dhaka’s Eastern Fringe .................................................... 31
3.3 Conclusion: Previous North-South Proposals ...................................................................... 36
Chapter 4: Integrating the BRT-7 Corridor with other Highway and Transit Projects ................. 39
4.1 Introduction .......................................................................................................................... 39
4.2 Review of Major Highway Projects relevant to the BRT-7 Corridor ..................................... 39
4.2.1 New Highway Projects – Some Key Issues for the BRT-7 Corridor ............................... 39
4.2.2 Integrating the BRT-7 Corridor with other North-South Highway Projects .................. 44
4.3 Review of Major Transit Projects relevant to the BRT-7 Corridor ........................................ 50
4.3.1 Transit Projects currently being Implemented on Dhaka’s East Side ........................... 51
4.3.2 Relationship between BRT-7 Corridor and other potential north-south transit lines .. 52
4.3.3 BRT-7 Corridor and other Transit Projects under consideration .................................. 54
4.4 Conclusion: Integration of BRT-7 with other Highway and Transit Projects........................ 54
Chapter 5: Highway and Transit Options for the Corridor ........................................................... 55
5.1 Introduction: Scope of this Chapter ..................................................................................... 55
i
Draft Final Report
5.2 The Wide Range of Highway and Transit Options ................................................................ 55

5.3 Recommended Highway Configuration ................................................................................ 55
5.4 Recommended Transit: At-Grade BRT + Elevated MRT (in long-term)................................ 57
5.5 Future Passenger Demand on the BRT-7 Corridor................................................................ 60
Chapter 6: BRT-7 Alignment and Right of Way ............................................................................. 63
6.1 BRT-7 Corridor – Strategic Alignment ................................................................................... 63
6.1.1 Original TOR Alignment................................................................................................. 63
6.1.2 Evaluation of Alternative Alignments for BRT-7 Northern Section............................... 63
6.1.3 Reasons for Recommending Alignment Option 3, north-south via Gazipur ................ 66
6.1.4 Proposed New Alignment for the R312 Rajendrapur to Kapasia.................................. 68
6.1.5 Proposed New East-West Strategic Links ..................................................................... 69
6.2 Fine-Tuning the BRT-7 Corridor Alignment at the Local Level .............................................. 71
6.2.1 Approach to Fine-Tuning the BRT-7 Corridor Alignment .............................................. 71
6.2.2 Reasons for Proposing a New Alignment rather than Widening the Existing Road ..... 72
6.2.3 Fine-Tuning the Alignment for the Central and Southern Sections of BRT-7 ............... 74
6.3 Corridor Cross-Sections and Right of Way ............................................................................ 76
6.3.1 Corridor Cross-Sections................................................................................................. 76
6.3.2 Additional Width Required for Road Elevation............................................................. 77
6.3.3 Additional width required at BRT stations .................................................................... 77
6.3.4 Managing Land-Filling next to the Corridor .................................................................. 77
6.3.5 Width required at combined BRT and MRT stations .................................................... 78
6.3.6 Effect of reduced Right of Way on Corridor design ...................................................... 79
6.3.7 Importance of Good Quality Side Roads (60’/18m is desirable)................................... 80
6.3.8 Recommended Cross-Sections for the Side Roads ....................................................... 81
6.4 Recommended Right of Way ................................................................................................ 83
Chapter 7: Highway Design Standards for the BRT-7 Corridor: Geometry, Hydrology and Drainage
.............................................................................................................................................................. 87
7.1 Introduction .......................................................................................................................... 87
7.2 BRT-7 Highway Design Standards ......................................................................................... 87
7.2.1 Geometric Standards .................................................................................................... 87
7.2.2 Design Discharge ........................................................................................................... 89
7.2.3 Interchanges and Junctions .......................................................................................... 90
7.2.4 Structural Standards ..................................................................................................... 91
7.2.5 Pavement Design Criteria.............................................................................................. 92
7.3 Hydrology and Drainage ....................................................................................................... 93
ii
Draft Final Report
7.3.1 The River System ........................................................................................................... 93

7.3.2 Hydrological Profile ............................................................................................................. 93
7.3.3 Hydrological Design for the BRT Line-7 Corridor ................................................................ 94
7.3.4 Review of Previous Studies relevant to fixing the BRT-7 Corridor Road Crest Level .... 95
7.3.5 Consultants’ Recommendations for BRT-7 Corridor Concept Design........................... 96
7.3.6 Recommended Road Crest and Finished Road Levels .................................................. 97
7.3.7 Drainage ........................................................................................................................ 98
7.3.8 Cross-Drainage .............................................................................................................. 98
7.3.9 Surface Drainage ........................................................................................................... 99
7.3.10 Sub-Grade Drainage/Sub-Soil Drainage ...................................................................... 100
7.3.11 Determination of Waterway Width ............................................................................ 101
Chapter 8: Concept Design – BRT-7 Junctions and Interchanges..................................................... 102
8.1 Introduction: Overview of this Chapter ............................................................................. 102
8.2 Approach to Selecting the Junctions (Location and Type) .................................................. 102
8.2.1 General Considerations............................................................................................... 102
8.2.2 The Wide Range of Junction Types ............................................................................. 103
8.2.3 Underpasses or Overpasses for East-West Local Traffic ............................................. 105
8.2.4 Details of proposed Junctions and Grade-Separated Interchanges ........................... 106
8.3 Purbachal Expressway Interchange .................................................................................... 110
8.3.1 Background ................................................................................................................. 110
8.3.2 Current Situation ......................................................................................................... 111
8.3.3 Drawbacks of the current Purbachal Expressway/BRT-7 interchange design ............ 113
8.3.4 TRANSIT Interchange: Alternative Options for the Purbachal Expressway ............... 114
8.3.5 Assessment of the Four Alternative Transit Alignment Options ................................ 116
8.3.6 Recommendation for Purbachal Transit Interchange ................................................. 116
8.3.7 Next Steps to implement the BRT-7 Transit Alignment at Purbachal Expressway ..... 117
8.3.8 HIGHWAY Interchange at Purbachal Expressway / BRT-7 Corridor ............................ 122
8.4 Proposals for Madani Avenue Interchange ........................................................................ 128
8.4.2 Problems with the Current Flyover Proposals ............................................................ 129
8.4.3 Alternative Design for the Madani Avenue Intersection ............................................ 130
8.4.4 Key Actions needed to implement the future Interchange at Madani Avenue.......... 132
8.5 Proposals for Aftabnagar Interchange ................................................................................ 133
iii
Draft Final Report
8.5.2 Proposals for Aftabnagar Highway and Transit Interchange ...................................... 135
8.6 Junction Proposals for the new R312 Rajendrapur-Kapasia Highway ................................ 137
8.6.1 General Approach ....................................................................................................... 137
8.6.2 Intersection of R312 with N3 Dhaka-Mymensingh Highway ...................................... 137
8.6.3: R312 between Mymensingh Road and Rajendrapur Cantonment ............................. 138
8.6.4 Junctions on a new R312 Bypass at Rajendrapur Cantonment / Station / Bazar ....... 139
8.6.5 Interchange of R312 and BRT-7 Eastern Corridor ....................................................... 142
8.6.6 R312 Overpasses and Underpasses from Rajendrapur Bazar to Kapasia ................... 144
8.6.7 Highway and Transit Proposals at Kapasia................................................................. 145
8.6.8 Phasing of R312 Highway Junction Improvements ..................................................... 148
8.7 Junction Proposals for the Central Spine (R312 to N1 Dhaka-Ctg Highway) ...................... 149
8.7.1 R312 Trumpet Interchange ......................................................................................... 149
8.7.2 North Gazipur Interchange ......................................................................................... 149
8.7.3 South Gazipur Interchange and South Gazipur Link Road .......................................... 150
8.7.4 Interchanges with new Dhirasram Rail Link and N105 Dhaka City Bypass ................. 150
8.7.5 Interchanges at Majukhan Bazar ................................................................................ 156
8.7.6 Bridge over Tongi Khal and Interchange with proposed Flood Embankment Road ... 159
8.7.7 Interchange with proposed Airport to North Purbachal Link Road ............................ 160
8.7.8 Interchange with Rampura-Banasree-Demra PPP Expressway .................................. 162
8.7.9 Interchange with R110 Jatrabari – Demra Highway (Old Demra Road) ..................... 164
8.7.10 Interchange with N1 Dhaka-Chittagong Highway (Signboard Junction)..................... 167
8.8 Junction Proposals for the R311 Narayanganj Link Road (Chasara to Signboard).............. 171
8.8.1 Narayanganj Link Road, Existing Situation .................................................................. 171
8.8.2 RHD Project to Widen the R111 to a 6-lane Highway................................................. 171
8.8.3 Alternative Design Options for the R111 Narayanganj Link Road .............................. 171
8.8.4 Recommendations for Junctions and Crossings on the Narayanganj Link Road ........ 173
8.8.5 Concept Design for Junctions, Crossings and BRT Stations on Narayanganj Link Road
175
8.8.6 Chasara Junction and BRT-7 Terminal ........................................................................ 182
8.9 BRT-7 Feeder Services to Narayanganj Launch Ghat and Nitaiganj.................................... 188
8.9.1 Nitaiganj and Launch Ghat ................................................................................................ 188
8.9.2 Long-Term BRT-7 Link to East Bank of Shitalakhya River via new bridge ................... 199
Chapter 9: BRT-7 Concept Design ..................................................................................................... 200
9.1 Introduction: Overview of this Chapter ............................................................................. 200
iv
Draft Final Report
9.2 General Design Parameters for BRT-7 ................................................................................ 201

9.2.1 BRT-7 Design should be compatible with BRT-3 ......................................................... 201
9.2.2 Capacity of the BRT-7 Transit System ......................................................................... 201
9.2.3 BRT-7 Lane Geometry ................................................................................................. 201
9.2.4 BRT-7 Geometric Design Parameters.......................................................................... 202
9.3 Proposed BRT-7 Alignment and BRT Links/Feeder Services ............................................... 203
9.4 Phased Introduction of BRT-7 ............................................................................................. 203
9.5 Proposed Phasing of MRT ................................................................................................... 208
9.5.1 MRT-7 Alignment ........................................................................................................ 208
9.6 BRT Stations, Terminals and Interchanges.......................................................................... 213
9.6.1 Location of BRT-7 Stations .......................................................................................... 214
9.6.2 Location of Future MRT Stations ................................................................................ 217
9.6.3 BRT-7 Station Design ................................................................................................... 217
9.7 BRT Bus Fleet and Equipment ............................................................................................. 226
9.7.1 Difficulty of Forecasting Future Passenger Demand................................................... 226
9.7.2 Bus Fleet and Facilities Estimated based on other BRT Studies ................................. 226
9.7.3 BRT Line-3 Gazipur to Keraniganj, Joint Operational Plan, 2015 ............................... 228
9.7.4 Estimated Bus Fleet for BRT Line-7 ............................................................................. 230
9.8 BRT-7 Depots....................................................................................................................... 231
9.8.1 General Requirements ................................................................................................ 231
9.8.2 Review of Previous Proposals for BRT and MRT Depots in Dhaka .............................. 233
9.8.3 Recommended depots for BRT-7 ................................................................................ 235
9.9 Design for the future MRT on the Corridor ........................................................................ 250
Appendix 1: BRT-7 Feasibility Study Terms of Reference ................................................................. 252
Appendix 2: Details of Existing Land-Use along the BRT-7 Corridor ................................................ 256
Appendix 3: Details of Highway Projects Planned and in Progress ................................................. 260
Appendix 4: Details of Transit Projects with Impacts on the BRT-7 Corridor ................................. 298
Appendix 5: Bridges and Culverts proposed for the BRT-7 Corridor ............................................... 333
Appendix 6: Examples of Grade-Separated Highway Interchanges ................................................ 336
Appendix 7: Assessment of Alignment Options for Purbachal Expressway Transit and Highway
Interchange......................................................................................................................................... 341
Appendix 8: Examples of Junctions on BRT Corridors (Dhaka and South Asia) .............................. 344
Appendix 9: Further Details of Depot Locations Considered in various BRT and MRT Studies ..... 348
Appendix 10 – Design Parameters: Proposed future MRT .............................................................. 353
v
Draft Final Report
List of Figures
Fig. 1.1: RSTP Proposed Highway Network for Dhaka (RAJUK area) by 2035………………………5
Fig. 1.2: RSTP Proposed Transit Network for Dhaka (RAJUK area) by 2035…………………………..6
Fig. 1.3: BRT-7 corridor alignment proposed by DTCA in the project’s Terms of Reference….7
Fig. 2.1: Aerial view of Bashundara housing development, Dhaka eastern fringe, 2019……….8
Fig. 2.2: Dhaka Metropolitan Development Plan, 1995-2015: Land-Use, Road and Rail
Proposals …………………………………………………………………………………………………………………………….9
Fig. 2.3: Land use map of Dhaka (RAJUK area) and approximate BRT-7 alignment ……………11
Fig. 2.4: Population density in Dhaka compared with other world cities, 2012……………………12
Fig. 2.5: 2014 population distribution of Dhaka (RAJUK area) and BRT-7 alignment………….13
Fig. 2.6: 2035 predicted population distribution of Dhaka (RAJUK area) and BRT-7
alignment…………………………………………………………………………………………………………………………. 14
Fig. 2.7: Dhaka’s existing strategic road network……………………………………………………………… 16
Fig. 2.8: 2010 DAP proposals for Location 11, (19 Mouzas, including Nandipara) ……………… 17
Fig. 2.9: Road and land-use proposals in DAP, 2010-2015 for the eastern fringe area ………..18
Fig. 2.10: Network of roads proposed in the first DAP, 2010-2015 for eastern fringe area
…………………………………………………………………………………………………………………………………………..19
Fig. 2.11: Shekher Jayga Road, an important east-west link from Kamalapur…………………….20
Fig. 2.12: Shah Mazar Road, east-west link to Uttar Khan………………………………………………….21
Fig. 2.13: 2015 RSTP road development proposals for the eastern fringes………………………… 22
Fig. 2.14: Number of buses and minibuses operating on Dhaka city routes, 2015…………………25
Fig. 3.1: Proposed Future Direction of Urban Growth in Dhaka, 2035………………………………..29
Fig. 3.2: Strategic Zoning of Dhaka Structure Plan………………………………………………………………30
Fig. 3.3: STP 2005, Major Road Proposals outside Dhaka …………………………………………………..32
Fig. 3.4: 2010 DHUTS Road Proposals for the RAJUK Area…………………………………………………..33
Fig. 3.5: 2010 DHUTS Proposals for Dhaka’s future MRT and BRT ………………………………………34
Fig. 3.6: Cross-sections proposed by DHUTS for the Eastern Fringe Road (now BRT-7
alignment), including a future MRT…………………………………………………………………………………….35
Fig. 3.7: DSP Proposed Mass Transit Routes for RAJUK Area……………………………………………….37
Fig. 3.8: Dhaka Structure Plan 2016, Proposed Road Networks for the RAJUK Area…………..38
vi
Draft Final Report
Fig. 4.1: Preliminary design of Rampura-Demra 4-lane expressway at the Sheker Jaygar
intersection………………………………………………………………………………………………………………………..44
Fig. 4.2: 2008 plan for the Eastern Flood Embankment and Eastern Bypass………………………47
Fig. 5.1: Initial Phase, when Highway first opens………………………………………………………………..59
Fig. 5.2: Next Phase, when demand justifies a BRT……………………………………………………………..59
Fig. 5.3: Longer-Term, when demand justifies an MRT………………………………………………………59
Fig. 5.4: Public Transport Demand at Narayanganj Link Road (Chasara), growing at 5% growth
p.a………………………………………………………………………………………………………………………………………61
Fig. 6.1: Alternative Alignment Options Considered for the BRT-7 Corridor, Northern Section
to Kapasia…………………………………………………………………………………………………………………………..64
Fig. 6.2: Recommended BRT-7 corridor alignment and original TOR alignment……………………67
Fig. 6.3: Proposed Connecting Links to Gazipur………………………………………………………………….69
Fig. 6.4: Proposed East-West Links to Tongi, Airport, N105 City Bypass and
Purbachal…………………………………………………………………………………………………………………………..70
Fig. 6.5: Recommended BRT-7 Corridor Alignment in the Gazipur area in relation to the Draft
DAP 2015-2035 Land-Use Proposals…………………………………………………………………………………..73
Fig. 6.6: Approved Housing Layouts of Swadesh Properties Limited in the Eastern
Fringe…………………………………………………………………………………………………………………………………75
Fig. 6.7: Basic BRT-7 corridor configuration (no station, no elevation, full-width side road)….76
Fig. 6.8: Cross-Section at BRT-7 station with overtaking lane and 4m elevation ………………..77
Fig. 6.9: Example of combined MRT and BRT station, 280’ (85m) Right of Way & and 4m
elevation……………………………………………………………………………………………………………………………78
Fig. 6.10: Example of combined MRT and BRT station with only 200’ (61m) Right of Way and
no elevation……………………………………………………………………………………………………………………….80
Fig. 6.11: Example of Side Roads layout alongside the proposed Expressway…………………….81
Fig. 6.12: Banani, Road 11 – Example of an 18m (60’) wide Collector Road………………………..82
Fig. 6.13: Gulshan, Road 2 – Example of a 12m (40’) wide local road…………………………………82
Fig. 6.14: Recommended alignment and Right of Way for the Eastern Corridor…………………85
Fig. 7.1: Longitudinal Profile of BRT Line-7 Corridor (Recommended Finished Road Level)….98
Fig. 8.1: Kuril Flyover – Grade-separated interchange between Airport Road and N301……104
Fig. 8.2: Kathipara cloverleaf interchange, Chennai………………………………………………………….105
Fig. 8.3: Summary of Proposed Interchanges on BRT-7 Corridor – Southern Section ………..107
Fig. 8.4: Summary of Proposed Interchanges on BRT-7 Corridor – Northern Section…………108
vii
Draft Final Report
Fig. 8.5: Interchanges and Growth Centres proposed in DSP at Purbachal Expressway, Madani
Avenue and Aftabnagar…………………………………………………………………………………………………….110
Fig. 8.6: Location of proposed MRT-1 stations in relation to the BRT-7 Corridor……………….111
Fig. 8.7: Artist’s Impression (looking south) of the under-construction interchange of
Purbachal Expressway/ BRT-7 Corridor…………………………………………………………………………….112
Fig. 8.8: Artist’s Impression (looking east) of the under-construction interchange of Purbachal
Expressway/ BRT-7 Corridor……………………………………………………………………………………………..112
Fig. 8.9: Four alignment options for north-south BRT-7 / MRT-7 at Purbachal
Expressway………………………………………………………………………………………………………………………115
Fig. 8.10: Approximate alignment of Options 2 and 3 on north side of Purbachal
Expressway………………………………………………………………………………………………………………………118
Fig. 8.11: Option 2: Layout of potential Mastul Station interchange between MRT-1/BRT-7/
future north-south MRT……………………………………………………………………………………………………118
Fig. 8.12: Profile of possible interchange at Mastul Station between MRT-1 and BRT-7/ MRT-
7………………………………………………………………………………………………………………………………………119
Fig. 8.13: Potential for High-Rise Transit-Oriented Development at future Mastul Station
interchange of MRT-1 and BRT-7/MRT-7…………………………………………………………………………..120
Fig. 8.14: Example of elevated BRT and MRT side-by-side…………………………………………………121
Fig. 8.15: Approximate clearances where MRT-1 crosses BRT-7 and MRT-7 at Purbachal
Ex’way………………………………………………………………………………………………………………………………121
Fig. 8.16: Three-Level Stacked Roundabout………………………………………………………………………122
Fig. 8.17: Three-Level Stacked Roundabout proposed for interchange of Mawa Expressway
and East-West Expressway (DEWEEP)……………………………………………………………………………….123
Fig. 8.18: New Cloverleaf junction at Bhanga on Dhaka-Khulna Expressway……………………..123
Fig. 8.19: Elongated Cloverleaf – example from Interstate 10, Alhambra, California………….124
Fig. 8.20: Staggered Cloverleaf………………………………………………………………………………………….124
Fig. 8.21: Elevated U-Loops – example from Rampura-Demra PPP Expressway
(proposed)……………………………………………………………………………………………………………………….125
Fig.8.22: Purbachal Expressway: Recommended Option, Three-Level Stacked Roundabout
…………………………………………………………………………………………………………………………………………126
Fig. 8.23: UK example of Three-Level Stacked Roundabout………………………………………………126
Fig. 8.24: Roundabout Interchange developed by BRT-7 Consultants, superimposed on BD
Army’s intersection design……………………………………………………………………………………………….127
viii
Draft Final Report
Fig. 8.25: Approximate Vertical Clearances for a 3-level stacked roundabout interchange (plus
MRT-1 at Level 2), at Purbachal Expressway Interchange………………………………………………….127
Fig. 8.26: Upgrading Madani Avenue as a 4-lane Highway under the Jolshiri Abashon
Project……………………………………………………………………………………………………………………………..128
Fig. 8.27: Artist’s Impression of Proposed Flyover at Intersection of Madani Avenue with BRT-
7 Corridor…………………………………………………………………………………………………………………………128
Fig. 8.28: Intersection Design for Madani Avenue / BRT-7 Corridor Interchange………………129
Fig. 8.29: Location of flyover for Madani Avenue proposed under the Jolshiri
Project……………………………………………………………………………………………………………………………..130
Fig. 8.30: Recommended Interchange at Madani Avenue (Elongated Cloverleaf)……………..131
Fig. 8.31: Detail of proposed Madani Avenue Transit and Highway Interchange, showing how
the design will be integrated with planned private housing layouts…………………………………..132
Fig. 8.32: Transit Interchanges and Growth Centres on BRT-7 Corridor at Aftabnagar, Madani
Avenue and Purbachal Expressway, as proposed in RSTP…………………………………………………..134
Fig. 8.33: Image from MRT-5 (South) Feasibility Study showing stations at Aftabnagar (Alt. 1)
and future interchange with BRT-7 Corridor……………………………………………………………………..134
Fig. 8.34: Outline of proposed interchange at Aftabnagar…………………………………………………135
Fig. 8.35: Detail of proposed flyover and transit interchange at Aftabnagar………………………136
Fig. 8.36: Detail of MRT-5 cross-over and at-grade junction at Interconnecting Roads……….136
Fig. 8.37: N3 Rajendrapur Chowrasta interchange and BRT-7 north-west terminus…………..138
Fig. 8.38: Roundabout Junctions either side of the forest settlement and junction……………138
Fig. 8.39: Proposed at-grade roundabout at west end of Rajendrapur Station High Street….139
Fig. 8.40: Proposed new R312 alignment through Rajendrapur Cantonment and Rajendrapur
Bazar………………………………………………………………………………………………………………………………..140
Fig. 8.41: Overpasses and underpasses on the new R312 at Rajendrapur Bazar……………….141
Fig. 8.42: Detail of proposed overpass, on- and off-slip roads and BRT station on the
Rajendrapur Cantonment/ Bazar Bypass…………………………………………………………………………..141
Fig. 8.43: Trumpet Interchange proposed at intersection of North-South Corridor and
R312…………………………………………………………………………………………………………………………………142
Fig. 8.44: Schematic diagram of Trumpet Interchange proposed at intersection of R312 and
BRT-7 Corridor (central spine) ………………………………………………………………………………………….142
Fig. 8.45: Detail of proposed BRT-7 station/underpass at Rajendrapur Bazar (old
highway)…………………………………………………………………………………………………………………………..143
Fig. 8.46: East side of Trumpet Interchange: Overpass and access to R312……………………….143
ix
Draft Final Report
Fig. 8.47: BRT-7 stations and under/overpasses on new R312 alignment east of Bazar………144
Fig. 8.48: BRT-7 station, overpass and R312 access slip-roads at Pabur-Daibari Road…………144
Fig. 8.49: Proposed R312 Kapasia junction on west side of Shitalakhya Bridge, with BRT-7
terminal and depot and new link road to Kapasia Town…………………………………………………….145
Fig. 8.50: Fakir Monju Shah Bridge across the Sitalakhya River at Kapasia………………………….146
Fig. 8.51: Kapasia high street connecting to the R312 highway (in background) ……………….147
Fig. 8.52: Proposed at-grade roundabout on east bank of Shitalakhya Bridge (junction of R312
and R313 and town centre road) ………………………………………………………………………………………148
Fig. 8.53: Proposed roundabout interchange with north Gazipur Link Road………………………149
Fig. 8.54: Details of proposed interchange, underpasses and stations on South Gazipur Link
Road…………………………………………………………………………………………………………………………………151
Fig. 8.55: Proposed Interchanges with new Dhirasram Rail Line and N105 Dhaka City
Bypass………………………………………………………………………………………………………………………………152
Fig. 8.56: New rail line from Pubail to Dhirasram………………………………………………………………153
Fig. 8.57: Proposed Transit Interchange of BRT-7 Corridor with new Dhirasram rail line……154
Fig. 8.58: Artist’s impression of N105 Dhaka City Bypass proposed overpass at
Mirerbazar……………………………………………………………………………………………………………………....154
Fig. 8.59: Proposed 3-level stacked roundabout interchange at N105 Dhaka City Bypass……156
Fig. 8.60: Proposed flyover and interchanges at Majukhan Bazar………………………………………157
Fig. 8.61: Detail of new flyover and transit interchange proposed at Majukhan…………………158
Fig. 8.62: Proposed roundabout interchange north of Majukhan………………………………………158
Fig. 8.63: Bridge over Tongi Khal, and proposed interchange with East-West Link Road.….159
Fig. 8.64: Proposed grade-separated roundabout interchange at junction of BRT-7 Corridor
with new east-west Link Road (Airport to north Purbachal) ………………………………………………160
Fig. 8.65: Proposed Interchange at East-West Link Road (Airport to north Purbachal)……..161
Fig. 8.66: Sheikher Jaygar Road: proposed overpass at Rampura-Demra Expressway………162
Fig. 8.67: Preliminary design of Rampura-Demra 4-lane expressway at Sheikher Jaygar..…162
Fig. 8.68: Proposed interchange of BRT-7 Corridor with Rampura-Demra Expressway…….163
Fig. 8.69: Proposed interchange at R110 Jatrabari-Demra Road ……………………………………….165
Fig. 8.70: Details of proposed interchange at Old Demra Road and khal……………………………166
Fig. 8.71: Potential Sub-Centres on BRT-7 corridor identified in RSTP 2015……………………….166
Fig. 8.72: Proposed Interchange at N1 Dhaka-Chittagong Highway (Signboard Junction)……169
x
Draft Final Report
Fig. 8.73: Plan of Ground Level Layout of proposed Signboard Junction……………………………170

Fig. 8.74: Details of proposed East-West 6-lane Flyover, with dedicated BRT lanes…………..170
Fig. 8.75: Typical cross-section recommended for the R111 Narayanganj Link Road………….172
Fig. 8.76: Indicative Location, Layout of DEWEEP Interchange with Narayanganj LinkRoad..175
Fig. 8.77: Recommended At-Grade Junctions on Narayanganj Link Road, Chasara to
Signboard…………………………………………………………………………………………………………………………176
Fig. 8.78: Dhaka: 4-arm signalised junction with U-turns for (proposed) Pilot Bus Corridor…178
Fig. 8.79: Examples of Hook Turns as an alternative to Allowing Right Turns…………………….179
Fig. 8.80: Ahmedabad: 4-arm at-grade signalised junction on a BRT corridor…………………..179
Fig. 8.81: Dhaka Pilot Bus Corridor: at-grade U-turns proposed on Atish Dipankar Road……180
Fig. 8.82: Illustration of pedestrian crossing to BRT station proposed for Dhaka Pilot Bus
Corridor……………………………………………………………………………………………………………………………180
Fig. 8.83: Cross-section of BRT-7 station with footbridge access on Narayanganj Link Road.181
Fig. 8.84: Cross-section of combined BRT-7 / MRT-7 station on Narayanganj Link Road……181
Fig. 8.85: View of Chasara Mor, Narayanganj (looking east)……………………………………………..182
Fig. 8.86: Looking north from Chasara Junction towards proposed BRT-7 terminal on R111
Narayanganj Link Road……………………………………………………………………………………………………..183
Fig. 8.87: Proposed Layout for Narayanganj BRT-7 Terminus (Chasara Junction)……………..185
Fig. 8.88: Visual Impression of Narayanganj BRT-7 Terminus (Chasara Junction), looking
north………………………………………………………………………………………………………………………………..186
Fig. 8.89: 2005 satellite photo of land north of Chasara Junction, showing extent of
government-owned land between highway and rail line…………………………………………………..187
Fig. 8.90: Location of Chasara Junction in relation to Narayanganj city………………………………188
Fig. 8.91: Location of Narayanganj main rail station and launch ghat ……………………………….189
Fig. 8.92: Bus terminal at launch ghat occupied by long-stay parked buses……………………….189
Fig. 8.93: Passengers queuing at the launch ghat for buses to Dhaka……………………………….190
Fig. 8.94: Road infrastructure proposals for central Narayanganj, 2016…………………………….191
Fig. 8.95: Proposal for north-south flyover at Chasara Interchange…………………………………..192
Fig. 8.96: Proposal for multi-modal transport interchange at Narayanganj Launch Ghat / Main
Railway Station…………………………………………………………………………………………………………………192
Fig. 8.97: Proposed new road bridge across Sitalakhya at No. 5 Gudaraghat…………………….193
Fig. 8.98: Example of BRT-3 lanes on 33.8m RoW on Mymensingh Road…………………………..194
xi
Draft Final Report
Fig. 8.99: Example of BRT-3 lanes on 25.0m RoW on the Chowrasta-Gazipur section…………194
Fig. 8.100: Bangabandhu Sarak in Narayanganj………………………………………………………………..195
Fig.8.101: Proposed BRT-7 feeder service to (1) Nitaiganj, (2) Launch Ghat/Rail Station……196
Fig. 8.102: Proposed BRT bus lane eastbound on Shaista Khan Road………………………………..198
Fig. 8.103: Proposed BRT bus lane southbound on Nawab Sirajadullah Road……………………198
Fig. 9.1: Proposed Phasing of Expressway Construction, BRT-7 Introduction and future
MRT…………………………………………………………………………………………………………………………………204
Fig. 9.2: Proposed Phasing of BRT-7…………………………………………………………………………………207
Fig. 9.3: Proposed Phasing of MRT-7………………………………………………………………………………..209
Fig. 9.4: Proposed separate MRT-7 alignment for connection to Gazipur railway station…210
Fig. 9.5: Proposed MRT alignment (Phase 6) to Kapasia and Rajendrapur Chowrasta………211
Fig. 9.6: Potential urban growth areas north of Gazipur…………………………………………………..212
Fig. 9.7: Maps showing location of proposed BRT-7 stations and terminals……………………..218
Fig. 9.8: BRT-3 Station, Rectangular Platform (Option 1)………………………………………………….222
Fig. 9.9: BRT-3 Station, Staggered Platform (Option 2)……………………………………………………..222
Fig. 9.10: Typical layout for BRT-7 Station: 3-bays per direction; 2 footbridges/underpasses
(= high demand)……………………………………………………………………………………………………………….224
Fig. 9.11: Effect of Platform Width on Peak Passenger Crowding …………………………………….225
Fig. 9.12: Recommended BRT-7 Internal Vehicle Layout…………………………………………………..226
Fig. 9.13: Pilot Bus Corridor – Results of Cost Modelling…………………………………………………..227
Fig. 9.14: Location of Depots proposed for BRT-7…………………………………………………………….237
Fig 9.15: Narayanganj BRT-7 depot locations studied / proposed…………………………………....238
Fig. 9.16: Close-up of Alauddin Khan Stadium, Nitaiganj…………………………………………………..239
Fig. 9.17: Alauddin Khan Stadium, Nitaiganj……………………………………………………………………..239
Fig. 9.18: Two images of University of California San Diego, Rooftop Sports Field and Parking
Complex…………………………………………………………………………………………………………………………..240
Fig. 9.19: Shanghai’s rooftop stadium at the New Jingan Sports Center…………………………..241
Fig. 9.20: Aerial view of existing bus terminal at Narayanganj Launch Ghat……………………..242
Fig. 9.21: Saidabad bus terminal – proposed for BRT-7 depot.............................................243
Fig. 9.22: Proposed Saidabad depot and other potential locations…………………………………..244
xii
Draft Final Report
Fig. 9.23: Proposed Purbachal BRT depot layout for 150 articulated buses and
workshops……………………………………………………………………………………………………………………….245
Fig. 9.24: Proposed Purbachal depot and other potential locations…………………………………..246
Fig. 9.25: Proposed BRT-7 depot at south-east Gazipur……………………………………………………247
Fig. 9.26: Close-up of proposed BRT-7 depot (6) at south-east Gazipur……………………………247
Fig. 9.27: Location of Phase 4 Depots at Kapasia (7) and Rajendrapur Chowrasta (8)………...248
Fig. 9.28: Close-up of proposed BRT-7 depot at Rajendrapur Chowrasta………………………….249
Fig. 9.29: Close-up of proposed BRT-7 depot at Kapasia…………………………………………………..249
Fig. A2.1: Narayanganj to Demra Landuse…………………………………………………………………………256
Fig. A2.2: Existing Landuse (Narayanganj to Demra……………………………………………………………256
Fig. A2.3: Existing Landuse (Demra road to Purbachal link road)……………………………………….257
Fig. A2.4: 300 ft road (near pink city)…………………………………………………………………………………257
Fig. A2.5: Landuse Bonosree to Purbachal Link Road………………………………………………………..257
Fig. A2.6: Existing Landuse (Uttarkhan to Dhirasram)……………………………………………………….258
Fig. A2.7: Majukhan Bazar…………………………………………………………………………………………….....258
Fig. A2.8: Existing Landuse (Dhirasram to Gazipur)…………………………………………………………….259
Fig. A3.1: Alignment of Under-Construction Dhaka Elevated Expressway………………………….262
Fig. A3.2: Proposed alignment for Rampura-Demra Elevated Expressway…………………………263
Fig. A3.3: Proposed Rampura-Demra Elevated Expressway: grade-separated junction with
Sheikher Jayga east-west road………………………………………………………………………………………….264
Fig. A3.4: Main components of Purbachal Expressway and Madani Avenue
upgrades………………………………………………………………………………………………………………………….267
Fig. A3.5: A layout plan of Dhaka bypass to be implemented under the PPP initiative……..268
Fig. A3.6: Artist’s Impression of No. 5 Gudaraghat Bridge over Sitalakhya,
Narayanganj…………………………………………………………………………………………………………………….272
Fig. A3.7: Proposed Eastern Bypass (or Eastern Flood Embankment)………………………………..277
Fig. A3.8: Alternative Cross-Sections proposed for Eastern Flood Embankment, Eastern
Bypass and Circular Rail, 2019…………………………………………………………………………………………..280
Fig. A3.9: Proposed Alignment for Dhaka Circular Road……………………………………………………281
Fig. A3.10: Highway cross-section proposed for road NSC-2 (i.e. BRT-7 corridor)……………..283
Fig. A3.11: Map of IWM-proposed roads & DAP roads for 18 newly-added wards in DNCC…284
xiii
Draft Final Report
Fig. A3.12: Map of IWM-proposed roads and intersections for 18 new wards in DNCC area
…………………………………………………………………………………………………………………………………………285
Fig. A3.13: Proposed alignment of DEWEEP Expressway…………………………………………………..289
Fig. A3.14: Three alignments considered in DWEEP Feasibility Study, 2017………………………289
Fig. A3.15: 3-level interchange proposed at Narayanganj intersection with BRT-7 corridor
…………………………………………………………………………………………………………………………………………290
Fig. A3.16: Alignment of Merul Badda-Parain Highway proposed in First DAP………………….291
Fig. A3.17: Proposed alignment for the Merul Badda – Parain Highway……………………………292
Fig. A3.18: Proposed re-alignment of R301 Tongi-Kaliganj highway………………………………….293
Fig. A3.19: Outer Ring Road at Gazipur, and RSTP/CGP proposed road improvements………294
Fig. A3.20: Outer Ring Road at Gazipur, and RSTP/CGP proposed road improvements,
2016…………………………………………………………………………………………………………………………………295
Fig. A3.21: Detail of proposed road improvements around Gazipur City (east side)……………296
Fig. A4.1: Location of dual rail line and new rail terminal in Narayanganj………………………….299
Fig. A4.2: Passengers waiting for buses to Dhaka at the Narayanganj multi-modal hub at
launch ghat ………………………………………………………………………………………………………………………300
Fig. A4.3: Details of Bangladesh Railways dualling project, Narayanganj to Dhaka…………….301
Fig. A4.4: Detail of Sahid Surawadi Sarak section of Narayanganj Rail Dualling Project………302
Fig. A4.5: Details of new Narayanganj Rail Terminal under Dualling Rail Project………………303
Fig. A4.6: Proposed Phase A alignment, Narayanganj LRT (10km)……………………………………..304
Fig. A4.7: Artist’s impression of LRT cross-section…………………………………………………………....305
Fig. A4.8: Proposed Narayanganj LRT, Phase A…………………………………………………………………305
Fig. A4.9: Proposed Narayanganj LRT, Phase B…………………………………………………………………306
Fig. A4.10: Route of Proposed Circular Railway for Dhaka………………………………………………..309
Fig. A4.11: Alternative Cross-Section Options from Dhaka Circular Rail Study, 2019 ………..310
Fig. A4.12: Proposed location for Circular Rail vehicle depot at Demra…………………………….311
Fig. A4.13: Proposed location for Circular Rail stabling yard at Termukh………………………...312
Fig. A4.14: Proposals for MRT and Subway Lines in southern Dhaka/Narayanganj area….313
Fig. A4.15: Proposed alignment for Dhaka-Chattogram High Speed Train Project…………….315
Fig. A4.16: Indicative HST and DEWEEP alignment at Narayanganj BRT-7 Corridor…………….315
Fig. A4.17: MRT-5 (south) alignment, 2019………………………………………………………………………317
xiv
Draft Final Report
Fig. A4.18: MRT-5 (south) proposed Phase 2 extension to Borpa (7.5km)…………………………318

Fig. A4.19: MRT-5 (south) proposed elevation………………………………………………………………….318
Fig. A4.20: MRT-5 (south) – Transit-Oriented Development (TOD) proposals at Dasherkandi
…………………………………………………………………………………………………………………………………………319
Fig. A4.21: MRT-5 (south) – alternative depot locations…………………………………………………..319
Fig. A4.22: Proposed alignment for MRT Line 5 (North), Phase 1………………………………………321
Fig. A4.23: MRT-5 (North) proposed elevation) ……………………………………………………………….321
Fig. A4.24: Proposed station layout for end terminals at Vatara and Hemayatpur…………..321
Fig. A4.25: Route Map of MRT Line-1……………………………………………………………………………….323
Fig. A4.26: MRT-1 routes and stations……………………………………………………………………………..323
Fig. A4.27: Location of MRT-1 stations relative to BRT-7 corridor……………………………………..324
Fig. A4.28: TOD Concept Plan around MRT-1 Mastul Station……………………………………………324
Fig. A4.29: Proposed subway routes in Dhaka’s Eastern Fringe area…………………………………326
Fig. A4.30: New rail line from Pubail to Dhirasram…………………………………………………………..327
Fig. A4.31: Extension of MRT-1 to Gazipur/Joydevpur………………………………………………………328
Fig. A4.32: Concept Design of BRT-3 terminal at Gazipur…………………………………………………..330
Fig. A6.1: Simple Diamond Junction with Slip Roads…………………………………………………………336
Fig. A6.2: Simple Grade-Separated Junction with Loops………………………………………………… .336
Fig. A6.3: Trumpet Junction……………………………………………………………………………………………..337
Fig. A6.4: ‘T’ Junction………………………………………………………………………………………………………..337
Fig. A6.5: Cloverleaf………………………………………………………………………………………………………….338
Fig. A6.6: Single Point Diamond with Underpass………………………………………………………………338
Fig. A6.7: Single point Diamond Configuration in a Restricted Right of Way……………………..339
Fig. A6.8: Simple Grade Separated Roundabout Junction…………………………………………………340
Fig. A7.1: Purbachal Expressway Option A: Elevated U-Turns………………………………………….342
Fig. A7.2: Purbachal Expressway Option B: Staggered Cloverleaf…………………………………….343
Fig. A7.3: Purbachal Expressway Option C: Elongated Cloverleaf…………………………………….343
Fig. A8.1: Lahore: 3-arm at-grade signalised junction on BRT corridor……………………………..344
Fig. A8.2: Dhaka: 3-arm at-grade signalised junction for the (proposed) Pilot Bus Corridor..345
Fig. A8.3: Dhaka: Elevated U-turn on Rafiqul Islam Avenue……………………………………………..345
Fig. A8.4: Dhaka: Flyover for mixed traffic and BRT on BRT-3 Corridor…………………………….346
xv
Draft Final Report
Fig. A8.5: Dhaka: Flyover with BRT-only lanes on BRT-3 Corridor……………………………………346

Fig. A8.6: Pakistan: Underpass for BRT only, Peshawar BRT project………………………………..347
Fig.A9.1: Narayanganj Middle Section: BRT-7 depot locations studied (but not
recommended)…………………………………………………………………………………………………………………348
Fig. A9.2: BRT-7 Middle Section: BRT-7 depot locations studied (but not recommended)….348
Fig. A9.3: Narayanganj BRT-7 depot locations studied / proposed…………………………………..349
List of Tables
Table 3.1: Dhaka Structure Plan’s land development objectives and strategies relevant to the
BRT-7 Corridor……………………………………………………………………………………………………………………28
Table 4.1: List of Major Highway Projects In-progress or planned, relevant to the BRT-7
Corridor …………………………………………………………………………………………………………………………….40
Table 4.2: List of Major Transit Projects In-progress or planned, relevant to the BRT-7
Corridor……………………………………………………………………………………………………………………………..50
Table 5.1: Matrix of Highway and Transit Options for the Corridor …………………………………. 58
Table 5.2: Relative Capacity of BRT Systems according to different types of BRT
infrastructure…………………………………………………………………………………………………………………….63
Table 6.1: Summary of Advantages and Disadvantages of the 5 Northern Alignment Options
…………………………………………………………………………………………………………………………………………..65
Table 6.2: Recommended Right of Way for Different Sections of the Proposed Alignment,
compared with first DAP…………………………………………………………………………………………………….83
Table 6.3: Recommended Right of Way for proposed east-west links to Eastern Corridor……84
Table 7.1: Summary of Geometric Standards for the Dhaka Eastern Corridor, BRT-7…………89
Table 7.2: Geometric Design Standards for Slip Roads……………………………………………………….90
Table 7.3: Maximum and Minimum Temperatures to be used for Structural Design………….91
Table 7.4: Bangladesh Railway Horizontal and Vertical Minimum Clearance………………………92
Table 7.5: River Navigational Clearances……………………………………………………………………………92
Table 7.6: 100-year Design Water Level for Balu River at Demra……………………………………….94
Table 7.7: 100-year Design Water Level for Balu River at Pubail………………………………………..94
Table 7.6: Summary of Key Recommendations in Previous Dhaka Flood Protection
Studies……………………………………………………………………………………………………………………………….95
Table 7.7: Guidelines for BRT-7 Corridor Hydrological Design……………………………………………96
xvi
Draft Final Report
Table 7.8: Recommended Road Crest Levels………………………………………………………………………97

Table 7.9: Recommended Design Flood Level of BRT-7 Corridor………………………………………..97
Table 7.10: Drainage Design Return Periods…………………………………………………………………….100
Table 8.1: List of Grade-Separated Interchanges and Major At-Grade Junctions Proposed for
the BRT-7 Corridor……………………………………………………………………………………………………………109
Table 8.2: Comparison of peak hour traffic flows on selected main roads in Dhaka…………174
Table 8.3: Location of Proposed Junctions on Narayanganj Link Road, Chasara to
Signboard…………………………………………………………………………………………………………………………177
Table 9.1: Summary of BRT Station Number and Distance, from other Dhaka BRT
projects……………………………………………………………………………………………………………………………213
Table 9.2: Summary of BRT Station Number and Distance, from other Dhaka BRT
projects……………………………………………………………………………………………………………………………214
Table 9.3: BRT and (future) MRT Stations proposed for BRT-7 Corridor…………………………..215
Table 9.4: Summary of BRT Bus Fleets recommended in previous studies……………………….230
Table 9.5: Proposed Phasing and Bus Fleet Requirement for BRT-7………………………………….230
Table 9.6: Proposed Location of Depots for BRT-7……………………………………………………………236
Table A3.1 List of major highway projects relevant to the BRT-7 Corridor…………………………260
Table A3.2: Summary of 6-lane Primary Roads Proposed in 2017 IWM Feasibility Study for
Newly Added Wards of DNCC……………………………………………………………………………………………286
Table A3.3 : Estimated Land Acquisition Cost for the BRT-7 Corridor within the IWM study
area*………………………………………………………………………………………………………………………………..287
Table A3.4: Details of some local road improvements in Gazipur proposed under CDIA pre-
feasibility study, 2016……………………………………………………………………………………………………….295
Table A5.1: List of Bridge and Culverts proposed for the BRT-7 Corridor………………………….333
Table A7.1: Advantages and Disadvantages of Four Alternative Transit Alignments………….341
Table A9.1: List of other sites evaluated by this study and other recent BRT / MRT projects in
Dhaka……………………………………………………………………………………………………………………………….350
List of Abbreviations
BBA Bangladesh Bridge Authority
BIWTA Bangladesh Inland Water Transport Authority
BR Bangladesh Railway
BRT Bus Rapid Transit
BWDB Bangladesh Water Development Board
xvii
Draft Final Report
CRDP City Region Development Project

DAP Detailed Area Plan
DDCL Development Design Consultant Ltd.
DEE Dhaka Elevated Expressway
DEMU Diesel Electric Multiple Unit
DHUTS Dhaka Urban Transport Study
DITS Dhaka Integrated Transport Study
DMA Dhaka Metropolitan Area
DMDP Dhaka Metropolitan Development Plan
DNCC Dhaka North City Corporation
DPP Development Project Proposal
DSP Dhaka Structure Plan
DTCA Dhaka Transport Coordination Authority
ECR Environment Conservation Rules
EHL Eastern Housing Ltd.
EWC East West Corridor
FAR Floor Area Ratio
FGD Focus Group Discussion
GCC Gazipur City Corporation
IWM Institute of Water Modeling
JICA Japan International
LGED Local Government Engineering Department
LRT Light Rail Transit
MGC Maximum Ground Coverage
MRT Mass Rapid Transit
NMV Non-Motorized Vehicle
NSC North South Corridor
PDPP Preliminary Development Project Proforma
PMO Prime Minister’s Office
PPP Public Private Partnership
PPPA Public Private Partnership Authority
RAJUK Rajdhani Unnayan Kartripakkha (Capital city Development Authority)
RAP Resettlement Action Plan (RAP)
RHD Roads and Highways Department
RoW Right of Way
RSP Revised Structure Plan
RSTP Revised Strategic Transport Plan
SIA Social Impact Assessment
STP Strategic Transport Plan
TIA Traffic Impact Assessment
TOD Transit Oriented Development
xviii
Draft Final Report
Chapter 1: Introduction
This report presents the findings of the Feasibility Study of Bus Rapid Transit (BRT) Line 7. The
project was commissioned by the Dhaka Transport Co-ordination Authority (DTCA) on 30th
May 2019, and was carried out by a joint venture of Development Design Consultants Ltd.
(Bangladesh) and DOHWA Engineering Co. Ltd. (Korea).
1.1 Project Aims and Objectives
1.1.1 Background
In 2015 the Revised Strategic Transport Plan (RSTP) for Dhaka proposed a new highway and
BRT corridor running north-south through Dhaka’s eastern fringes. Labelled ‘BRT-7’, the
proposed corridor is located about 5km east of Airport Road and roughly mid-way between
the main urban area and the Balu River. This area is rapidly urbanising and previous studies
dating back to the 1995 Dhaka Metropolitan Development Plan (DMDP) had recommended a
new north-south highway here.
The 2015 RSTP recommended a 6-lane highway from Narayanganj (Signboard Junction) to
Gazipur, a total of 34 km, and a BRT-7 mass transit along this new highway from Narayanganj
to Pubail (see Figures 1.1and 1.2).
1.1.2 Aims and Objectives
This feasibility study was commissioned by DTCA to investigate the feasibility of developing
the highway and BRT along the proposed corridor. The study’s main aims include:
1. To investigate the feasibility of a new north-south highway between Narayanganj and

Kapasia along the alignment of the proposed BRT-7;
2. To investigate the feasibility of introducing a mass-transit system (BRT-7) along this

corridor;
3. To propose an Alignment Plan with basic conceptual designs of intersections,

crossings, service roads, etc., taking into account the local circumstances;
4. To identify suitable locations for the BRT stations and also Transit Oriented
Development (TOD) opportunities along the corridor;
5. To propose a preliminary Operation Plan for the BRT and other feeder services;
6. To identify the land required for the project and prepare a land acquisition proposal
and resettlement plan;
7. To prepare a project cost estimation;

1
Draft Final Report
8. To integrate and coordinate with other ongoing projects and future development
proposals;
9. To formulate a project implementation programme with phases.
The project’s full scope, as given in the Terms of Reference, is shown in Appendix 1.
1.2 The Study Area
Previous studies, including the RSTP and the Revised Structure Plan (RSP) 2015-2035, showed
the north-south highway alignment extending up to Gazipur. For this project, the DTCA’s ToR
extended the alignment by about 20km to Kapasia, north-east of Gazipur. The land north-
east of Kapasia has potential as a future satellite area of Dhaka, dispersing growth away from
the crowded centre. Hence an improved link to this area will support the policy of
decentralising Dhaka’s growth.
The ToR alignment is shown in Figure 1.3 and is approximately 60km from Narayanganj to
Kapsia (see Figure 1.3).
1.3 Supporting Reports and Technical Papers
The Draft Final Report presents the overall findings and proposals of the BRT-7 Feasibility
Study. It combines the work carried out for the project in various reports and technical papers
submitted to DTCA, as follows:
Date Report / Technical Paper

July 2019 Inception Report
Dec. 2019 Draft Interim Report of BRT-7 Study
April 2020 Concept Design Report (draft)
April 2020 Traffic Impact Assessment Report (draft)
April 2020 Environmental Impact Assessment Report (draft)
April 2020 Social Impact Assessment Report (draft)
June 2020 Land Acquisition and Resettlement Plan Report
June 2020 Cost Estimation Report
July 2020 Report of Surveys
2
Draft Final Report
1.4 Consultations and Presentations
The BRT-7 Study Consultants also met with various government stakeholders to present the
interim findings and work-in-progress, and obtain government feedback and guidance. A
brief list of some of the main meetings and presentations is summarised below:
Date Meeting / Presentation

Aug. 2019 Inception Report Workshop
Oct. 2019 Northern alignment consultation meeting
Dec. 2019 Project Implementation Committee presentation
Dec. 2019 RAJUK, alignment presentation
Jan. 2020 Narayanganj City Corporation presentation
Jan. 2020 Interim Report Workshop
Jan-Feb. 2020 Design co-ordination meetings with MRT-1 Design Team
Feb. 2020 Project Steering Committee meeting
Mar. 2020 DTCA and RAJUK, final alignment and Right of Way
Mar. 2020 Private Housing Companies (chaired by DTCA)
Mar. 2020 RHD Co-ordination Meeting (chaired by DTCA)
Hence the findings and recommendations of this study are based on extensive consultations
with relevant government agencies, which has helped to steer the study’s overall direction.
1.5 Contents of this Report
This report first reviews in Chapter 2 the overall situation in the eastern fringe areas – land,
population and transport network.
The study then focuses (Chapter 3) on previous and current plans for the eastern fringe area.
There are various land development plans for the area, both government (e.g. Dhaka
Structure Plan and Detailed Area Plans), and also private sector plans prepared by housing
companies. In addition, there have been several strategic transport plans for the area,
including the 2005 Strategic Transport Plan (STP), 2010 Dhaka Urban Transport Study
(DHUTS), and 2015 Revised Strategic Transport Plan (RSTP).
Chapter 4 reviews the many transport projects currently planned or being implemented in
the eastern fringe area. With so many major projects, integration with the BRT-7 proposals
will be critical.
3
Draft Final Report
The remaining chapters develop the proposals for the BRT-7 corridor. Chapter 5 looks at the
strategic transport options for the corridor, and recommends that it should be developed as
(i) a high-standard expressway with good side roads for local traffic; (ii) a BRT (bus rapid
transit) along the full length of the corridor; (iii) in the long term an elevated MRT (rail-based
mass rapid transit), when the future demand exceeds the capacity of a BRT.
Chapter 6 looks at the alignment options, and recommends a 70km alignment running close
to Gazipur city and branching east to Kapasia and west to the Dhaka-Mymensingh Highway
at Rajendrapur Chowrasta.
Chapter 7 presents the highway design standards for the corridor, focusing on highway
geometry and the corridor’s hydrology and drainage.
The concept design for the corridor has two main components: (i) highway design; (ii) BRT-7
transit design. Both are very detailed and complex, and so the concept design is divided
between two chapters. Chapter 8 develops the concept design for the highway, and Chapter
9 the technical and operational plan for the BRT-7.
Further details on the above are also contained in the Appendices.
*******
Footnote: The remaining sections of the Draft Final Report (Land Acquisition, Cost Estimate,
Environmental and Social Assessment, Financial and Economic Evaluation, and Institutional
Arrangements) are to follow.
4
Draft Final Report
Fig. 1.1: RSTP Proposed Highway Network for Dhaka (RAJUK area) by 2035
RSTP
proposed
Gazipur
6-lane
highway
Narayanganj
Pubail
Source: JICA Study Team, August 2015, RSTP Interim Report 2, Figure 13.7, Proposed Road
Network in the RAJUK Area by 2035
5
Draft Final Report
Fig. 1.2: RSTP Proposed Transit Network for Dhaka (RAJUK area) by 2035
RSTP
proposed
Gazipur BRT-7
Pubail
Narayanganj
Pubail
Source: JICA Study Team, August 2015, RSTP Interim Report 2, Figure 13.22, MRT / BRT
Network in 2035
6
Draft Final Report
Fig. 1.3: BRT-7 corridor alignment proposed by DTCA in the project’s Terms of Reference
Source: BRT-7 Study Team. (Note: The southern starting point in Narayanganj is at Chasara
Junction, and the northern end point is at Kapasia. The total length of the corridor is about
60km)
7
Draft Final Report
Chapter 2: Existing Situation – Land, Population and Transport

2.1 Study Area Topography, Hydrology and Land Use
2.1.1 Overview of the Corridor
Historically, Dhaka has developed on higher lands along a north-south axis. The east and west
fringes are bounded by rivers (e.g. Balu and Buriganga) and lower lands liable to flooding. The
1995 DMDP acknowledged this and proposed an eastern flood embankment along the Balu
River with large areas inside the embankment for flood retention ponds. A north-south
highway was proposed on the embankment to serve as an eastern bypass (Fig. 2.2).
In the 25 years since the DMDP was prepared, Dhaka’s land use has changed dramatically
with increased population, new roads and landfilling. The eastern fringes up to the Balu River
were earmarked in the DMDP for new development (except for the flood retention ponds),
and in the past 10-15 years there has been major land-filling in these areas, including some
of the reserved flood retention ponds. The land has been purchased mainly by large private
development companies who have prepared layout plans and re-sold the plots (Fig. 2.1)
Fig. 2.1: Aerial view of Bashundara housing development, Dhaka eastern fringe, 2019
Note: The photo shows the new housing developments occupying land up to and beyond the
Balu River. The Purbachal Expressway runs east-west to the new Purbachal township (top
right), and the airport and Kuril interchange are seen on the left of the photo
8
Draft Final Report
Fig. 2.2: Dhaka Metropolitan Development Plan, 1995-2015: Land-Use, Road and Rail Proposals
Source: Extract from the Dhaka Structure Plan, 2016-2035, Page 31, Map 1.3
NOTE: The red line shows a proposed road inside the eastern fringe area which corresponds
with the BRT-7 alignment. However, the road is not continuous because of the proposed flood
retention ponds.
9
Draft Final Report
2.1.2 Existing Land Use on Four Main Sections
The existing land use of the BRT-7 corridor can be divided into four main sections:
1. Southern-section Narayanganj to Demra Road 11km

2. Middle section Demra Road to Purbachal Link Road 13km
3. Middle-north section Purbachal Link Road to Pubail 11km
4. Northern section Pubail to Kapasia 23km
(1) The southern section (Narayanganj and Demra) passes through existing urban areas of
medium density. Between Chasara Junction (Narayanganj) and Signboard Junction (Dhaka-
Chittagong highway) there is an existing highway (R111) with a 280-foot (85.3m) right of way.
However, for the rest of the BRT-7 corridor north of Signboard Junction (i.e. 52km) the land
is nearly all privately owned and must be purchased if the corridor is to be implemented.
(2) The middle section (Demra to Purbachal Expressway) is still a greenfield site and nearly all
in private ownership. Much of the land here has been filled and divided into plots, and the
developers have prepared road layouts while keeping some space for the proposed north-
south highway (Fig. 2.1). The 2010 Detailed Area Plan (DAP) shows the alignment as a 200-
foot (61m) highway from R201 Old Demra Road as far as Tongi Khal , but in a few places the
developer companies have kept less for the road (e.g. only 60 feet through the Bashundara
layout).
(3) The middle-northern section extends from the Purbachal Expressway to Pubail, a distance
of about 11km. This area is is urbanising fast. Densities are lower than further south on the
corridor and plenty of land is still under agriculture. This area lacks roads (mostly village roads
and local connecting roads), so the buildings are mostly one or two-storeys only. But urban
development is spreading fast along the east-west connecting roads, and multi-storey
buildings and factories are springing up along these roads.
(4) The northern section Pubail to Kapasia (23km) is very different to the rest of the corridor.
It is very low land and predominantly agricultural. The settlements are less dense and mostly
village in character. Mid-way between Pubail and Kapasia there is a large expanse of wetland
(>2,000 ha) with practically no settlements.
The current land-use pattern of Dhaka in relation to the BRT-7 corridor is shown in Figure 2.3,
and further details of the land-use are given in Appendix 2.
10
Draft Final Report
Fig. 2.3: Land use map of Dhaka (RAJUK area) and approximate BRT-7 alignment
Gazipur
Pubail
Narayanganj
Source: Extract from the Dhaka Structure Plan, 2016-2035, Map 4.3, Page 60
11
Draft Final Report
2.2 Existing Population and Urban Settlements
Dhaka is now one of the world’s largest cities, and also one of the fastest-growing. In 1971
its population was about 2 million; by 2014 this had grown to about 17 million (RAJUK area),
and by 2035 may exceed 28 million.1
Dhaka is also the world’s most crowded large city. Although the exact statistics are
debateable (they depend on census year, definition of urban boundaries and whether water-
bodies are included), Dhaka is already by far the most densely populated large city in the
world, and this will increase significantly in the coming years (Fig. 2.4).
Fig. 2.4: Population density in Dhaka compared with other world cities, 2012
SOURCE: ‘Evolving Urban Form: Dhaka’ by Wendell Cox, 08/08/2012

http://www.newgeography.com/content/003004-evolving-urban-form-dhaka
As mentioned above, Dhaka has grown mainly along a north-south axis due to the physical
constraints to the east and west. Lateral growth has also been constrained by the relative
lack of east-west transport routes. This is a ‘chicken-and-egg’ situation: the limited
population makes east-west roads and transit less viable, which in turn discourages eastward
and westward expansion. The situation is now changing as population pressure pushes Dhaka
outwards in all directions. The BRT-7 corridor is an important step in this direction, as
improved transport links will help to open-up new areas for development (Figs. 2.5 and 2.6).
1
Source: RSTP, October 2015, Presentation of Draft Final Report, Slide 20
12
Draft Final Report
Fig. 2.5: 2014 population distribution of Dhaka (RAJUK area) and BRT-7 alignment
Above scale is in persons/ha Source: RSTP presentation of Draft Final Report, October 2015
13
Draft Final Report
Fig. 2.6: 2035 predicted population distribution of Dhaka (RAJUK area) and BRT-7 alignment
Above scale is in persons/ha. Source: RSTP presentation of Draft Final Report, October 2015.
NOTE: The above population distribution assumes that more dispersed development takes
place in future due to transport improvements and other policy measures
14
Draft Final Report
2.3 The Existing Transport Network
The existing transport network around the BRT-7 corridor can be considered at three levels:
1. Strategic road network

2. Local road network
3. Public transport / transit network
2.3.1 Existing Strategic Road Network 2
On Dhaka’s east side, the strategic road network is currently very limited in both north-south
and east-west directions (Fig. 2.7).
North-South Corridors: Most north-south road movement in Dhaka is currently limited to

two main corridors: (i) the N3 Mymensingh-Dhaka Highway (which becomes Airport Road
inside the city); (ii) the N105 Dhaka City Bypass.
East-West Corridors: East-west movement is also constrained by the lack of roads. Between
Tongi and Demra, a distance of about 21km, there are currently only two strategic east-west
roads: (i) the N301 Purbachal Link Road which started in 2014; and (ii) the Rampura-Demra
Road (Z1102). Other east-west roads on Dhaka’s east side are of limited width (less than 40
feet) serving local destinations.
A number of major road schemes are proposed or in progress for improving east-west
connectivity, including:
• N105 Dhaka City Bypass- being upgraded to a 4-lane PPP toll highway
• R301 Tongi-Ghorasal highway – soon to be upgraded to a 4-lane highway
• Inner Ring Road – proposed on the west bank of the Balu River
• Madani Avenue – currently being developed by RAJUK as a 4-lane highway
• Jahurul Islam Avenue (Aftabnagar) – proposals to extend this eastwards
• Rampura-Demra Road – soon to be upgraded to a 4-lane PPP toll expressway with
elevated sections
• Dhaka-Demra Road – recent decision by Government to upgrade this to a 4-lane
highway with service roads
Further details of these road proposals are given in Chapter 4. However, even if implemented
there will still be many areas with limited connectivity on Dhaka’s east side. Hence the BRT-
7 highway will significantly improve strategic connectivity for these areas, in both east-west
and north-south directions.
2
Further details of Dhaka’s road network and traffic flows are given in the Traffic Impact Assessment Report
15
Draft Final Report
Fig. 2.7: Dhaka’s existing strategic road network
16
Draft Final Report
2.3.2 Existing Local Road Network
Although previous master plans have proposed a comprehensive road network in the eastern
fringes, in practice very few of the proposals have been implemented; and those which have
emerged are mostly sub-standard. The Detailed Area Plan for Dhaka 2010-2015 contained a
network of proposed roads in the eastern fringe areas (Figs. 2.8 to 2.10), which was an update
of previous master plan proposals (DMDP 1995 and STP 2005). DAP proposed a hierarchy of
roads according their function:
300 feet 91.4m Eastern Flood Embankment

200-280 feet 61-85.3m Eastern Bypass (now BRT-7 corridor)
120 feet 36.6m Main/Primary roads
60 feet 18.3m Collector roads
40 feet 12.2m Tertiary roads
An example of the 2010 DAP road network is shown in Fig. 2.8 for the Nandipara area.
Fig. 2.8: 2010 DAP proposals for Location 11, (19 Mouzas, including Nandipara)
BRT-7 corridor
(Eastern Bypass)
200 feet
Flood
Embankment
Shekher Jayga
main road,
120 feet
Source: RAJUK, 2010, Detailed Area Plan, Consultants’ Final Report – Location 11, Chapter III,
Development Plan Proposal, Page 68, Map 3-4: Proposed Road Network in the Study Area
17
Draft Final Report
Fig. 2.9: Road and land-use proposals in DAP, 2010-2015 for the eastern fringe area
BRT-7
corridor
Location
11 here
Source: RAJUK, 2010, Detailed Area Plan, 2010-2015
18
Draft Final Report
Fig. 2.10: Network of roads proposed in the first DAP, 2010-2015 for eastern fringe area
Tongi
Purbachal
BRT-7
corridor
Shekher Jayga
Road example
Rampura
Demra
Purple = existing wide road

Green = proposed wide roads (60 feet or more)
Orange = proposed local roads (less than 60 feet)
19
Draft Final Report
Unfortunately, most of the road proposals in the 2010 DAP have not been implemented.
• Along existing roads, new buildings have been constructed close to the road, making
it very costly and disruptive to widen the road subsequently
• In greenfield locations, new building has taken place disregarding the DAP Rights of
Way – for example at Shekher Jayga Road, an important east-west link to Kamalapur,
new buildings are keeping only 40-feet width for the road (i.e. a tertiary road), when
it should be a 120-foot (36m) primary road according to the First DAP (Fig. 2.11).
Fig. 2.11: Shekher Jayga Road, an important east-west link from Kamalapur
Source: DTCA Capacity-Building Project, 2017, Report on Feeder Roads for BRT-3 Pilot Bus
Corridor. NOTE: The photo is taken approximately 4km east of Kamlapur, looking west. The
2010 DAP proposed this as a 120-feet primary road, but it is being developed as a 2-lane local
road
The same is happening at most east-west links along the BRT-7 corridor. East of Uttara and
the airport, for example, three east-west primary roads were proposed in the first DAP at
Uttar Khan, Madhyapara and Dobadia, and carried forward in the RSTP and RSP. But these
have become so built-up, with only 10m width between buildings, that they are unlikely to be
upgraded to 4-lane roads except at huge expense and disruption (Fig. 2.12).
20
Draft Final Report
Fig. 2.12: Shah Mazar Road, east-west link to Uttar Khan
Source: DTCA Capacity-Building Project, 2017, Report on Feeder Roads for BRT-3 Pilot Bus
Corridor. NOTE: The photo is taken east of the railway line, looking east. The 2010 DAP
proposed this as a 120-feet (36.6m) primary road, but it is only 10m wide. Further east the
road narrows to only 6-8m between buildings, (including 5-storey buildings)
As a result, future east-west connectivity between the proposed BRT-7 corridor and the
centre of Dhaka will be severely limited, especially for high-capacity buses, unless steps are
taken to protect the DAP rights of way and introduce traffic management measures (e.g.
parking controls and one-way streets) on the existing narrow sections (Fig. 2.13).
21
Draft Final Report
Fig. 2.13: 2015 RSTP road development proposals for the eastern fringes
BRT-7
corridor
✓
?
✓
✓
Source: JICA Study Team, August 2015, RSTP Interim Report 2, Figure 13.10. NOTE: crosses
indicate unlikely to be implemented as a 4-lane primary road. Ticks mean RoW is available.
22
Draft Final Report
Road Networks in the New Private Housing Estates (Eastern Fringes)
The new housing layouts prepared by private development companies in the eastern fringes
are generally not reflecting the DAP road proposals:
• The main roads in the housing layouts are often less than the DAP-mandated road
widths
• Often these main roads are not joined-up to form continuous routes
• Often the new layouts have poor circulatory arrangements: e.g.

- No clear road hierarchy
- Too many side road junctions
- Staggered junctions causing difficult turning movements
- Main roads varying in width from place to place
To establish a good local road network in areas next to the BRT-7 corridor, RAJUK’s policy
recommendations in the 2010 DAP report must be followed (see Box 1):
BOX 1: Extract from 2010 DAP Final Report, Location 11 (Eastern Fringe)
The following strategies will be adopted to promote circulation in the study area:
• A comprehensive road network should be prepared for the entire study area using a
hierarchy of road network.
• In case of local roads a participatory approach should be developed to realize at least
a part of the cost of development from the beneficiaries. This will also help reduce cost
involved in land acquisition for road development.
• Proposed roads should be chosen in those areas for immediate development that are
needed to promote growth in that area.
• Incremental development approach should be adopted to get rid of unnecessary costs
in development of roads.
• Service roads should be created along major roads to allow free flow of long-distance
traffic
Source: RAJUK DAP 2010-2015, Final Report, Location 11, Chapter III, Development Plan
Proposal, Page 67
23
Draft Final Report
2.3.3 Existing Public Transport Network
As the eastern fringe is still a greenfield site in many places, the public transport along and
across the BRT-7 corridor is limited.
Buses on the Narayanganj to Dhaka Section: The busiest section for public transport is
currently at Narayanganj and Demra. Traffic counts in 2019 by TYPSA for the BBA Subway
project recorded 138 buses per direction per hour on the R111 Narayanganj highway just
north of Chasara Junction, carrying about 3,400 passengers per direction per hour. 3
At Signboard on the Dhaka-Chittagong N1 highway, the peak flow was 664 buses per direction
per hour in the evening peak hour, carrying about 16,500 passengers/direction/hour. 4
This is comparable to bus passenger volumes on Airport Road – about 19,000 passengers per
hour northbound at the airport in the evening peak hour in 2014.5
Hence the bus passenger volume on the Narayanganj-Dhaka section is already high enough
to justify a BRT operation.
Buses on other parts of the BRT-7 corridor: On the rest of the BRT-7 corridor there are
virtually no north-south bus services at present (as the highway doesn’t yet exist!). East-west
bus services are limited to sub-regional services on a few main highways (e.g. R301 Tongi-
Ghorashal highway; N301 Purbachal Expressway (see Fig. 2.14).
3
See Traffic Impact Assessment Report for further details. The term ‘buses’ here includes mini-buses and
Laguna. The number quoted refers to 8-9pm evening peak hour, from north (Signboard) to south (Chasara).
4
Signboard traffic count refers to 6-7pm evening peak hour, from east to west
5
Source: Sunjin Engineering et al, 2014, Operational Plan and Basic Design Report for BRT-3 (south), Table 3.3,
Peak Passenger Ratio per Direction. Note: the highest bus volume on the corridor occurred at the Airport
24
Draft Final Report
Fig. 2.14: Number of buses and minibuses operating on Dhaka city routes, 2015
Source: RSTP, August 2015, Interim Report 2, Fig.4.27, ‘Number of buses/minibuses operated
by route section’. NOTE 1: Numbers indicate number of buses operating on each route.
25
Draft Final Report
Existing Commuter Rail Services:
Currently Dhaka has just one rail line running north-south (which branches in different
directions north of Tongi). For the BRT-7 corridor the relevant rail services are:
(i) Commuter services from Gazipur

(ii) Commuter services from Narayanganj
(i) From Gazipur:
For regular commuters on the Kamalapur-Joydevpur route there are four trips by
government-owned trains – nicknamed DEMU trains (Diesel Electric Multiple Unit) - in
addition to the privately-owned commuter Turag Express. People from Joydevpur,
Dhirasrom, Tongi, Airport, Cantonment, Banani and Tejgaon can avail these trains. In addition,
50 up-down trips run on a daily basis through the Dhaka-Rajshahi and Dhaka-Mymensingh
railway route via Joydevpur junction.
The Dhaka to Joydevpur train ticket price is between 15 to 60 taka depending on train
category. The Inter-city train provides only standing tickets but regular commuters can
purchase a monthly ticket costing Tk. 460 taka which is fixed by Bangladesh Railway Ticket
Fare Authority.
On average, around 3,000 commuters come to Tejgaon and Kamalapur station from
Joydebpur, Dhirasram and Tongi every day. Had these people used the bus services, the city
would need at least 60 extra buses, which would create more traffic congestion in bus routes.
(ii) From Narayanganj:
Currently there are 32 up-down commuter services, along with six DEMUs, from Kamalapur
to Narayanganj every day for the commuters of Gandaria, Pagla, Fatullah and Chashara and
Narayanganj. The journey time from Narayanganj to Kamalapur is about 35 minutes and
currently costs Tk.15. This compares with a bus fare of Tk.50 and a journey time of between
30 minutes and one hour, depending on traffic congestion.
New Rail and MRT services:
The rail transit picture in Dhaka is fast-changing, with new railway and MRT projects in the
pipeline. These are reviewed in Chapter 4.
26
Draft Final Report
Chapter 3: Strategic Land and Transport Plans for Dhaka’s Eastern

Fringe
3.1 Dhaka’s Future Urban Form – the Dhaka Structure Plan (DSP), 2016-2035
Dhaka’s main strategic plans are currently the 2015-2035 Revised Strategic Transport Plan
(RSTP) and the 2016-2035 Dhaka Structure Plan (DSP).
The Dhaka Structure Plan covers the RAJUK area (1,528 km2) from south of Narayanganj to
north of Gazipur. Regarding the BRT-7 corridor, some of the DSP’s main urban development
proposals include:
• Continuing expansion of existing main urban areas in the RAJUK area

• Expansion and development of the eastern fringe, from Narayanganj to Gazipur and
further north
• Protection of the water bodies, low-lying areas, rivers and forests around Dhaka
• Development of regional centres on Dhaka’s periphery such as Narayanganj, Tongi,
Gazipur, Purbachal, Bhulta
• Development of sub-regional centres at major interchanges (the DSP proposes five
along the BRT-7 corridor)
Details of these proposals are shown in Figures 3.1 and 3.2 on the following pages.
DSP Land Development Objectives: The proposed BRT-7 corridor will support most of the
DSP’s land development objectives. For example, the proposed highway and transit will help
to promote growth in Dhaka’s outer areas (LD Objective 8) and at regional and sub-regional
centres (LD Objectives 3, 4 and 9).
The DSP also advocates innovative approaches to land development such as land pooling, PPP
schemes and betterment levy to reduce the cost of infrastructure development for the
government (LD Objective 1).
Careful selection of the BRT-7 highway alignment will also support LD Objectives 10 and 11 of
protecting agricultural land, rivers, khals and conservation areas.
A summary of DSP policies relevant to the proposed BRT-7 corridor is given in Table 3.1 below,
and maps of Dhaka’s future urban form are given in Figures 3.1 and 3.2.
27
Draft Final Report
Table 3.1: Dhaka Structure Plan’s land development objectives and strategies relevant to
the BRT-7 Corridor
LD Objective 1 Reduce Government’s Burden in providing Essential Infrastructure

LD Strategy 1.1 Utilise PPP schemes in major infrastructure development in potential urban
areas
LDS 1.2 Initiate participatory land development techniques such as land

readjustment and guided land development
LDS 1.3 Evolve methods to realize full or part of infrastructure development cost
from the beneficiaries, such as Betterment Levy
LD Objective 3 Promote Compact Urban Development

LDS 3.2 Make the urban centres attractive places for living – e.g. development
located near public transit centres; optimize densities; encourage mixed
uses; promote walking and local traffic management
LD Objective 4 Promote Land Use and Development at Major Mass Transit Nodes
LDS 4.1 Scaling of development at transit stations – i.e. high-rise, high-density
mixed use buildings around transit stations
LD Objective 8 Expedite Development in the Outer Areas
LDS 8.1 Early provision of essential infrastructure to attract residents to regional
growth centres
LDS 8.2 Adopt incentive bonus zoning (e.g. 10-20% higher FAR and MGC) in the
preferred locations
LD Objective 9 Prudently Guide Development in Growth Management Areas (such as
Eastern Fringe)
LDS 9.1 Guide planned development in Growth Management Areas (like East
Fringe) by adopting stronger guidance measures
LDS 9.2 Reduce the allowable building densities (MGC and FAR) outside the Central
Urban Area, but allow bonus (i.e. higher) zoning at transit centres
LD Objective 10 Ensure Food Supply
LDS 10.1 Protect prime agricultural land
LD Objective 11 Conservation Area Strategy
LDS 11.1 Stricter regulations to protect rivers and khals
LDS 11.2 Enact Priority Purchase Right by Government for flood-flow zones and
water retention areas
Source: Dhaka Structure Plan, 2016-2035, Chapter 4, Effective Land Use Management,
Section 4.6, Future Plan and Direction
28
Draft Final Report
Fig. 3.1: Proposed Future Direction of Urban Growth in Dhaka, 2035
Source: Dhaka Structure Plan, 2016-2035, Page 66, Map 4.2. NOTE: Yellow is Urban
Promotion Area, and green is Urban Control Area
29
Draft Final Report
Fig. 3.2: Strategic Zoning of Dhaka Structure Plan
Source: Dhaka Structure Plan, 2016-2035, Page 67, Map 4.3
30
Draft Final Report
3.2 Previous Transport Proposals for Dhaka’s Eastern Fringe
Dhaka Circular Railway, Bangladesh Railways, 1994: In the early 1990’s Bangladesh Railways
proposed a circular railway for Dhaka along the alignment of the proposed flood
embankment. This proposal was reviewed by the Dhaka Integrated Transport Study (DITS),
1994-2015, but not included in their package of proposals.
DMDP, 1995: As mentioned in Section 2.3.1, the DMDP proposed a new eastern flood
embankment next to the Balu River with a highway (new bypass) on top of the embankment.
The DMDP also proposed a new north-south rail line from Fatullah (Narayanganj) to the
Airport (Fig. 2.2).
Eastern Flood Embankment Study, 1998: This study was carried out under a World Bank TA
and updated by a further feasibility study in 2006. The project was aimed primarily at flood
protection, with a highway on the flood embankment as a secondary objective.
RHD, 2004: By 2004 RHD was proposing a 6-lane highway along the current BRT-7 alignment,
from Narayanganj to north of Tongi (Mymensingh Road). Called the ‘Eastern Bypass’, the
estimated cost was about $100m in 2004 prices, excluding land acquisition (Fig. 3.3).
The STP (Strategic Transport Plan), 2004-2024: The STP included the RHD 6-lane highway
proposal in its list of future highway projects. The STP described it as a key spine road for the
eastern fringe and proposed it should be developed in 2015-2019 (i.e. third phase of STP).
The STP also recommended reserving a 60m right of way for the future highway. The STP did
not support the proposed 4-lane flood embankment highway, due to insufficient future traffic
demand here. Instead, it recommended down-grading this to a 2-lane service road if the flood
embankment went ahead (see Appendix 3). The STP did not propose any mass transit through
the eastern fringe area. With regards to the previous DMDP proposal for a new rail line
through the eastern fringe, the STP said that future railway proposals were for Bangladesh
Railways to decide (Fig. 3.3).
The DHUTS (Dhaka Urban Transport Study), 2010-2025: DHUTS recommended the Eastern
Fringe Road (i.e. BRT-7 alignment) as a high-priority 6-lane national highway from
Narayanganj to Gazipur: the middle section to be implemented in the short-to-medium term
and the northern section (Balu River to Gazipur) in the medium-term, 2015-2019. For the
eastern flood embankment, the DHUTS recommended a 4-lane secondary road in the
medium term (see Fig. 3.4). For transit, the DHUTS recommended an at-grade MRT Line 8
from Narayanganj to Tongi in the very long term (by 2050). For this, it recommended
reserving a 55m right of way and keeping 9.3m in the centre for the future MRT. DHUTS
proposed implementation in three phases: (1) a 4-lane highway with separate NMV lanes; (2)
MRT introduced at-grade; (3) highway widened to 6-lanes. The proposed MRT alignment is
shown in Fig. 3.5 and potential cross-sections in Fig. 3.6.
31
Draft Final Report
Fig. 3.3: STP 2005, Major Road Proposals outside Dhaka
Dhaka
Bypass
Proposed
Eastern
Bypass
(now BRT-7)
Proposed
Eastern
Embankment
Source: STP, 2005, Final Report, Exhibit 8.12, Combined Roads Package for the Outer Areas,
2004-2024
32
Draft Final Report
Fig. 3.4: 2010 DHUTS Road Proposals for the RAJUK Area
Proposed Eastern
Fringe Road
(now BRT-7)
Source: DHUTS, 2010, Final Report, Figure 15.4-2, Proposed Road Network in the RAJUK Area
33
Draft Final Report
Fig. 3.5: 2010 DHUTS Proposals for Dhaka’s future MRT and BRT
Proposed long-
term MRT on the
Eastern Fringe
Road (now BRT-7)
Source: DHUTS, 2010, Final Report, Figure 11, Proposed Mass Transit Network towards 2025
34
Draft Final Report
Fig. 3.6: Cross-sections proposed by DHUTS for the Eastern Fringe Road (now BRT-7
alignment), including a future MRT
Stage 1:
Stage 2:
Stage 3:
Source: DHUTS, 2010, Final Report, Figure 15.8-,1 Eastern Fringe Road Section Stage
Construction. Total right of way proposed as 55m.
35
Draft Final Report
The First DAP (Detailed Area Plan), 2010-2015: The first DAP was commissioned in 2004 and
adopted in 2010. It showed a 200-feet alignment for the north-south (BRT-7) corridor, and
also a 300-feet alignment for the eastern flood embankment and road (see Figs. 2.8, 2.9 and
2.10 in previous chapter).
The RSTP (Revised Strategic Transport Plan), 2015-2035: The proposals in the RSTP were
described in Chapter 1, Figs. 1.1 and 1.2. In contrast to DHUTS, the RSTP proposed a BRT
(Line-7) instead of an MRT, as the future passenger demand was not considered high enough
to justify an MRT, at least during the 20-year period of the RSTP.
The RSTP proposed a 6-lane highway on the same alignment as DHUTS (Narayanganj to
Gazipur), but the BRT alignment terminated at Pubail, not Gazipur.
The Dhaka Structure Plan (DSP), 2016-2035: The DSP proposed the same road alignment
as the RSTP (i.e. a 6-lane highway terminating at Gazipur) but instead of a BRT, it proposed
an MRT with a slightly different alignment – also terminating at Gazipur (instead of Pubail)
and running alongside the railway line from Dhaka City Bypass to Gazipur (Fig. 3.7).
3.3 Conclusion: Previous North-South Proposals
To conclude, there have been numerous proposals for a north-south highway through the
eastern fringe, dating back to 1995. There have also been numerous proposals for a public
transit system, either railway, MRT or BRT.
Previous proposals have differed in their recommended alignment. While all have proposed
a southern end at Narayanganj, the northern end has progressively been moved further north
over time – first Tongi, then Gazipur, and now (for this study) Kapasia.
The next chapter now examines important highway and transit projects that are planned or
in progress that will affect the BRT-7 corridor.
36
Draft Final Report
Fig. 3.7: DSP Proposed Mass Transit Routes for RAJUK Area
MRT-02
instead of
BRT-7
Source: Dhaka Structure Plan, 2016-2035, Page 103, Map 5.4
37
Draft Final Report
Fig. 3.8: Dhaka Structure Plan 2016, Proposed Road Networks for the RAJUK Area
BRT-7
highway
corridor
Source: RAJUK, Dhaka Structure Plan, 2016-2035, Map xx
38
Draft Final Report
Chapter 4: Integrating the BRT-7 Corridor with other Highway and

Transit Projects
4.1 Introduction
On Dhaka’s east side there are at least 20 major highway projects and 13 major transit
projects in progress or planned, with direct implications for the BRT-7 corridor. The following
chapter reviews these projects and some of the main implications for the BRT-7 corridor.
Further details of the highway projects are given in Appendix 3, and of transit projects in
Appendix 4.
4.2 Review of Major Highway Projects relevant to the BRT-7 Corridor
There is a major road-building programme taking place around Dhaka and at least 20 are
particularly relevant to the BRT-7 corridor (Table 4.1). These need to be well co-ordinated, to
ensure an efficient network.
Further details are given in Appendix 3. This chapter highlights some of the main issues to be
considered in integrating the BRT-7 corridor with the emerging highway network.
4.2.1 New Highway Projects – Some Key Issues for the BRT-7 Corridor
1. Scale and cost of the proposed highway projects
The 20 highway projects listed in Table 4.1 total over Tk.107,000 crore ($13bn). The most
costly projects are the elevated expressways: Airport to N1 Dhaka-Chittagong Highway
($1.6bn), Dhaka-Ashulia ($2bn), DEWEEP elevated expressway ($1.9bn). The Dhaka Circular
Highway is also very costly – Tk.23,402 crore or $2.8bn, for Stages 1 and 2 combined.
2. Large number of different agencies involved
RHD and BBA have the leading roles in these highway projects. BBA is responsible for the
three elevated expressways and RHD for most of the other major highway proposals.
However, other agencies are also substantially involved, including RAJUK, LGED, the City
Corporations, Bangladesh Army, and BWDB (Water Development Board) for the eastern flood
embankment.
With so many agencies (not to mention the transit projects), co-ordination is critical but also
very challenging.
39
Draft Final Report
Table 4.1: List of Major Highway Projects In-progress or planned, relevant to the BRT-7 Corridor
Sl. Highway Project Lead Agency Scope Cost Implementation
No. (Tk. Crore) Status
In Progress, North-South:
1 Dhaka Elevated Expressway (DEE) BBA 47km, 4-lane tolled expressway 13,500 In progress,
completion 2022
2 Rampura-Demra Elevated Expressway RHD, PPPA Part-elevated 4-lane tolled expressway 2,175 Approved. Now
seeking PPP funding
3 R111 Narayanganj Link Road RHD Upgrading to 6-lane highway 450 Approved by ECNEC,
Jan 2020
4 N3 Joydevpur – Mymensingh RHD 87km, upgrading to 8-lane expressway 3,353 Joint venture
Expressway approved 2020
In Progress, East-West:
5 N301 Purbachal Expressway BD Army, RAJUK Upgrading under Jolshiri Project, with >1,700 Under construction
grade-separated intersections (with Madani Ave)
6 Madani Avenue BD Army, RAJUK Upgrading under Jolshiri Project to 4- See Purbachal Under construction
lanes with grade-separated above
intersections
7 N105 City Bypass RHD Upgrading to 4-lane PPP toll highway 3,500 Contract signed Jan.
2019
8 Jatrabari-Demra Highway RHD 4-laning of Jatrabari-Demra highway 369 Tenders floated,
July 2019
9 Dhaka-Ashulia Elevated Expressway BBA 4-lane elevated expressway with 4- 16,900 Land acquisition in
lanes underneath progress
10 Narayanganj Bridge, No. 5 Godarghat LGED, NCC 2-lane road bridge crossing Sitalakhya 591 Feasibility study
from rail station commissioned 2018
40
Draft Final Report
Proposed Highways, North-South:

11 Dhaka Circular Road, Phase 1 (also BWDB, RHD, BR 4-lane highway and circular rail on 11,277 DPP in preparation
Dhaka Flood Embankment Road) proposed flood embankment from (2016)
Abdullahpur to Demra
12 Dhaka Circular Road, Phase 2 – RHD 65km road Demra to Tongi on Dhaka’s 12,125 PDPP already
Abdullahpur to Demra via Gabtali west side, passing through Chasara prepared
Junction. 4-lane, limited access
13 New highways in newly-added 18 wards DNCCC (& IWM Feasibility Study of Roads, Drainage, 10,666 Feasibility Study
in DNCC eastern fringe consultants) Footpaths in 18 newly-added wards (package includes completed in 2017
local roads,
drainage, etc)
14 Matuail to Mousaid north-south RAJUK Proposed in 1st DAP and RSTP as 4-lane 824 Sections blocked by
highway through eastern fringe highway (RSTP, 2015) urban development
15 Dhaka-Sylhet Highway RHD 214km, upgrading to 4-lane highway 14,000 Dhaka-Sylhet
plus service lanes, starting at Kanchpur section still under
Bridge consideration
Proposed Highways, East-West:
16 Dhaka East-West Elevated Expressway BBA 39km elevated 4-lane highway (part of 15,405 Feasibility Study
Middle and Outer Ring Road). Crosses (incl. road bridge) completed in 2017
BRT-7 approx. 5.8km n of Chasara
17 Jahurul Islam Avenue RAJUK Eastward extension 536 Proposed in First
(RSTP, 2015) DAP and new DAP
18 R301 Tongi-Ghorashal Highway RHD New highway alignment on south side N.A. Proposed project in
of rail line New DAP, 2015-35
19 Outer Ring Road and Improvements GCC, LGED and Expressway (Ring Road) and Local Roads N.A. Mostly still in
around Gazipur RHD planning stage
20 R312 Rajendapur-Kapasia Highway RHD Widen to 4-lane N.A. RHD proposal
Sources: See Appendix 3
41
Draft Final Report
3. Most of the projects involve expanding existing highways (rather than creating new
highways)
Most of the major highway projects listed in Table 4.1 involve upgrading existing highways,
rather than creating new roads on new alignments. Of the 20 highway projects in Table 4.1,
only six involve substantial new rights of way: Madani Avenue, Jahurul Islam Avenue,
Narayanganj Gudaraghat Bridge, Circular Road 1 and 2, and DEWEEP.
To a large extent this reflects the difficulty of securing new rights of way in Dhaka due to
existing settlements and the high cost of urban land. It also means that the increased road
capacity of upgraded highways is reduced compared with creating a new highway, because
some road space is lost to elevated structures, intersections, etc., and also poor traffic
management at ground level (e.g. Hanif Flyover).
The BRT-7 corridor will mostly be a new highway, so it will face the problems of high land cost
and sensitivity over existing settlements.
It is also worth noting that the Matuail-Mousaid highway, which was proposed in the First
DAP, RSTP and DSP as a 4-lane highway parallel to the BRT-7 corridor, seems unlikely to be
implemented as a continuous highway due to fast-growing urban settlements. This means
that the BRT-7 corridor will be even more important as the only continuous north-south
highway between Pragati Sarani and the Balu River.
4. Imbalance between developing the primary road network, and secondary and tertiary
roads
The large scale of funds being invested in the primary network is not being matched with
sufficient development of the secondary and tertiary network. It could be said that the
emerging road network is ‘all main trunk but not enough branches’.
In most areas in the eastern fringe, the secondary and tertiary roads are emerging with sub-
standard rights of way. This can be seen in Demra, Mudgapara, Khilgaon, Barua, Uttar Khan
and many other areas along the corridor. The First DAP proposed a secondary road network
of 120 foot (36.6m) roads, but the right of ways are not being protected from new
development, and the roads are emerging with less than 12m (40 feet) widths in many places
(see Chapter 2).
Even some of the new housing estates are failing to provide a proper road hierarchy. For
example, the new Bashundara estate has 40’, 50’ and 60’ roads (i.e. 2-lane roads) east of Block
F, but nothing wider. Moreover, these estate roads do not provide a coherent, joined-up
network and are poorly suited for public transport on large buses.
42
Draft Final Report
5. Limited consideration of buses and public transport in the new highway projects
The proposed new highways are mostly 4-lane highways with limited access or expressway
standard (i.e. grade-separated junctions), and with separate service roads – e.g. Dhaka
Elevated Expressway, DEWEEP, Dhaka-Ashulia Expressway, Rampura-Demra expressway,
N105 City Bypass, Dhaka-Sylhet Highway, Dhaka Circular Road.
A few highways are proposed as 8-lane highways – e.g. N1 Dhaka-Chittagong highway,

recently widened from Jatrabari to Shimrail); N3 Joydevpur-Mymensingh proposed
expressway.
In only a few cases has public transport specifically been included in the proposed design. For
example:
(i) The Dhaka-Mawa Expressway is keeping a 5m-wide median strip for a future metro
line 6
(ii) The Dhaka Circular Road Stage 2 proposal included a 10m median strip for a future
metro line 7
(iii) The 2017 IWM study of new roads in the eastern fringe proposed dedicated centre-
running bus lanes on the BRT-7 corridor
Apart from these few examples, most of the new highway projects have not considered bus
or metro provision in any detail, if at all (apart from a few roadside bus-bays). This means
that buses operating on the new highways will not gain any advantages relative to other
traffic, and may be worse-off due to congestion at ground level and at junctions.
6. BRT-7 corridor is not integrated in the other new highway proposals
In nearly all cases, the designs for the new highways have not considered the proposed BRT-
7 corridor. For example, the N105 City Bypass project and the Rampura-Demra PPP
expressway project do not show the BRT-7 corridor in their preliminary design, although it
intersects both (Fig. 4.1).
The Purbachal Expressway and Madani Avenue projects (being supervised by the Bangladesh
Army) treats the BRT-7 only as a ‘secondary road’ and does not consider the BRT in the
junction designs. (See Chapter 7 for more details).
6
Daily Star, 18th November 2016, Expansion of 55km Link Road starts
7
Daily Star, 19th October 2019, 65km circular road in Dhaka
43
Draft Final Report
Fig. 4.1: Preliminary design of Rampura-Demra 4-lane expressway at the Sheker Jaygar
intersection
Note: The 200’ BRT-7 alignment was not shown in the preliminary design drawing
Conclusion:
The design of the BRT-7 corridor will need to develop entirely new proposals for all
interchanges along the route – both for highways and transit interchanges.
Similarly, the designs being prepared under other highway and transit projects will need to
incorporate the BRT-7 corridor in their proposals.
R111 Narayanganj Link Road upgrading to 6-lanes:
Integration is especially needed for the proposed R111 Narayanganj Link Road upgrading to
6-lanes between Signboard and Chasara, which was recently approved (Jan. 2020) by ECNEC
– see Appendix 3, Project 3.
4.2.2 Integrating the BRT-7 Corridor with other North-South Highway Projects
As mentioned above, there are currently only a few north-south corridors on Dhaka’s east
side. In addition to Dhaka’s central spine (Airport Road and Pragati Sarani), only the N105
City Bypass is currently available for north-south traffic.
North-south capacity is being increased under three major projects:
• Dhaka Elevated Expressway (toll) – under construction

• N105 City Bypass – upgrading to 4-lane PPP toll highway (in progress)
44
Draft Final Report
• Z1102 Demra-Banasree highway – upgrading to 4-lane PPP toll highway (in

preparation)
In addition, there is a proposal for the Dhaka Circular Road, Part 1 and Part 2, as a 4-lane
highway, with a similar alignment to that proposed in the RSTP for the Inner Ring Road.
The following sections now consider how the relationship between the BRT-7 highway
corridor and these other major north-south highway projects.
7. Rampura-Demra Elevated Expressway
The 4-lane Rampura-Amulia-Demra Elevated Expressway (Fig. A3.2) is a proposed PPP project
of RHD. It extends from the Rampura Bridge near Hatirjheel to the N1 Chittagong Road, with
a spur to the N2 Sylhet Highway at Tarabo junction. The total length is 13.5km and in 2016
the construction cost was estimated at approximately $262 million (Tk. 2,175 crore).
The Public Private Partnership Authority (PPPA) under the Prime Minister’s Office (PMO) is
currently seeking PPP partners to implement this as a limited access toll highway.
Relevance to the BRT-7 Corridor?
The proposed Rampura-Demra elevated expressway has two main implications for the BRT-7
corridor:
1. If the proposed Rampura-Demra elevated expressway is implemented, will the BRT-7

highway corridor also be necessary? The two proposed highways run quite close
together for 3km between Demra and Aftabnagar
2. If both corridors are implemented, how to provide a suitable interchange between

them?
Integration?
Currently, there is no integration between the two projects: the BRT-7 highway/transit
corridor is not even shown on the preliminary design drawings or information video for the
Rampura-Demra expressway, though it was in the RSTP, DSP and DAP alignments (see Fig.
4.1).
Duplication?
Regarding the need for the BRT-7 highway (if the Rampura-Demra expressway goes ahead),
the following points can be made:
45
Draft Final Report
1. The two highways are close only for a short section (3km) between Demra and Sheker
Jayger Road. Elsewhere they diverge and take different directions
2. The two highways serve different travel demands – the Rampura-Demra route is
mainly east-west, while BRT-7 is mostly north-south
3. The BRT-7 corridor will serve central and western Narayanganj and Demra, whereas
the Rampura-Demra corridor will serve eastern Narayanganj, Demra and areas east of
Kanchpur Bridge
4. It would be very inefficient for north-south traffic to access central Narayanganj from
the Rampura-Demra expressway via the N1 Dhaka-Chittagong highway. This would
require traffic to follow a 3km ‘dog-leg’ (detour) along the N1 which would increase
traffic volumes and congestion on the N1
5. The BRT-7 corridor will be a high-capacity transit corridor as well as a highway,

whereas the Rampura-Demra expressway will be simply a highway with a much lower
transit capacity
6. Traffic volumes are increasing so fast in Dhaka that both roads will be needed
Immediate Implications for the BRT-7 Corridor?
For this study, two immediate implications are:
(i) A major interchange (highway and transit) will be needed at the intersection of the
BRT-7 corridor with the Rampura-Demra expressway (this is considered further in
Chapter 7)
(ii) If the Rampura-Demra expressway is a PPP toll road, then the BRT-7 corridor should
also be considered as a toll highway, otherwise traffic may divert to the BRT-7 corridor
as the cheaper option, reducing the demand (and profitability) of the Rampura-Demra
expressway.
8. Dhaka Circular Road, Part 1 (Abdullapur to Demra) – also known as Eastern Flood
Embankment Road
The Eastern Flood Embankment-cum-Bypass Road project was proposed in the 1995 DMDP,
and initiated by the Water Resources Ministry in 1998. Its alignment follows the west bank
of the Balu River from Tongi Railway Bridge (Abudullapur) to Demra (see Fig. 4.2). The primary
purpose was a flood embankment to protect the low-lying eastern fringe, and the bypass road
was a secondary objective. A circular railway was also proposed. The first DAP 2010-2015
46
Draft Final Report
reserved a 300-foot alignment for the embankment-cum-highway and this has been
maintained in the new draft DAP 2016-2035.
Over the years there have been numerous attempts to mobilise funds for the project.
• 2008: BWDB announced it would implement the project with its own funds as donor-
funding had not been obtained
• 2014: The government announced that RHD and BWDB would construct a four-lane
circular road around Dhaka with the assistance of Bangladesh Army 8
• 2016: BWDB submitted a Preliminary DPP for the ‘Dhaka Integrated Flood Control
Embankment-Cum-Eastern-Bypass Road Multipurpose Project’ at an estimated cost
of Tk.11,277 crore (about $1.3bn) for the 28.6km Tongi-Demra flood wall-cum-road. 9
• 2019: The ‘Dhaka Circular Rail Study’ was commissioned by Bangladesh Rail, to
explore the feasibility of the combined road and rail project. 10
Fig. 4.2: 2008 plan for the Eastern Flood Embankment and Eastern Bypass
Source: Daily Star, 9th Sept. 2016, Eastern Bypass.
8
Daily Star, 28th July 2014, ‘Save Buriganga from Grabbing’
9
Daily Star, 9th September 2016, ‘Eastern Bypass, the same mistake again?’
10
The appointed consultants are China Railway SIYUAN Survey and Design Group, in association with Bangladesh
consultants BETS and EAL
47
Draft Final Report
Suitability of a Flood Embankment for the Eastern Fringes?
Views on the best approach to flood protection of the eastern fringe have evolved
considerably. There is now less support for a ‘cordoned’ approach (meaning a closed flood
wall), and more support for an ‘open’ approach, meaning that rivers and khals remain open
so that rainwater can drain away naturally and water transport can continue to operate.
Another consideration is that large parts of the eastern fringe area are now filled-in, so the
land is higher and flooding is now less of a risk.
Also, previous experience has shown that cordons tend to encourage building below-flood-
level, making people more vulnerable to inundation from either rainfall inside or from any
accidental breach or overflow of river water. Similarly, any highway inside the flood
embankment would be vulnerable to overflow or breaching.
A further consideration is that closure of khals and drainage areas often leads to seizure by
land-grabbers.
Therefore, the merits of an eastern flood embankment have decreased since the project was
first proposed in the 1990’s, and the justification for the project will depend more on the
transport proposals – i.e. whether the ‘eastern bypass’ and the circular railway are needed.
Proposals for the Eastern Bypass and Circular Railway
The Circular Road proposed for Dhaka is a 4-lane expressway with service roads on both sides.
Between Termukh (east of Abdullahpur) and Demra the circular railway would be combined
with the Circular Road/Eastern Bypass.
Different road and rail cross sections were proposed in the first interim report of the feasibility
study for the Circular Railway – see Appendix 3, Figure A3-8.
The proposed Eastern Bypass/Circular Road and Circular Railway have major implications for
the BRT Line 7 corridor.
1. Firstly, if the BRT-7 corridor is built as a 6-lane expressway, will it be appropriate to

also build the proposed 4-lane Eastern Bypass, as the two expressways are parallel
and only 1.0-1.5km apart?
2. Similarly, if the BRT-7 corridor is developed with a high transit capacity (i.e. both BRT-
7 and future MRT), would it be appropriate to also have a circular railway running
parallel and close to the BRT-7 corridor?
48
Draft Final Report
Pros and Cons of the Eastern Bypass and Circular Railway (east side)
Some important questions concerning the Eastern Bypass include:
• The proposed alignment runs between the Balu River and flood retention ponds on
the west side: with water barriers on both sides, how will local access to the corridor
be facilitated?
• With one side of the corridor occupied by the Balu River, transit-oriented
development (TOD) opportunities would be greatly reduced
• The corridor is on the furthest edge of the eastern fringe area, hence somewhat
remote from the newly developing areas
• If the road is built on top of the flood embankment, the required earthworks will
increase the project’s cost significantly. But if the road is built inside the flood
embankment, it would be vulnerable to river breaches or overflow.
Regarding the proposed Circular Railway, there are similar questions:
• Would passenger demand justify a railway here (considering both long-distance

movement and local demand)?
• How would the circular railway connect with other transit lines? MRT Lines 5 north
and south are not scheduled to extend eastwards beyond the eastern fringe for some
time to come
• As with the proposed expressway, the TOD opportunities will be very limited.
Conclusion and Initial Assessment
Further information will be available in the Circular Railway feasibility study. From the point
of view of the BRT-7 corridor, it can be suggested that regardless of whether or not the
Eastern Bypass and Circular Railway go ahead, the BRT-7 Corridor will be needed in any event
as a central spine route for the eastern fringe.
9. Dhaka Elevated Expressway
The 2010 pre-feasibility study for the Dhaka Elevated Expressway by AECOM recommended
routing the DEE east of Pragoti Sarani through Dhaka’s eastern fringe, but finally a central
49
Draft Final Report
alignment next to the railway line was chosen. The reasons were reduced land cost (using
railway land) and higher traffic demand, hence more profitable for a PPP. 11
The expressway is now under construction and scheduled for completion by 2022. 12
The DEE is relevant to the BRT-7 corridor as both will carry long-distance north-south traffic
across Dhaka, as well as shorter distance metropolitan and local traffic.
Implementation of the BRT-7 highway could be beneficial for the DEE (and Dhaka as a whole)
as it will improve east-west connections to and from the DEE and also reduce the risk of the
DEE becoming over-congested.
As with the proposed Rampura-Demra expressway, a key policy issue for decision-makers will
be whether the BRT-7 corridor should also be a toll road, otherwise people may use it as a
cheaper route (if it is toll-free) than paying tolls on the DEE.
4.3 Review of Major Transit Projects relevant to the BRT-7 Corridor
As with highways, there are many transit projects (at least 16) proposed or being
implemented on Dhaka’s east side. These are listed in Table 4.2 and further details are given
in Appendix 4. This section examines some of the main issues relevant to the BRT-7 Corridor.
Table 4.2: List of Major Transit Projects In-progress or planned, relevant to the BRT-7
Corridor
SL. Major Transit Project

1 Narayanganj railway dualling and new rail terminal building
2 Narayanganj LRT (Light Rail Transit)
3 Dhaka Circular Railway – Narayanganj section
4 MRT-4, Narayanganj-Kamalapur
5 High-speed railway – Narayanganj alignment and station location
6 Multi-modal transit hub, Chasara, Narayanganj
7 Dhaka Subway (BBA feasibility study), Route ‘T’, Narayanganj-Aftab Nagar-JU
8 Dhaka-Chittagong High Speed Train (HST)
9 MRT-2 extension, Kamalapur-Demra
10 MRT-5 (south) at Jahurul Islam Avenue
11
Daily Star, 9th Aug. 2018, Interview with Prof. Shamsul Hoque
12
PD of DEE Project, quoted in Daily Star 18th June 2022
50
Draft Final Report
11 MRT-5 (north) at Madani Avenue

12 MRT-1, interchange at Purbachal Expressway
13 Dhaka Subway (BBA feasibility study), Other routes in Eastern Fringe
14 Pubail-Dhirasram new rail link to ICD
15 MRT-1 northern extension, Tongi-Gazipur
16 BRT-3 northern terminal, Gazipur
4.3.1 Transit Projects currently being Implemented on Dhaka’s East Side
Narayanganj
Transit projects currently under construction in Narayanganj include:

• Dualling of the Narayanganj-Kamalapur rail line
• New Narayanganj railway terminal building
The impact of these Narayanganj projects on the BRT-7 corridor is considered further in
Chapter 7, Concept Design.
MRT Line 1, MRT-5 (North) and MRT-5 (South)
In June 2020 MRT-1 and MRT-5 (North) were designated as ‘fast-track’ projects, in addition
to MRT-6.
Detailed design of MRT Line-1 is currently in progress, and construction is scheduled to begin
in December 2020 (for opening in 2026). The estimated project cost is $5.8bn.
The detailed design contract for MRT Line 5 (North) was signed in June 2020, with opening
scheduled for 2028. The estimated project cost is $4.9bn.
The pre-feasibility study for MRT Line-5 (South) was completed in 2019, and the estimated
project cost is $3bn.
Some Key Issues – MRT-1 Relationship with BRT-7
1. The detailed design work for MRT-1 is nearly complete, but the issue of a good transit
interchange with BRT-7 has not yet been resolved. (The interchange was not
considered in the preliminary design of 2018)
2. The MRT-1 stations currently proposed at POHS and Mastul are 0.5km and 0.7km
distant from the BRT-7 corridor, which is not satisfactory for a good interchange (see
Appendix 4, Figure A4.27)
51
Draft Final Report
3. There is tremendous potential for transit-oriented development at the interchange.

MRT-1 TOD proposals are discussed in Appendix 4, Project 8, and the BRT-7 TOD
proposals are presented in Chapter 8 of this report
MRT-5 (North) Relationship with BRT-7
1. Very important to create a good transit interchange between MRT-5 (North) and BRT-
7. This BRT-7 study recommends that the Phase 1 MRT-5 (N) alignment should be
extended eastwards for a further 2.3km to allow interchange with BRT-7
2. The BRT-7/MRT-5 (N) interchange will also require a highway interchange between
Madani Avenue and the north-south BRT-7 expressway. This will be highly complex
and require a lot of land. Hence the MRT-5 (N) detailed design should also consider
Madani highway interchange arrangements in detail
3. The BRT-7/MRT-5 (N) interchange will have enormous potential for high-density
development – therefore need to prepare TOD plans for the interchange, including
possible land acquisition of surrounding land
Chapter 7 of this report presents concept designs for the respective interchanges.
4.3.2 Relationship between BRT-7 Corridor and other potential north-south transit lines
Two other north-south transit projects currently under consideration would directly compete
with the BRT-7 corridor:
1. Dhaka Circular Railway

2. BBA’s proposed Subway Network (Line T, from Narayanganj to Bashundara and then
Jahangirnagar University)
The Circular Railway follows the alignment of the (proposed) Eastern Flood Embankment.
Circular Railway: Some Key Issues:
• Duplication of Circular Rail alignment with BRT-7 corridor

• Duplication of Circular Rail alignment with proposed future MRT on BRT-7 alignment
(hence either one or the other should be developed, but not both)
• Circular Railway may involve different technology, rolling stock, etc., hence questions
about compatibility with future MRT network
• Circular Railway catchment population is limited on the EAST side by the River Balu,
hence passenger demand will be less and likewise TOD opportunities
• Circular Railway catchment population is also reduced on the WEST side by proposed
water retention ponds
52
Draft Final Report
• Possible conflict at Demra between proposed Circular Railway vehicle depot and BRT-
7 Corridor alignment (see Appendix 4, Fig. A4.12)
• Possible conflict at Termukh between proposed Circular Railway stabling yard and
BRT-7 Corridor alignment (see Fig. A4.13)
BBA’s Subway Network Study, Line T – Issues for BRT-7
In 2019-20 BBA commissioned consultants to prepare a feasibility study for a Dhaka-wide

subway network. The consultants’ preliminary design (Feb. 2020 – Fig. A4.14) shows a
subway line extending from Narayanganj Railway Station northwards through Chasara
Junction, then diverging west at Siddirganj Stadium and running parallel to the BRT-7 corridor
on the west side at a distance of about 1.5 to 2.5 km.
Key Issue:
• The BBA Subway Line ‘T’ would duplicate with the BRT-7 corridor, especially if the
latter is also proposed as a future MRT corridor. Therefore a strategic choice must be
made between BRT-7 (plus future MRT) or Subway Line ‘T’
Narayanganj Light Rail Proposal (see Appendix 4, Project 2)
In 2018 the Cabinet Committee on Economic Affairs approved a proposal for a Light Rail
Transit on two routes in central Narayanganj.
Narayanganj LRT: Some Key Issues:
• Current status of LRT: not being actively promoted at present

• Duplication of LRT alignment with BRT-7 corridor (hence either one or the other
should be developed, but not both)
• Duplication of LRT alignment with proposed future MRT on BRT-7 alignment and also
with MRT-4 Kamalapur to Narayanganj
• LRT would involve different technology, rolling stock, etc., hence questions about
compatibility with future MRT network
• LRT Phase A does not have well-defined end-points
• Longer-distance travellers using LRT Phase A would have to change modes to continue
their journey
Proposals in this BRT-7 study suggest that the north-south destinations of Nitaiganj and Shibu
Market in Narayanganj could be served by extending the BRT-7 corridor on dedicated bus
lanes (as an alternative to the LRT). This is examined in detail in Chapter 7.
53
Draft Final Report
4.3.3 BRT-7 Corridor and other Transit Projects under consideration
There are numerous other transit projects in various stages of preparation and evaluation
that will have impacts on the BRT-7 Corridor.
Dhirasram: New Rail Link to Pubail: The new inland container depot at Dhirasram is being
served by a new railway line from Pubail. Details are given in Appendix 4, Project 10. One
major impact on the BRT-7 Corridor will be the need for a bridge over the new rail line. To
date this has not been considered in the rail project’s plans.
MRT-2 and MRT-4 lines to Narayanganj: Both lines are proposed as long-term extensions of
Dhaka’s metro rail network. Both will interconnect with the BRT-7 corridor. It is difficult to
plan the interchanges or reserve land for them until the MRT plans are developed. However,
the MRT-4 terminus in Narayanganj offers the opportunity for a multi-modal interchange with
BRT-7 and also the railway line.
Dhaka-Chattogram High-Speed Train (HST): In 2017 the Government commissioned a

feasibility study for a High-Speed Train between Dhaka and Chattogram (227km), with a new
alignment between Dhaka and Cumilla crossing Narayanganj. At an estimated cost of $11.6
bn (Tk.97,000 crore) the project is considered ‘highly ambitious’ (Appendix 4, Project 5).
However, the shortened ‘chord’ between Dhaka and Laksham (in Cumilla) would reduce the
rail journey distance by about 99km compared with the current 320km, so this component
seems very likely even if the overall scale of the project is reduced.
The implication for BRT-7 is that there will be a future intersection of the corridor with the
HST or upgraded rail line in Narayanganj, and provision will need to be kept for both the rail
line, highway interchange and new Narayanganj HST rail interchange (see Fig. A4.16).
4.4 Conclusion: Integration of BRT-7 with other Highway and Transit Projects
In conclusion, there is tremendous planning and construction activity taking place around
Dhaka, including the eastern side, with many highway and transit projects being planned.
To date, most of these projects have been considered in a piecemeal fashion and are not well-
integrated, especially at the intersections.
The highway projects have mostly focused on upgrading existing corridors, rather than
creating new corridors. The BRT-7 corridor will be mostly a new corridor, and will present
greater challenges in terms of obtaining and paying for the land.
The most critical places in the strategic transport network occur at the interchanges, and it is
here that planning and design efforts will need to be stepped-up, in terms of integrating both
highways AND transit, and also capturing through TOD the financial benefits that will be
generated by the new infrastructure.
54
Draft Final Report
Chapter 5: Highway and Transit Options for the Corridor

5.1 Introduction: Scope of this Chapter
The terms of reference for the BRT-7 Feasibility Study instructed the Consultants to study a
BRT Line-7 from Narayanganj to Kapasia, based on the 2015 RSTP proposal. Since there is
currently no highway on most of the alignment, the first step is to consider the highway
options. Secondly, since previous studies have proposed different types of mass transit for
the corridor, various transit options besides BRT should also be considered. This chapter
considers the range of options for highway and transit along the corridor, and recommends
those considered most suitable.
5.2 The Wide Range of Highway and Transit Options
There are many alternative highway options for the corridor, depending on:
• Type of road (expressway, trunk road, arterial, etc.)

• Number of lanes
• Grade separation options
• Standard of side roads/service roads
• Types of vehicle allowed on the highway; etc
The transit options also vary greatly according to mode, capacity, elevation, and so on.
In total, there could be more than 100 different options and sub-options to choose from. To
guide the option selection, the following objectives were adopted:
1. Corridor designed to cater for long-term passenger and freight demand

2. Well-integrated with the rest of the highway and transit network
3. Affordable and cost-effective
4. Physically suitable for a densely populated urban area
5. As environmentally and socially sustainable as possible
5.3 Recommended Highway Configuration
Based on these principles, the Consultants’ recommend – for the highway – a 6-lane grade-
separated expressway, with good side roads to serve as two-way local connector roads (Table
5.1):
55
Draft Final Report
Table 5.1: Matrix of Highway and Transit Options for the Corridor (Blue shading indicates Consultants’ recommended options)
Transit Type Mixed Bus BRT BRT LRT MRT MRT MRT Rail
Traffic Priority 2-Lane 4-Lane At-Grade Elevated Underground
Highway Type
Main Carriageway:
➢ 6-Lane – Limited Access
➢ 6-Lane – Frequent Access
➢ 4-Lane – Limited Access
➢ 4-Lane – Frequent Access
Service Road:
➢ Wide Service Road
➢ Narrow Service Road
➢ No Service Road
Grade Separation:
➢ Elevated Highway
➢ Grade Separated Interchange
➢ At –Grade Interchange
NMT Traffic on Main Carriageway:
➢ Allowed
➢ Not Allowed
Main Carriageway Cross-Section:
➢ Homogeneous Cross-section
➢ Variable Cross-Section
Service Road Cross-Section:
➢ Homogeneous Cross-section
➢ Variable Cross-Section
Other:
➢ Water Channel
➢ Trees and Landscaping
➢ Pedestrian Footways
➢ Cycle Track
Source: BRT-7 Study Consultants. Note – for the transit, both at-grade BRT and (in the longer-term) elevated MRT are recommended
56
Draft Final Report
The reasons for proposing a high standard of expressway and side roads are as follows:
1. The corridor will be a major north-south spine route for eastern Dhaka. It will be one
of Dhaka’s most important roads, catering for three types of traffic: local,
metropolitan and national/regional.
2. Substantial motor traffic growth in Dhaka can be expected in future – therefore the
highway should be designed to cater for future traffic levels as well as high-capacity
public transport.
3. The proposed Dhaka eastern corridor will also potentially divert a significant amount
of traffic from other congested north-south roads such as Airport Road and Pragoti
Sarani.
4. Expressway standard (i.e. grade-separated junctions and no access for slow-moving

vehicles) is recommended to limit congestion at junctions and provide a high capacity.
5. To cater for local traffic, the highway should also have a good standard of side roads
on both sides. 60’ (18m) two-way side roads are recommended wherever possible as
local ‘connector’ roads.
6. Land is still available (i.e. not yet developed) along much of the corridor’s alignment,
hence a high standard of corridor is still feasible.
7. The proposed highway standard corresponds with recommendations in previous

studies such as STP, DHUTS, RSTP and DSP for a 6-lane highway through Dhaka’s
eastern fringe.
5.4 Recommended Transit: At-Grade BRT + Elevated MRT (in long-term)
The Consultants’ recommendation for the corridor’s future transit in the long-term is for a
combination of at-grade BRT plus elevated MRT. The transit would be introduced in phases
as passenger demand grows along the corridor – first a BRT, and then an MRT when demand
has increased. The BRT would continue to operate after the MRT is introduced,
complementing it with shorter-distance stopping services (i.e. BRT stations closer together
than the MRT stations), and some buses switching to ‘trunk and feeder’ services (i.e. BRT
buses running along the corridor and then diverting onto east-west feeder routes).
Previous Experience with BRT-3:
Previous experience in Dhaka has shown that transport demand is growing very rapidly and
eventually higher capacity transit such as MRT may be needed. The under-construction BRT-
3 on Dhaka-Mymensingh Road is one example; when first proposed in the 2005 STP it was
57
Draft Final Report
sufficient for the prevailing demand, but since then the corridor demand has increased and
will soon exceed the BRT-3’s capacity.
BRT Capacity:
The capacity of BRT services can vary from 5,000 to 52,000 passengers per hour per direction
(pphpd) depending on the type of BRT infrastructure (see Table 5.2 below). For example,
introduction of (i) dedicated bus lanes, (ii) level station platforms, (iii) electronic ticketing and
(iv) bus convoys can increase bus capacity from 3,000 pphpd (ordinary buses in mixed traffic)
to 16,000 pphpd (BRT system, single line).
Further increases in capacity can be achieved by doubling the number of bus lanes in each
direction and running ‘express’ (i.e. non-stop) services.
Table 5.2: Relative Capacity of BRT Systems according to different types of BRT
infrastructure
Boarding Sub- Express

Improvement Capacity Lanes
time stops lines%
t1 Nsp Dir
original 3,000 2 1 0 1
level platform 5,000 1 1 0 1
outside collecting 9,400 0.33 1 0 1
bus convoys 16,000 0.33 4 0 1
sub-stops 28,200 0.33 3 0 2
express lines 36,700 0.33 3 40% 2
express lines 43,000 0.33 3 60% 2
express lines 52,000 0.33 3 80% 2
Source: ITDP / ADB, 2013, BRT training programme in China. Note: The type of BRT system
recommended for the BRT-7 corridor is shown in the red box above
Recommended System for BRT-7:
For the Eastern Corridor, the consultants recommend a ‘middle-of-the-range’ BRT system
with a capacity of around 16,000 pphpd (see highlighted red box above).
Long-Term Introduction of Elevated MRT:
Rather than providing the space and infrastructure for a ‘top-of-the-range’ BRT system, the
consultants recommend that road space should be kept at the centre of the corridor for a
future elevated MRT system when passenger demand justifies it. An MRT has a capacity of
50,000 to 60,000 pphpd (based on new designs for MRT in Dhaka), so the combination of BRT
58
Draft Final Report
and MRT recommended for the Eastern Corridor will give a much higher capacity than simply
expanding/upgrading the BRT system. Hence the corridor’s transit should be introduced in a
phased way as passenger demand increases:
• Initial Phase: Regular buses in dedicated lanes
• Next Phase: Full BRT system
• Longer-Term: Both BRT and MRT
Fig. 5.1: Initial Phase, when Highway first opens
Fig. 5.2: Next Phase, when demand justifies a BRT
Fig. 5.3: Longer-Term, when demand justifies an MRT
Note: in the longer-term the BRT will cater for shorter trips and feeder services, while the MRT
will cater for longer-distance trips
59
Draft Final Report
5.5 Future Passenger Demand on the BRT-7 Corridor
Two previous studies have tried to forecast passenger demand on the BRT-7 corridor: (i) the
RSTP study, 2015; (ii) the MRT Line 5 (South) feasibility study, 2019.
RSTP Forecast:
The RSTP produced two scenarios, based on (i) a high public transport share (57%) for all trips
in Dhaka in 2035 and (ii) a reduced share (40%). With the ‘high’ estimate, the BRT-7 was
predicted to carry 5.4 lakh passengers per day in 2035, or roughly 22,300 pphpd (passengers
per hour per direction). With the ‘lower’ estimate, the BRT-7 was predicted to carry 3.2 lakh
passengers/day (13,100 pphpd) by 2035.13
Both estimates would support a viable BRT-7 in 2035. In fact, RSTP predicted the BRT-7 would
carry more passengers in 2035 than either MRT-2 or MRT-4, and as much as 80% of BRT-3’s
passenger volume.
MRT-5 (South) Forecast:
The MRT-5 (South) study produced a very different forecast for Line BRT-7. It predicted only
1.5 lakh passengers per day in 2035, or roughly 5,600 pphpd.14
The wide difference between the two studies reflects different assumptions in the two
forecasts. However, the MRT-5 (South) forecast seems unduly pessimistic, when compared
with actual public transport flows on the Narayanganj Link Road which will be part of the BRT-
7 corridor.
Public Transport Demand on the R111 Narayanganj Link Road:
Because the BRT-7 corridor will be a new highway through newly-developing urban areas, it
is very difficult to predict future traffic flows and passenger demand along this corridor. The
demand will depend on many factors, including:
• Which highways and transit lines are developed in future, and when (both north-south
and east-west)
• Impact of major new developments (e.g. universities, hospitals, factories, new
residential estates, economic zones, etc.)
• Existence (or otherwise) of competing corridors
• Future levels of traffic congestion, both on the corridor and Dhaka-wide
13
Source: RSTP Interim Report 1, August 2015, Chapter 11, Tables 11.11 and 11.12
14
Source: MRT-5 South Pre-Feasibility Study, Final Report, March 2019, Table 4.3.24
60
Draft Final Report
• Government policies (e.g. taxes on private vehicles and fuel, parking charges, road toll
rates, etc.)
Hence traffic counts are not a good guide to future traffic and travel demand on the corridor.
However, some counts are already available on the southern section of BRT-7. These were
taken by the TYPSA study in 2019 at R111 Narayanganj Link Road (north of Chasara) and N1
Dhaka-Chattogram Highway (just west of Signboard Junction). 15
North of Chasara Junction, in April 2019 the peak hour public transport passenger demand
was 4,400 pphpd (large buses, minibuses and tempos). Just west of Signboard Junction, the
peak hour public transport passenger demand was 16,500 pphpd.
This indicates that there is already sufficient bus passenger demand on the Narayanganj-
Dhaka section to support a BRT system. Moreover, with rapidly growing demand, the BRT-
7’s viability will steadily improve (Fig. 5.4).
Fig. 5.4: Public Transport Demand at Narayanganj Link Road (Chasara), growing at 5% growth p.a.
Source: Traffic data obtained from Dhaka Subway Feasibility Study, 2019, TYPSA consultants
for BBA. The red lines indicate peak passenger flows forecast on other BRT routes in Dhaka,
made under other feasibility studies
15
Source: TYPSA Consultants’ traffic survey for the BBA Dhaka Subway Feasibility Study
61
Draft Final Report
The recent Narayanganj traffic figures also cast some doubt on the MRT-5 (South) predictions
for BRT-7 (only 5,600 pphpd by 2035), and suggest that a much higher level of demand is likely
on the BRT-7 corridor.
Viability of a Future MRT on the BRT-7 Corridor:
Results from the Dhaka-wide traffic modelling being done for MRT-1 will also shed further
light on the projected demand on the BRT-7 corridor.
Whatever the future rate of passenger growth on the BRT-7 corridor, there is no doubt that
eventually the BRT will not have sufficient capacity for the future demand, and additional
capacity will be needed. Hence it is a question of ‘WHEN’ an MRT will be needed, rather than
‘IF’, and it is recommended that space should be kept for a future MRT on the BRT-7 corridor.
Since an MRT requires at least 10m Right of Way for two rail tracks, and given the high cost
of land and constraints on land availability, it is recommended that land is reserved in the
centre of the BRT-7 corridor for an elevated MRT. A 5m central strip is recommended, which
will be sufficient for the pillars of an elevated MRT.
This space will not be wasted, because even if the MRT is not implemented the central strip
will be useful for: (i) accommodating BRT stations, passing places and laybys; (ii) emergency
vehicle lane; (iii) landscaping and greenery.
62
Draft Final Report
Chapter 6: BRT-7 Alignment and Right of Way
This chapter presents the recommended alignment for the BRT-7 corridor and the
recommended Right of Way. The alignment is considered at two levels: broad strategic
alignment and detailed local alignment.
The Right of Way is also considered, taking into account the width needed for the transit
system (including stations), the expressway (including interchanges) and the side roads.
Practical issues such as existing Right of Way and presence of urban settlements are also taken
into account.
6.1 BRT-7 Corridor – Strategic Alignment
6.1.1 Original TOR Alignment
The original alignment given in the Terms of Reference was for a 60km highway and BRT from
Narayanganj (Chasara Junction) to Kapasia, via Pubail (Figure 1.3).
The southern and central sections of the alignment (Narayanganj to Tongi Khal) were
designated in the First DAP, 2010-2015, and as the land is still largely free of development,
this alignment is recommended in this study.
However, in meetings with government stakeholders, strong doubts were raised about the
proposed northern section which runs from Pubail to Kapasia through low-lying wetlands.
These areas have low population, are primarily agricultural low-lands liable to flooding, and
are generally unsuitable for urban development. The RAJUK master plans designate this area
as a ‘protected area’.
Consequently, for the northern section (north of Tongi Khal) the original TOR alignment was
not proceeded with on the basis that: (1) urban development should not be encouraged in
this area; (2) demand would be insufficient to support a high-volume BRT; (3) the high cost of
road development through a wetland area, but low level of traffic demand to justify it.
6.1.2 Evaluation of Alternative Alignments for BRT-7 Northern Section
Following the stakeholder guidance, the Consultants investigated five alternative alignments
for the northern section, focusing on alignments close to Gazipur (Figure 6.1).
1. TOR alignment, Pubail to Kapasia
2. Pubail to Kapsia via Gazipur and R310
3. North-south via Gazipur, through undeveloped land (Recommended)
4. North-south via Gazipur, on existing roads
5. North-south via Gazipur alongside the rail line, to Rajendrapur station
63
Draft Final Report
Fig. 6.1: Alternative Alignment Options Considered for the BRT-7 Corridor, Northern Section
to Kapasia
Note: Option 3 is recommended. For option names, please see previous page
The advantages and disadvantages of the respective alignments are summarised in Table 6.1.
64
Draft Final Report
Table 6.1: Summary of Advantages and Disadvantages of the 5 Northern Alignment Options
ADVANTAGES DISADVANTAGES
Option 1, Pubail to Kapasia (the original TOR alignment)
• Direct link from Pubail to Kapasia • It falls under wetland, hence major environmental impacts
• There is less obstacle along the route • The route only serves Kapasia and its surrounding area
• Very low-density population, hence little demand for mass transit
• Construction cost will be high because of low land
• The alignment may hamper the flood flow channel
Option 2: Pubail to Kapasia via R310
• Fairly direct link from Gazipur to Kapasia • Disadvantages as for Option 1 above
• RHD road already exists
• There is less obstacle along the route
Option 3: via Gazipur, N-S, mostly undeveloped land
• Good connectivity to Gazipur, BRT-3 and railway line • Not currently shown as DAP alignment
• Parallel to Dhaka-Mymensingh road, so can divert regional traffic • Land acquisition cost high
• There are fewer structures along the proposed corridor (compared • Will require up-grading of Rajendrapur – Kapasia highway to 4-lane highway
with using existing roads)
• Creates a potential transit corridor parallel to rail line
Option 4: via Gazipur, existing roads & DAP alignment
• Similar advantages to Option 3, and also: • Similar disadvantages to Option 3, but also:
• Some of alignment is on existing draft DAP • Major dislocation to buildings and properties either side of existing roads and
highways
• Cuts through Gazipur
• West side will be close to rail line, so future urban development area (west
side) will be limited
Option 5: via Gazipur, next to rail line
• Around 50% of the route will have existing road (but needing • Only one side of corridor will be accessible to the local population (due to
widening) railway barrier)
• Govt. land available around rail track • Major widening will be necessary
• Route has several feeder routes • An existing north-south road will be lost
• Rail passenger can directly use BRT to access their destination • Severe physical constraints passing through Gazipur
• Attracts all traffic in the area towards the centre of Gazipur (hence increased
congestion on local feeder roads in Gazipur)
65
Draft Final Report
6.1.3 Reasons for Recommending Alignment Option 3, north-south via Gazipur
The recommended alignment is a modified version of Option 3 (see Fig. 6.2). This
recommendation was presented to the Project Implementation Committee (PIC) on 5th
December 2019 and RAJUK on 12th December 2019. In both cases, stakeholders broadly
agreed with the recommended alignment, subject to further investigations and fine-tuning.
The main advantages of the recommended alignment include:
• The southern section from Narayanganj to Tongi Khal is already defined in the First
DAP 2010-2015 and has been largely kept free from development till now (except for
the Demra DND area).
• North of Tongi Khal, the alignment will serve Gazipur and connect (via the R312) with
the N3 Dhaka-Mymensingh highway (at Rajendrapur Chowrasta) in the west and
Kapasia in the east. This alignment will therefore benefit regional traffic from both
the north-west and north-east, as well as Gazipur.
• The proposed mass transit (BRT and then MRT) will connect well with existing public
transport hubs (e.g. Tongi and Gazipur) as well as other new MRT lines.
• The new alignment north of Tongi Khal has been chosen to minimise the impact on
existing settlements (urban and rural) as much as possible.
• The new corridor will open-up new areas for urban development. For example,
around Gazipur there will be an opportunity to develop a new urban corridor north-
south between the rail line and the new Eastern Corridor. With good planning this
could become an attractive and transit-oriented urban expansion for north Dhaka.
• The alignment was selected following the policies in the First and the new (draft) DAP
for areas of conservation and future urban development.
66
Draft Final Report
Fig. 6.2: Recommended BRT-7 corridor alignment and original TOR alignment
67
Draft Final Report
6.1.4 Proposed New Alignment for the R312 Rajendrapur to Kapasia
The proposed ‘Eastern Corridor’ will generate major traffic on the R312 Rajendrapur to
Kapasia Highway. This highway, currently a 2-lane road, will form part of the overall corridor
and will need to be upgraded to cope with the additional traffic. Three options were
considered for upgrading the R312 highway:
1. Widen the existing R312 along its whole length
2. Widen the existing highway where possible in some places, and create new bypasses
where widening was not possible (e.g. at urban settlements, bazars, etc.)
3. Create an entirely new highway
Option (1) – widening the existing highway along its whole length – was not considered
suitable due to the narrowness of the existing Right of Way (about 12m or less) and extensive
development on both sides (including high-rise garments factories in many places).
Option (2) – selective widening where possible – was also not recommended due to the extent
of existing urban settlements and roadside development. The widened sections would be
limited in number and length, resulting in a poor alignment with frequent bends, and the
existing R312 highway would be interrupted/cut by the new bypasses.
Option (3) – a completely new R312 alignment – is therefore recommended by the

Consultants. The proposed alignment is parallel to and approximately 300m distant from the
existing highway, in order to:
• Avoid existing settlements along the corridor and reduce the environmental impact of
the new highway
• Be close enough to the main settlements to be within easy walking distance of the
proposed BRT
• Create a transit-oriented ‘urban growth corridor’ between the existing highway and
the new highway
• Allow the existing highway to continue as a local access road and shopping/market
street, while the new highway will serve higher volume, faster through-traffic
68
Draft Final Report
6.1.5 Proposed New East-West Strategic Links
As well as recommending the Eastern Corridor alignment, the Consultants were also
instructed to consider feeder routes and urban development around the corridor (see Terms
of Reference, Section 3.1).
The Eastern Corridor will serve as a ‘spine route’ for Dhaka’s eastern fringe, connecting with
east-west roads and new transit lines (rail and MRT). For this study, the Consultants also
identified six new east-west road links to improve connectivity with the new corridor.
(1) Two Road Links with Gazipur:
Two new road links to Gazipur are proposed, north and south of the city. The southern link
will connect with the N4 Joydevpur Road and could be part of the proposed Outer Ring Road.
With a new flyover over the railway line, the link would also help reduce a traffic bottleneck
at the railway station crossing in Gazipur centre.
Fig. 6.3: Proposed Connecting Links to Gazipur
The main benefits of the proposed links to Gazipur are:
69
Draft Final Report
• Gives access to the expressway for the people of Gazipur

• Connects the BRT-7 with BRT-3 terminal and Gazipur railway station, creating a multi-
modal hub and a joined-up transit network
• Creates a southern bypass for Gazipur, reducing pressure in the city centre. (Note: a
flyover is currently being considered at the city centre rail crossing, so the southern
link could provide a better alternative for through-traffic)
• Connects the BRT-7 expressway with the national highway network, particularly the
N4 Tangail highway and road to Jamuna Bridge
• The southern Gazipur link can serve as a section of the proposed Outer Ring Road (see
Appendix 3, Project 19).
(2) East-West Link between Abdullahpur (Tongi Bridge) and N105 Dhaka City Bypass:
A new east-west highway link is proposed using the (proposed) flood embankment road next
to Tongi Khal, to connect the Eastern Corridor with Tongi Bridge and the future Ashulia
expressway. This east-west link can also be extended eastwards to connect with the N105
Dhaka City Bypass at Mathbari. This would provide an important sub-regional link road, as
well as greatly improving local access for people in the Uttar Khan/Termukh area (Fig. 6.4).
Fig. 6.4: Proposed East-West Links to Tongi, Airport, N105 City Bypass and Purbachal
(3) East-West Link between Airport and north Purbachal:
70
Draft Final Report
The whole area east of the Airport (approximately 11 square miles between Purbachal
Expressway and Tongi Khal) lacks good internal roads, both north-south and east-west.
Previous studies (e.g. IWM Study, 2017 – see Appendix 3, Project 13) recommended improving
the area’s road network, but to date these have not been implemented and seem unlikely
due to rapid urban development.
The BRT-7 Corridor (with its good side roads) will greatly improve the area’s connectivity. A
new east-west link is proposed, connecting the Airport with north Purbachal new town. This
link would use an existing 80’ road through the Ashyian City housing estate and connect with
the Eastern Corridor via a new road, and then continue eastwards to connect with a major
east-west road in the Purbachal new town. The main benefits are:
• To provide access to the Eastern Corridor

• To create an alternative route for east-west traffic between Purbachal new town and
the Airport area (which will reduce pressure on Purbachal Expressway and Kuril
Flyover / Airport Road)
• To improve local movement in the Dakshin Khan/Ashyian City areas (see Figure 6.4).
Conclusion: New East-West Links:
The proposed east-west links will add approximately 21.4km to the overall BRT-7 Corridor
length of 72.9km (Narayanganj to Kapasia and Rajendrapur Chowrasta).
Two of the links (Gazipur north and south) are essential to the BRT-7 Corridor as they will
enable traffic (including BRT buses) to access Gazipur City Centre.
The other four links are also very important, though less essential to the BRT-7 Corridor.
The alignment of these six links will be partly new Rights of Way (i.e. not yet reserved in the
Detailed Area Plans or Mouza Maps), and partly existing Rights of Way.
6.2 Fine-Tuning the BRT-7 Corridor Alignment at the Local Level
For the southern and central sections (Narayanganj to Tongi Khal) the BRT-7 Corridor follows
the alignment designated in the First DAP and the new draft DAP, 2015-2035. But north of
Tongi Khal, the BRT-7 Corridor will follow a new alignment. The following section explains
how this new alignment was chosen.
6.2.1 Approach to Fine-Tuning the BRT-7 Corridor Alignment
In choosing the specific BRT-7 Corridor alignment, the approach aimed to:
• Keep a straight or gently-curving alignment, suitable for a high-standard expressway

and also transit
71
Draft Final Report
• Connect well with urban population centres but not pass through them, so as to
minimise damage to property, environmental impacts and cutting communities in half
• Minimise impacts on the rural village settlements
• Minimise hydrological and drainage impacts
• Avoid environmentally-sensitive areas and high-value agricultural land
• Maximise opportunities for TOD and urban development
• Connect well with other highways and transit
The alignment was selected based on remote sensing (RAJUK’s GIS maps, Google Earth, etc.)
and extensive site visits. In choosing the specific alignment at the local level, two main
alternatives arose:
i. Align the corridor along existing roads (and widen them to the extent required)
ii. Select a completely new alignment
The existing local roads are generally not very suitable for the future BRT-7 Corridor, as
explained below.
6.2.2 Reasons for Proposing a New Alignment rather than Widening the Existing Road
• The expressway (and BRT) will be a major physical barrier dividing local settlements
along the route into two communities, east and west
• Widening the existing road will require demolishing all the settlements that have
grown up next to the road, whereas a new alignment gives more opportunity to select
an alignment with less impact
• If the new expressway goes through the middle of existing settlements, there will be
a greater environmental impact (noise, air pollution, etc. on both sides) than if the
expressway is routed around the settlements (impacts on one side only)
• North and south of Gazipur, the existing road is closer to the railway line (1km or less)
compared with the recommended new alignment (Option 3). The latter will provide
a larger urban development area between the railway and the new highway, while still
being accessible for BRT users
• Widening the existing road takes away one of the north-south local roads, whereas
building the expressway on a new alignment CREATES an additional north-south local
road. This will be very important for future local traffic movement as the area grows
• The existing local road alignment is not straight enough for expressway standard,
hence some deviation from the existing road would be needed in any case
72
Draft Final Report
• Land along the existing road is likely to be more costly than land on the proposed new
alignment, thus cancelling out some of the benefits of using an existing road
• North of Gazipur, the recommended new alignment will give more protection from
encroachment into wetlands compared with following the existing road. If properly
designed, the expressway will create a significant physical barrier to urban expansion
into the low-lying wetlands on the east side – see Figure 6.5.
Fig. 6.5: Recommended BRT-7 Corridor Alignment in the Gazipur area in relation to the
Draft DAP 2015-2035 Land-Use Proposals
Note: Green = Protected agricultural and forest lands; Pink = Existing urban settlements;
Orange= Future urban expansion
73
Draft Final Report
6.2.3 Fine-Tuning the Alignment for the Central and Southern Sections of BRT-7
Between Tongi Khal and Narayanganj Chasara Junction the alignment of the BRT-7 corridor is
clearly defined in the First DAP 2010-2015 with a 200’ (61m) Right of Way from Tongi Khal to
Old Demra Road, and a 280’ (85.3m) Right of Way from Old Demra Road to Chasara.
This existing alignment and Right of Way is recommended in this study for the following
reasons:
• The alignment is straight and well-located relative to the eastern fringe (i.e. central,
and connects well with other highways and transit)
• The alignment is still largely free of development (though in some places the Right of
Way is being eroded by unauthorised buildings)
• New private sector housing estates are largely observing the Right of Way in their
layout plans approved by RAJUK (Fig. 6.5)
• Between Signboard Junction (N2 Dhaka-Chittagong Highway) and Chasara Junction

(8.2km) the full Right of Way (280’) is already Government-owned, so no land
acquisition will be required here
Further details of the proposed Right of Way are given in the next section.
74
Draft Final Report
Fig. 6.6: Approved Housing Layouts of Swadesh Properties Limited in the Eastern Fringe
Source: Information supplied by Swadesh Properties Ltd, October 2019
75
Draft Final Report
6.3 Corridor Cross-Sections and Right of Way
6.3.1 Corridor Cross-Sections
The proposed corridor cross-section has the following main components:
1. A 5m centre space kept for a future elevated MRT – (this width is based on current
MRT designs in Dhaka)
2. Two dedicated BRT lanes (one in each direction) plus safety barriers. (Note, at the BRT
stations two passing lanes will also needed, and the station platform should be 6-7m
wide to accommodate the future MRT pillars)
3. Three highway lanes in each direction (6 in total), plus ‘shy’ space at the edges
4. A shoulder at the edge of the highway with a safety barrier (and possibly noise barrier),
to keep fast-moving vehicles away from the carriageway edge
5. A high standard two-way local road on either side of the main highway. This will be
more than a ‘service road’ as it will carry local traffic for 3-4km between highway
junctions
The basic corridor configuration is shown in Figure 6.6 below.
Fig. 6.7: Basic BRT-7 corridor configuration (no station, no elevation, full-width side road)
Note: The recommended Right of Way is 280’ (85.34m). The cross-section above shows a
reduced Right of Way of only 247’ (75.2m)
76
Draft Final Report
6.3.2 Additional Width Required for Road Elevation
As the corridor passes through lowlands in Dhaka’s Eastern Fringe, the road will need to be
elevated in many places to keep the carriageway above the 100-year flood level. Side slopes
will be provided at gradients of 1:2, hence a 4m elevation (for example) will require 16m of
Right of Way horizontally (4m x 2 x 2).
6.3.3 Additional width required at BRT stations
At BRT stations, BRT overtaking lanes will be provided – this will significantly increase the BRT
capacity by allowing overtaking and express services. To accommodate the BRT station,
widening of the central reservation to 6 or 7m is recommended to accommodate future MRT
pillars and also increase the station’s passenger capacity.
A typical cross section at a BRT station, with 4m elevation of the main expressway, is shown
in Figure 6.7.
Fig. 6.8: Cross-Section at BRT-7 station with overtaking lane and 4m elevation
Note: Dimensions are in metres. Total Right of Way shown above is 280’ (85.2m)
6.3.4 Managing Land-Filling next to the Corridor
It should be noted that adjacent private properties may carry out land filling to elevate their
properties above flood levels. Where this takes place, there will be an opportunity to widen
the side roads by also filling-in the portion of side slope.
It is therefore recommended that in these locations, the drains, utilities and streetlights are
located under the INNER footway (i.e. footway nearest the expressway), while the outer
77
Draft Final Report
footway is treated as temporary. When adjacent private land filling takes place, the local road
can be widened and a new, wider footway created next to the buildings.
6.3.5 Width required at combined BRT and MRT stations
Keeping space for a future MRT also requires the future BRT and MRT stations to be
integrated. Based on recent designs for MRT stations in Dhaka, a typical combined BRT and
MRT station is shown in Figure 6.8 below.
The MRT station requires about 26m wall-to-wall. The BRT station can be located underneath,
and the expressway adjacent to the station. The following cross-section demonstrates how
this can be accommodated within a 280’ (85m) Right of Way, while still providing highway
elevation of 4m.
If agreement is reached with adjacent property owners about in-filling the side slopes, the
side road can be widened to 14m (46’) in this case, which will give a better standard of side
road at these station pinch-points (e.g. a 9m carriageway and two footways of 2m and 3m
respectively).
Fig. 6.9: Example of combined MRT and BRT station, 280’ (85m) Right of Way & and 4m elevation
Note: Dimensions in metres. Total Right of Way shown above is 279’ (85.0m)
78
Draft Final Report
6.3.6 Effect of reduced Right of Way on Corridor design
In some places the First DAP 2010-2015 kept only 200’ (61m) for the corridor Right of Way,
which is less than the 280’ (85.3m) recommended by the Consultants. The BRT-7 corridor will
still be feasible here, though the standard will be somewhat reduced, as described below.
The Consultants recommend that the strategic component of the BRT-7 Corridor (i.e. 6-lane
highway + BRT + future MRT) should be maintained along the whole length from Narayanganj
to Gazipur. This will take up about 36m (118’) of the RoW, as follows:
• 6 lanes of expressway 22m (approx.)

• 2 lanes of BRT 8.2m (approx.), including safety barriers
• MRT central reservation 5.0m (approx.)
TOTAL 35.2m (approx.)
The remaining width will be available for the side roads and elevation. If the Right of Way is
less than 280’, then the width of the side roads must be reduced in order to accommodate
the strategic components.
Fig. 6.9 shows an example of a combined BRT/MRT station with only 200’ (61m) Right of Way
and no elevation. The negative effects on the Corridor design may include:
• No side road – only a 3.6m NMV lane, and the main carriageway downgraded from
expressway to a 9m-wide mixed-traffic highway with junctions
• No elevation possible (unless the carriageway width is reduced)
• Less space for pedestrians, parking and greenery
• Buildings closer to the highway (resulting in increased noise and poorer air quality)
The Consultants considered recommending a wider Right of Way than the 200’ currently
designated for the 20.5km between Old Demra Road and Tongi Khal, but this would have
encountered some problems, particularly:
• Private housing estates have already been given permission by RAJUK based on a 200’
Right of Way
• Increased cost of land acquisition (this section has the Corridor’s most costly land)
• Some large buildings already constructed close to the Corridor
Hence pragmatically, it is recommended to keep the existing 200’ (61m) Right of Way where
this has been designated. But it is recommended to negotiate with private developers to
secure more land for wider side roads, which will benefit the developers and the local
community by: (i) better local movement; (ii) enabling taller buildings to be built under the
Building Rules. Both of these issues are discussed further below.
79
Draft Final Report
Fig. 6.10: Example of combined MRT and BRT station with only 200’ (61m) Right of Way
and no elevation
Note: Dimensions in metres. Total Right of Way shown above is 200’ (61m)
6.3.7 Importance of Good Quality Side Roads (60’/18m is desirable)
The side roads will be very important for the corridor for the following reasons:
1. They will carry all the local traffic (the expressway will only have limited access, with
junctions located typically 3-4km apart) – see Fig. 6.10
2. The expressway will form a significant barrier to east-west movement, and local traffic
will be channelled to a limited number of underpasses/overpasses up to 1km apart –
hence good side roads will be needed to access these underpasses
3. Currently there is a serious lack of north-south local roads through the eastern fringe
area, hence the new side roads alongside the Eastern Corridor will greatly assist north-
south local movement
4. The Eastern Corridor will be a public transit corridor and land next to the corridor will
be developed to a high density (i.e. Transit Oriented Development or ‘TOD’). Dhaka’s
Building Rules state that if the adjacent highway is 18m or more, there is no limit on
the Floor Area Ratio (FAR). Hence achieving TOD next to the Eastern Corridor will need
80
Draft Final Report
a high standard of local road (18m or more) in order to maximise the development
potential.16
Fig. 6.11: Example of Side Roads layout alongside the proposed Expressway
6.3.8 Recommended Cross-Sections for the Side Roads
The side roads on the BRT-7 Corridor should be of a much better standard than simply ‘service
roads’, as they will carry high volumes of local traffic over long distances. The recommended
approach is to design the side roads as ‘Collector Roads’, defined in the DAP as 60’ (18m)
roads:
Recommended Standard for the Side Roads (‘Collector Roads’):

• 60’ (18m) Right of Way wherever possible
• 4 lanes (two in each direction) wherever possible, for mixed traffic
• Non-motorised vehicles to share mixed traffic lanes
• Wide footways, especially on the property side
• Utilities and drains provided below the footways
16
Note: for the purposes of the Building Rules, the width of the expressway cannot be taken into account when
calculating FAR, if the expressway is physically separated from the adjacent properties.
81
Draft Final Report
The difference between a 60’ road and a 40’ road is illustrated by the following two examples
from Banani and Gulshan (Figs. 6.11 and 6.12):
Fig. 6.12: Banani, Road 11 – Example of an 18m (60’) wide Collector Road
Note: 4-lane divided road, with good footways and space for off-peak roadside parking
Fig. 6.13: Gulshan, Road 2 – Example of a 12m (40’) wide local road
Note: 2-lane undivided road, with narrow footways and traffic obstructed by roadside parking
82
Draft Final Report
6.4 Recommended Right of Way
The recommended Right of Way for the BRT-7 Corridor is shown in Table 6.2 and Figure 6.13.
The recommendation is for 280’ (85.3m) Right of Way wherever possible on the north-south
section, and 250’ (76m) for the east-west R312 section.
For the central section between R201 Old Demra Road and Tongi Khal it is recommended that
the existing 200’ (61m) Right of Way is maintained. Negotiations with the adjacent housing
developers is recommended to explore whether widening of the side roads through land
pooling can be achieved, to provide a higher standard of side road for the benefit of the local
residents and land owners.
Table 6.2: Recommended Right of Way for Different Sections of the Proposed Alignment,
compared with first DAP
Proposed Right of Way
Consultants’
Length First DAP
Corridor Section Recommended
(km) 2010-15
Right of Way
(feet) (feet) (m)
Narayanganj Chasara to Signboard 8.2 280 280 85.3

Signboard to Old Demra Road 2.7 280 280 85.3
Old Demra Road to Purbachal Link Road 12.9 200 200 61.0
Purbachal Link Road to Tongi Khal 7.6 200 200 61.0
Tongi Khal to N105 City Bypass 5.2 170 280 85.3
N105 City Bypass to Gazipur 6.3 80 280 85.3
Gazipur to Rajendrapur Station 12.2 ? 280 85.3
R312 Rajendrapur Chowrasta to Kapasia ** 17.8 40 ** 250 76.2
TOTAL 72.9
** Note: The R312 Rajendrapur Chowrasta to Kapasia highway is outside the RAJUK boundary
and therefore not in the DAP proposal. For this R312 section the table shows actual road width
between property boundaries
Upgrading the R312 highway from Rajendrapur Chowrasta to Kapasia
Future traffic volumes on the R312 east-west section of the Corridor will be lower than on the
main north-south spine, because the northbound traffic will split (east and west) on arrival at
the R312. Conversely, southbound traffic will merge from two directions. Hence it is
proposed to upgrade the R312 to a 4-lane highway (not 6-lanes) while also keeping two
dedicated lanes for the BRT. A 5m central strip is also recommended as a contingency in case
83
Draft Final Report
of future MRT extension north of Gazipur. The R312 east-west link should also be developed
to the same standard as the north-south main corridor (i.e. grade-separated expressway),
with good side roads on both sides. Hence the Consultants recommend a 250’ (76.2m) Right
of Way, with the following breakdown:
Recommended Standard for the upgraded R312 East-West Expressway (Rajendrapur

Chosrasta to Kapasia):
• 4-lane limited access expressway for fast-moving vehicles (not NMT)
• 2-lane dedicated BRT corridor
• 5m reserved for future elevated MRT
• Two 50’ collector roads (with good footways)
• Suitable elevation through low-lying areas
Right of Way for other East-West Links
The following Rights of Way are recommended for the proposed east-west link roads. All are
proposed as 4-lane highways with side roads, and two dedicated BRT lanes are included in (i)
the south Gazipur link road and (ii) Tongi Abdullahpur link road to connect with the BRT-3
terminus in Gazipur and BRT-3 station at Tongi Bridge.
Table 6.3: Recommended Right of Way for proposed east-west links to Eastern Corridor
Right of Way
First Consultants’ Comments

Distance DAP Recommended
Link Road Section
(km) 2010-15 Right of Way
feet / m
Eastern Corridor (Barua) to 3.6 - 150 / 45.7m New alignment

north Purbachal new town
Eastern Corridor (Barua) to 4.7 - 150 / 45.7m New alignment up to
Airport Ayshian City; then 80’ RoW
in Ashyian City
Eastern Corridor (Mausaid) 4.2 - 200 / 61.0m New alignment
to N105 Dhaka City Bypass
Eastern Corridor (Mausaid) 5.0 300 250 / 76.2m New, following flood
to Tongi Bridge/ Abdullapur embankment alignment
Eastern Corridor to Gazipur 2.8 - 250 / 76.2m New alignment, with BRT
(southern link road) lanes
Eastern Corridor to Gazipur 1.1 - 170 / 51.8m New alignment (but no
(northern link road) BRT proposed)
84
Draft Final Report
Fig. 6.14: Recommended alignment and Right of Way for the Eastern Corridor
Proposed new alignment; RoW = 250’ (76m)
Proposed new
alignment;
RoW = 280’ (85m)
Alignment as per
First DAP, 2010-15;
RoW = 200’ (61m)
Alignment as per
First DAP, 2010-15;
RoW = 280’ (85m)
85
Draft Final Report
Interchanges:
The above Rights of Way apply to the main corridors. However, for the expressway and
transit, grade-separated junctions will be needed. These will need a substantial amount of
land to accommodate the interchanges, including flyovers, ramps and slip roads.
For the transit interchanges, space may also be needed for station buildings, walkways,
parking, access roads and so on.
Hence at most interchanges, additional land is likely to be needed. These requirements are
examined further in Chapter 7, Concept Design.
86
Draft Final Report
Chapter 7: Highway Design Standards for the BRT-7 Corridor:

Geometry, Hydrology and Drainage
7.1 Introduction
The BRT-7 Corridor will mostly be a new highway. This chapter sets out the proposed design
standards for the BRT-7 highway, focusing on its geometric design, hydrology and drainage.
Chapter 8 then presents the proposed designs for the corridor interchanges, and Chapter 9
presents the concept design for the BRT-7 and also the future MRT.
Reference should also be made to the more detailed Concept Design Report (April 2020)
prepared as a component and input to this study.
7.2 BRT-7 Highway Design Standards
Highway design standards are needed for the concept design and project cost estimates. In
the following sections, the proposed standards follow generally-accepted practice in
Bangladesh, particularly the national Road Materials and Standards Study (RMSS) Reports.
Reference is also made to international standards, including UK Department of Transport and
the American Association of State Highway Officials (AASHTO).
7.2.1 Geometric Standards
Vertical Clearance: Minimum vertical clearance for structures on the Eastern BRT-7 Corridor
(including underpasses) has been set at 5.7m, to ensure that structures can be passed by all
types of vehicle in Bangladesh. This also matches the design standard adopted for the BRT-3
corridor and the new Dhaka-Mawa-Bhanga expressway.
Design Speed: RMSS recommends that Category ‘A’ National Highways should be designed
for 100 kph. This is considered appropriate for the BRT-7 corridor given the high percentage
of trucks and buses and the corridor’s function as a busy urban expressway with frequent
interchanges.
Sight Distance: The RMSS Report recommends that the absolute minimum safe stopping
distance (SSD) for 100 kph design speed should be 180m. It also recommends that a desirable
minimum safe stopping distance of 250m is used.
Minimum Vertical Curvature: The vertical alignment is governed, amongst other things, by
sight distance requirements and comfort considerations. To achieve a satisfactory design,
vertical curves that approximate to circular curves are used. The radius of such curves is
proportional to the length of curve and the change in gradient, as shown in Box 7.1 below:
87
Draft Final Report
BOX 7.1: Minimum Vertical Curvature

R = 100 k where k = L/ (a-b); and
L = length of curve (m)
a = approach gradient (%)
b = departing gradient (%)
Crest Curves: To achieve the minimum safe stopping distances set out above, the minimum
k values for crest curves should be 140 for the desirable minimum sight stopping distance and
70 for absolute minimum sight stopping distance. If higher quality surfacing materials were
adopted, the values could be reduced to 100 and 55 respectively. Such an approach would
reduce structure cost but increase surfacing costs.
Sag Curves: The desirable minimum k values for sag curves have been set at 26 and the
absolute minimum value has been set at 16. The first conforms with UK standards and the
second is the minimum value recommended by RMSS.
Minimum Horizontal Curvature: Horizontal curvature, like vertical curvature, is governed by

safety and comfort criteria. The sideways friction generated when negotiating a curve should
always remain within safe limits. Passenger comfort criteria are, however, usually lower than
safety criteria and the latter are therefore critical.
The horizontal curvature values recommended in RMSS are generally considered to be

acceptable for the corridor, with the exception of the RMSS minimum radius for a curve with
adverse camber. The minimum curvature radius recommended in RMSS for this situation is
well above other international standards and would necessitate the introduction of super
elevation and consequent drainage within the median at much higher radii than is usual
international practice. As these two features will have adverse impacts on both embankment
stability and cost it is proposed to adopt allowable minimum radius for curves with adverse
camber (in line with UK standards).
The following minimum horizontal radii have been adopted for the design:
R = 2000 m 3 percent adverse camber

R = 1000 m 3 percent super-elevation
Super-elevation of 6 percent is considered as an absolute maximum and is generally not

desirable. It would be used only where significant savings in construction and land acquisition
costs could be shown.
88
Draft Final Report
Maximum Gradient: The selection of maximum gradients for a road can have a significant
effect on costs and it is usual to consider different standards for different terrains. The RMSS
suggests values of 3 percent, 5 percent and 7 percent for flat, rolling and mountainous terrain
respectively. Although the proposed highway passes through flat terrain, there are many
obstacles to be bridged. The requirement for navigation clearances on the rivers and
minimum vertical clearances over roads and railways means that structures need to be
relatively high.
Adoption of a maximum gradient of 3 percent, as recommended in RMSS would result in an

excessive amount of earthworks on the approaches to structures. It is therefore proposed to
adopt the maximum gradient value for rolling terrain, i.e. 5 percent.
Slip roads and feeder roads crossing the alignment will also be designed for 5 percent
maximum gradient. National and Regional roads which are altered will be designed to 5
percent maximum gradient.
Summary of Geometric Standards:
The proposed geometric design standards for the corridor are summarised in Table 7.1.
Geometric standards for minor roads crossing the corridor will be in accordance with RMSS
Table 7.1: Summary of Geometric Standards for the Dhaka Eastern Corridor, BRT-7
Design Speed. 100 kph

Stopping Sight Distance 250m Desirable minimum
180m Absolute minimum
Vertical Curvature (Crest Curve) k= 140 Desirable minimum
(Radius = 100 k) k= 70 Absolute minimum
Vertical Curvature (Sag Curve) k = 26 Desirable minimum
k= 16 Absolute minimum
Horizontal Curvature R = 2000m 3% adverse camber
R = 1000m 3% super elevation
(Desirable Minimum) R = 600m 5% super elevation
(Absolute Minimum) R = 360m 6% super elevation
Gradient (Mainline) 3% Desirable maximum (General)
5% Absolute maximum (Bridge Approaches)
Gradient (Slip roads) 5% Absolute maximum
7.2.2 Design Discharge
Design discharges for drainage structures and bridges over khals and rivers should be based
on the consequences of the discharge being exceeded. For minor structures the effect of the
capacity of the structure being surpassed is relatively small, for example, localised flooding of
adjacent land. As these structures are numerous and substantial cost savings can be made by
limiting their size, the design discharge for such structures should be only 1 in 5-year volumes.
89
Draft Final Report
For large structures the consequence of exceeding the capacity of the structure could result
in both extensive flooding and damage to the structure, and consequently loss of use of the
facility. For such structures it is therefore recommended that a design discharge of 1 in 100
years should be adopted. This approach is in line with international practice and recently-
completed projects in Bangladesh, for example the Meghna and Meghna-Gumti bridges.
7.2.3 Interchanges and Junctions
Grade-Separated Junctions: The Eastern Corridor is proposed as a 6-lane expressway (and 4

lanes on the R312), plus two BRT lanes plus future elevated MRT. As such, grade-separated
junctions are proposed along the whole length of the central spine section from N1 Dhaka-
Chittagong Highway (Signboard Junction) to the R312 (Rajendrapur Station), a distance of
approximately 47 km.
In addition, six grade-separated junctions are proposed on the R312 Rajendrapur to Kapasia
(new) highway, plus four at-grade junctions.
At-Grade Junctions: At-grade junctions are proposed on the R111 Narayanganj Link Road
from N1 Dhaka-Chittagong Highway (Signboard) to Chasara Junction (8.2km,) and at four
junctions on the R312 Rajendrapur Chowrasta to Kapasia highway.
Further details of the above junctions are given in Sections XXXX.
Slip Roads at the Grade-Separated Junctions: The length of slip roads and the layout of any
off-line junctions and toll plazas will depend on traffic levels. Any such slip roads,
intersections and toll plazas should however be designed to ensure that queuing does not
interfere with traffic using the mainline carriageway (Table 7.2).
Table 7.2: Geometric Design Standards for Slip Roads
Design Speed 65 kph (two design speed steps below the mainline)
Minimum Stopping Sight Distance:
Desirable 180m
Absolute minimum 120m
Minimum Horizontal Curve:
General 200m (5% super-elevation)
120m (6% super-elevation)
Loop merges 30m
Loop diverges 50m
Minimum Vertical Curve:
Crest K = 18
Sag K = 7
90
Draft Final Report
Underpasses: Underpasses should be designed with 5.7m vertical clearance, to

accommodate all types of vehicles.
Two categories of vehicular underpasses are proposed: 4-lane and 2-lane. The type of
underpass will depend on its location and the expected long-term traffic volume. For
example, underpasses in the Bashundara and Swadesh housing estates (Fig. 6.10), DND
Triangle, etc. should generally be 4-lane plus wide footways, as they will function as 60’
collector roads for east-west traffic, including high volumes of pedestrians and non-motorised
transport.
All underpasses should include good footways (2.5m or more) for the comfort and
convenience of pedestrians. Where pedestrian numbers are high (e.g. at BRT stations,
shopping centres, busy east-west local roads, etc.) wider footways of 3-4m should be
considered.
7.2.4 Structural Standards
Highway structures should be designed in accordance with the guidelines set out in AASHTO
Standard Specifications for Highway Bridges, 1996, with local environmental loading factors·
being taken from the Bangladesh National Building Code, 1993.
Traffic Loading: Based on AASHTO Standard Specifications for Highway, Bridges, 1996, it is
proposed to design all structures carrying road traffic for loading class HS 20-44. This
represents a worst case, three axle truck of gross loaded weight 36 tons.
Wind Loading: Based on the wind zoning map of Bangladesh-and the National Building Code
1993 the Basic Wind Speed to be considered in the design of structures in Dhaka and the
surrounding areas is 210 kph.
Seismic Loading: Based on the seismic zoning map of Bangladesh and the National Building
Code 1993 the seismic design of structures in the Dhaka area will allow for a Seismic Zone
Coefficient of 0.15.
Temperature: It is proposed that all structures should be designed to allow for primary,
secondary and differential temperature effects, including stresses and movement. The air
temperature range to be adopted for design is to be based on the lowest and highest
temperatures recorded by the Bangladesh Meteorological Department. This range and the
design air temperatures are set out in Table 7.3.
Table 7.3: Maximum and Minimum Temperatures to be used for Structural Design
Recorded Air Design Air

Temperature Temperature
Minimum 4.50c 0.0c
Maximum 42.30c 45.0c
91
Draft Final Report
Railway Clearance: The Bangladesh Railway Schedule of Maximum, Minimum and

Recommended Dimensions requires the following clearances at rail crossings, when the rail
alignment is straight:
Table 7.4: Bangladesh Railway Horizontal and Vertical Minimum Clearance
Horizontal distance – centre line of track

3.66 m minimum
to face of structure
Vertical distance – top of rail to soffit of
6.1 m minimum
structure at centre of track
The cost implications of the increased clearances are significant, and discussions will be
needed with Bangladesh Railways in the detailed design phase in order to optimise the design.
Navigational Clearance: The requirements of Bangladesh Inland Water Transport Authority

(BIWTA) for minimum horizontal and vertical navigational clearances are detailed in Table 7.5.
Actual horizontal openings will also be governed by hydrological requirements and
topography. Vertical clearances are measured from standard high-water level as defined by
the average water level that is exceeded for 18 days per year. Work carried out by the
Meghna Bridge Study (1985) shows this to be equivalent to the 2-year return flood level and
it is therefore proposed to adopt this in defining the standard high-water level.
Table 7.5: River Navigational Clearances
Tongi Khal (Class 3) Vertical 7.6 m

Horizontal 30 m
Balu River (Class 3) Vertical 7.6 m
Horizontal 30 m
Sitalakhya River (Class 2) Vertical 12.2 m
Horizontal 75 m
7.2.5 Pavement Design Criteria
Details of the recommended pavement design criteria are presented in the Concept Design
Report (April 2020), Appendix 1.
92
Draft Final Report
7.3 Hydrology and Drainage
A more detailed report of hydrology and drainage is given in the study’s Concept Design
Report (April 2020). This section summarises the main findings and recommendations.
7.3.1 The River System
The major rivers mainly responsible for floods in the study area are the Balu, Sitalakhya
(Lakhya), Tongi Khal, Turag, Buriganga and Dhaleswari. Of these, the Balu and Sitalakhya are
the most significant to the study area and are located on the east side of the BRT-7 corridor.
Balu River
The Balu River is the tributary of the Sitalakhya (Lakhya) river. The upstream flow is generated
from rainfall runoff of the surrounding catchment area. The meandering river flow is
perennial but increases in the rainy season. Average river width is 79 m and water slope is 3
cm/km. The river is influenced by tide in the dry season, with a maximum tidal range of 60
cm. The recorded highest flood water level is 7.09 m PWD in 1988 at Demra and 7.32 m PWD
in 1998 at Pubail.
Sitalakhya (Lakhya) River
The Sitalakhya River originates from the Old Brahmaputra River and bifurcates into two
courses. At Toke in Gazipur District one of the courses named the Banar flows southwest and
at Lakhpur is renamed as Sitalakhya. It then flows east of Narayanganj Town and falls in to
the Dhaleswari. The meandering river flow is perennial and influenced by tidal effects in the
dry season. Water slope of the river is 2 cm/km, and the recorded highest flood water level
in 1998 at Demra is 7.11 m PWD.
Tongi Khal
The Tongi Khal takeoff from the Turag River is just north of Airport, flowing east to join the
Balu River. Tongi Khal appears to serve as a transfer channel between the Balu and Turag
Rivers and flows in both directions depending on the stage of the rivers. The average width
is 55 m. It is meandering river with water slope of 2 cm/km and seasonal discharge. There is
a tidal effect in the dry season with a maximum range of 30 cm. The recorded highest flood
water level in 1988 is 7.84 m PWD at Tongi.
7.3.2 Hydrological Profile
Water Levels: The water level data for the Balu River was collected as recorded in the BWDB
gauge stations at Demra and Pubail for the period 1962-2017. It should be noted BWDB does
not have any gauge station between Pubail and Kapasia. The nearest stations in the northern
93
Draft Final Report
part of the BRT-7 corridor are at Sutikhali and Paruli Khal which meet with the Balu River 44
km upstream from Demra.
Frequency analysis of water level was done using three different distribution methods for the
stations. The 100-year return period water levels (i.e. highest likely within 100 years) are
shown in Tables 7.6 and 7.7:
Table 7.6: 100-year Design Water Level for Balu River at Demra
Distribution Method Design Water Level (m PWD)

Gumbel’s Distribute 7.47
Log Normal 7.01
Log Pearsons Type-III 7.11
Table 7.7: 100-year Design Water Level for Balu River at Pubail
Distribution Design Water Level ( m PWD)

Gumbel’s Distribution 8.31
Log Normal 7.71
Log Pearsons Type - III 7.71
Gumbel’s Distribution produced the highest 100-year water levels of 8.31 m PWD and 7.47 m
PWD respectively at Pubail and Demra. Therefore the Consultant recommends these levels
as more realistic considering the existing Finished Road Level (FRL) of the adjacent roads, and
for safer design considering future flood projections.
7.3.3 Hydrological Design for the BRT Line-7 Corridor
The following section sets out the hydrological design considerations for the BRT Line-7
Corridor and its collector roads. The design assumes a six-lane highway, plus two dedicated
BRT lanes, space for future elevated MRT, and also side roads (Collector roads).
Determination of High Water Line (HWL) Design Level:
The RHD Geometric Design Standards Manual (Revised) 2005 and Pavement Design Guide
2005 advise to build roads so that the bottom level of the pavement (sub-base) will have a
freeboard of 1.0 m above the flood level to be calculated for a 30-year return period based
on hydrological data and cross-checked with the recorded highest flood level in the locality.
Following the experience of road submergence in the devastating floods of 1987 and 1988,
RHD reviewed the hydraulic design criteria for construction projects. The Road Master Plan
Project (RMP) made an overall hydraulic analysis for the region in 1992 and recommended
three main categories of road, according to their vulnerability to flooding:
94
Draft Final Report
• Category 1: Stretches exposed to direct overspill from large rivers

• Category 2: Roads subject to flash floods caused by high intensity local rainfall
• Category 3: Roads located in areas subject to floods due to the tidal effect.
For this project the Consultant has assumed Category-1 for the BRT-7 Corridor, due to the
overspill of the concerned rivers.
RHD generally consider a 50-year return period of extreme flood events for the design of its
National and Regional Highways, to avoid the roads being submerged by flood water (as
mentioned in the Pavement Design guide for RHD).
100-Year Flood Return Period Recommended:
For this study, the Consultants recommend that the HWL design should be based on a 100-
year return period, in view of the BRT-7 Corridor’s critical strategic importance as a north-
south spine route for metropolitan Dhaka. This may increase the HWL by some 0.3 to 0.4m
compared with a 50-year return period but is recommended for Dhaka’s greater overall
security.
7.3.4 Review of Previous Studies relevant to fixing the BRT-7 Corridor Road Crest Level
Before fixing the Road Crest Level of the BRT-7 Corridor, a review was carried out of relevant
previous studies, and their key recommendations are summarized in Table 7.6.
Table 7.6: Summary of Key Recommendations in Previous Dhaka Flood Protection Studies
Study Year Relevant Recommendations

Dhaka Integrated Flood Sept. A flood embankment and flood wall was constructed along
Protection FAP 8B 1991 the WESTERN part of Greater Dhaka. This made western
Dhaka flood-free even during the 1998 flood. However,
there were serious problems of localized drainage
congestion due to encroachment on drainage channels,
dumping of solid waste and unplanned development.
Greater Dhaka Protection June The longitudinal profile of the embankment along the Balu
Project, FAP 8A 1992 River was proposed to be designed based on the highest
flood levels at Tongi (8.60 m PWD) and at Demra (7.40 m
PWD).
Dhaka Combined Flood Control- March The peripheral river system around the Greater Dhaka is
cum-Eastern Bypass Road 2000 not highly morphologically dynamic. The rate of change of
Project bank shifting, top width and bed level are not significant.
Updating/Upgrading the June The main objective of this study was to offer flood
Feasibility Study of Dhaka 2006 protection at the Eastern Bypass area from Balu River and
Integrated Flood Control improve internal drainage congestion. The secondary
Embankment-cum-Eastern objective was to deliver transport benefits with a low-level
Bypass Road Multipurpose bypass road using the berm of the flood control
Project (Halcrow)
95
Draft Final Report
embankment. The dyke would be designed for a 100-year

flood event.
Storm Water Drainage Master 2016 The study covered Dhaka Metropolitan Area (about 1,500
Plan for Dhaka City, 2016 (Final km2). It recommended set up minimum plinth level (9.0 m
Report) PWD) and Platform Level (8.0 m PWD) for any Structural
Development.
Updating/Preparation of the 2016 For North Zone*: the minimum allowable Platform Level
Storm Water Drainage Master and Plinth Level need to be considered as 8.00 m PWD and
Plan for Dhaka City, 2016 9.00 m PWD respectively. *North Zone : Savar, Gazipur,
(Master Plan Report) Gorachatbari, Uttar Khan and some part of Purbachal
which on the North side of 300 feet road passing through
the Purbachal area.
For South Zone**: Allowable Platform Level and Plinth
Level can be considered as 7.00 m PWD and 8.00 m PWD.
**South Zone: Rampura, Badda, Kamalapur, Old Dhaka,
Keranigonj, DND, Narayanganj Kallanpur. Some part of
Purbachal which is on the South side of 300 ft road passing
through Purbachal Area.
A Technical Study of FCD 2017 Crest Level of the proposed embankment at Tongi is fixed
Development at Circular Road as 9.10 m PWD (HWL 7.85 m PWD) and at Demra as 8.50 m
(Dhaka Eastern Bypass) project PWD (HWL 7.25 m PWD). Considering Free Board and
Carried Out by IWM Confinement effect an additional 1.00 m, and for Climate
Change an additional 0.25 m.
The BRT-7 Consultant collected 2020 (i) Top RL at Chittagong Road Bus Stand, Shiddhirganj is
the information about (i) the 8.46 m PWD.
Dhaka-Chittagong Highway and (ii) Top RL at Vogra intersection of City Bypass (on-going
(ii) Vogra intersection (from on- SASEC-1 Road) is 10.749 m PWD
going SASEC-1 Road Project)
7.3.5 Consultants’ Recommendations for BRT-7 Corridor Concept Design
Based on analysis of the available data and recommendations from previous studies, the
Consultants recommend the following design guidelines for the corridor’s hydrology and
structural design:
Table 7.7: Guidelines for BRT-7 Corridor Hydrological Design
Design Flood Level: 100-year flood level

Free Board: 1 m free board
Subsidence allowance: 0.10 m
Global Warming: 0.25 m (for Climate Change Effect/Sea Level Rise, as recommended by
IPCC – Intergovernmental Panel on Climate Change)17
17
In fact, any rise in the sea level will propagate upstream into the river system. In Bangladesh, this back-water
effect will be more pronounced because of morphologically dynamic rivers, which will adapt their bed Levels in
relatively short time period (Huq et. al. 1995). This whole process will lead to decreased river gradients,
increased flood risks and increased drainage congestion.
96
Draft Final Report
Side slope: 1V:2H (as per RHD Geometric Design Standard Manual, Revised 2005)
Dry density compaction: 98% dry density of compaction has been assumed
Berm: Provision of berm of 18.00 m has been kept at both sides which may
be used as a Collector Road
7.3.6 Recommended Road Crest and Finished Road Levels
Based on the above analysis, the Consultants recommend fixing the Road Crest and Finished
Road Levels at different stretches of the BRT-7 Corridor as shown in Tables 7.8 and 7.9:
Table 7.8: Recommended Road Crest Levels
Section Recommended Road Crest Level

Chasara-Demra 8.50 to 8.80 m PWD with smooth gradual longitudinal
slope
Demra-Tongi 8.80 m to 10.00 m PWD with smooth gradual
longitudinal slope
Tongi-Pubail 10.00 m PWD
Pubail to Rajendrapur
10.00 m to 10.50 m PWD with gradual longitudinal slope
(44 km u/s of Balu from Demra)
Rajendrapur to Kapasia 10.50 m PWD
Table 7.9: Recommended Design Flood Level of BRT-7 Corridor

Location Return Period HWL Free Board + Design Recommended
(m PWD) Climate Change Formation Finished Road
100- yr. 50-yr. + Subsidence Level Level (m PWD)
(m)
Chasara, Narayanganj 8.5
Demra 7.47 7.19 1.35 8.82 8.8
Tongi 10.0
Pubail 8.31 7.91 1.35 9.66 10.0
Rajendrapur (Balu River
8.79 8.51 1.35 10.14 * 10.5
u/s 44 km from Demra)
Kapasia, Gazipur 10.5
Notes:
(1) Free Board +1.00 m; Climate Change +0.25 m; Subsidence +0.10 m
(2) Design BRT Line-7 Level has been selected with 100-year Return Period HWL in m PWD
(3) Considering the longitudinal water slope of 3 cm/km (ref. Bangladesher Nad Nadi of Balu river,
p.147)
97
Draft Final Report
Fig. 7.1: Longitudinal Profile of BRT Line-7 Corridor (Recommended Finished Road Level)
Kapasia Rajendrapur Pubail Tongi Demra Chasara
10.50 10.50 10.00 10.00 8.80 8.50
It may be mentioned here that in any event the formation level (top of Subgrade Level) should
be kept at least 30 cm above Design HFL as per RHD Guideline. The Consultant has kept it as
1.00 m for more safety of the road.
All the parameters so far used for the fixation of HFL and Road Crest Level of BRT Line-7
Corridor and FRL of Collector Road shall be validated by flood model (i.e. mathematical model)
study during the detailed design stage.
7.3.7 Drainage
The BRT Line-7 Corridor crosses numerous water channels and low-lying areas, hence good
drainage is needed to avoid obstructions to water flow and/or water logging. To maintain
good drainage the canals and water channels should be kept in flow condition through the
provision of bridges and culverts.
The three principal components of highway drainage are: (i) cross drainage, (ii) surface
drainage and (iii) sub-surface drainage.
7.3.8 Cross-Drainage
The BRT-7 road embankment will obstruct the natural passage of water at ground level, and
heavy rainfall can cause localized flooding. To mitigate these problems, culverts and small
span bridges are needed at regular intervals according to the field conditions and RHD
pavement design guidelines.
Analysis of the secondary topographic and survey data (e.g. DAP 2016-35 GIS data) reveals
that the topography of the southern part of the Corridor is lower than the other parts and
characterized by branching networks of rivers and canals, hence the maximum number of
drainage facilities are recommended here.
Details of proposed bridges and culverts for the BRT-7 Corridor are given in Appendix 5.
98
Draft Final Report
The bridge design should be based on a 100-year design period, to be consistent with the
overall Corridor design.
7.3.9 Surface Drainage
Surface drainage systems are designed for the effective and quick drainage of water that
collects on the pavement surface, shoulders, slopes of embankments and adjoining land
within the right of way. This water ultimately discharges into natural or artificial channels
which are located away from the highway so that the highway’s functions are not hampered.
In Bangladesh rainwater is the main source of surface water for highway surface drainage.
The road surface should be designed to shed water as quickly as possible during rain. The
design should take into account the period of frequency of flood, and various drainage
structures such as culverts and gutters, roadside drain, cross slope and side slope, catch
drains, longitudinal gradients, and so on.
Key design considerations as per RHD Pavement Design Guide April 2005 are as follows:
• A good surface drainage requires an impermeable surface. This will be achieved

through meeting the RHD Specification for surfacing materials and through
carrying out sufficient planned maintenance.
• The surface must be laid to the correct camber and falls, and low spots should be
avoided.
• Unpaved shoulders should generally have a steeper camber than the road
pavement.
Roadside Drains:
Roadside drains are important where the road passes through the urban areas, diverting or
removing surface water from the road surface and adjoining land. If proper drainage is not
provided along the road in such locations, the area may suffer from waterlogging during heavy
rainfall and consequently the road is damaged due to vehicular movement over the
submerged road surface. To avoid that situation, surface drainage along the road shall be
proposed for the road sections in and around towns and villages.
Kerbs and gutters are used at the outer edge of the travelled way in the urban areas to
prevent the water that flows from the crowned surface from spilling over and eroding the
shoulder and side slopes. They also help to provide a measure of protection to pedestrians.
Drains on both sides of the roads can be considered by providing slope on both sides across
the road pavement. If any drain is located by the side of the road for surface water drainage,
it will reduce the effective width of the roadway. As such, it should be considered essential
99
Draft Final Report
that the drain should be of such a shape so that it could function both as a drain and also as
a part of road surface or as footpath.
Drain Design Criteria:
Drains are designed to flow full when carrying the design flow with an allowance for
freeboard. Recommended storm frequency and freeboard for different types of drain are
given below in Table 7.6.11:
Table 7.10: Drainage Design Return Periods
Sl. No. Drain Type Design Storm Frequency Drain Freeboard

1 Tertiary Drain Once in 1.1 years 100 mm
2 Secondary Drain Once in 2 years 150 mm
3 Primary Drain Once in 5 years 200 mm
Source: Urban Drainage Manual, LGED, 1998
The freeboards are normally provided when the drain passes through flat areas and the drain
depth is significant.
A 5-year return period is normally recommended for computing the drainage flow for the side
drains (saucer drain). However, in view of the Corridor’s importance, the primary drains will
be designed for a 10-year rainfall return period.
The capacities of the required drains and culverts will be calculated using Manning’s equation,
in accordance with the LGED ‘Urban Drainage Manual’, 1998. Use of Manning equation to
calculate velocities and flow capacity is relatively simple for rectangular and trapezoidal drains
which are the shapes generally adopted for roadside drains. The consultant will use the
model-based rainfall analysis data during the detail design phase for fixation of drain size in
the urban sections.
Open lined drains should be provided in the form of shallow dishes rather than steep sided U
or V Sections, as per RHD guidelines.
7.3.10 Sub-Grade Drainage/Sub-Soil Drainage
Excess moisture in soil sub-grade significantly reduces its stability. To prevent rapid
deterioration of the pavement layers and to maintain the sub-grade at or above the design
strength it is essential to allow all water entering the pavement layers to drain away as quickly
as possible.
100
Draft Final Report
Where full-depth pavement construction is being undertaken incorporating an improved sub-

grade (i.e. a sand layer), this should be extended for the full width of the embankment so that
it can act as a drainage layer as per pavement design guide for RHD.
7.3.11 Determination of Waterway Width
In order to determine the bridge long span length/waterway width for bridges the following
factors should be taken into consideration:
• Field conditions
• Historical plan form analysis
• Mathematical model study analysis
Calculation of Waterway Width: Selection of correct size of waterway openings in the road
embankment depends largely on hydraulic flow conditions and the soil stability at site. For
this, Lacey’s regime approach theory for waterways should be used (see Bridge Manual BUET-
IWM, 2008). For the concept design and cost estimates for the BRT-7 Corridor, approximate
bridge and culvert lengths have been assumed, based on study of the topographic survey data
from the RAJUK DAP GIS database and other secondary sources (see Appendix 5).
101
Draft Final Report
Chapter 8: Concept Design – BRT-7 Junctions and Interchanges

8.1 Introduction: Overview of this Chapter
This chapter presents the concept designs for junctions, flyovers and underpasses proposed
along the BRT-7 Corridor, and is organised as follows:
Section Subject
8.2 General approach to selecting the junctions (location and type)
8.3 Purbachal Expressway: options for (i) the highway interchange, (ii) transit
interchange with MRT-1
8.4 Madani Avenue interchange proposals
8.5 Aftabnagar interchange proposals
8.6 Junction proposals for the R312 (N3 Rajendrapur Chowrasta to Kapasia)
8.7 Other junctions on the central spine (Signboard to Rajendrapur Station)
8.8 Junctions on R111 Narayanganj Link Road (Signboard to Chasara)
8.9 Extending BRT-7 to Narayanganj Launch Ghat and Nitaiganj
8.2 Approach to Selecting the Junctions (Location and Type)
8.2.1 General Considerations
Strategic Role: The BRT-7 Corridor will be a ‘central spine route’ for Dhaka. It crosses
numerous east-west highways as well as future east-west transit lines. It will eventually be
one of Dhaka’s busiest corridors carrying national, regional and metropolitan traffic – both
passengers and freight. In addition, the Corridor must also cater for local traffic on the
proposed side roads, as well as east-west local movement across the corridor.
Reasons for Grade-Separation: The Corridor is proposed as a grade-separated expressway

to serve longer-distance metropolitan, sub-regional and national road traffic. It is also
proposed as a toll-road. For these reasons, grade-separation is desirable, to:
• Provide a high-capacity corridor

• Limit the number of short-distance local trips on the main expressway
• Interconnect with the metropolitan and national highway network
• Facilitate road toll collection, by limiting the number of access points.
Public Transit Interchanges: The Corridor will also be a strategic public transport corridor,
hence the interchanges must include public transit as well as highway traffic. This makes the
102
Draft Final Report
design much more complex, as most interchanges will have a dual function (highway AND
transit).
Growth Centres and TOD: The interchanges will be future growth centres due to their
accessibility and high number of people passing through. Therefore the Corridor planning
and design must also incorporate ‘transit-oriented development’ (TOD) at these interchanges.
Limited Guidance from Previous Studies: Previous studies such as the RSTP and DSP
recommended interchanges and TOD but not given any detail about how these would be
constructed (nor does the DAP reserve any additional space for such interchanges). Nor have
other recent highway, MRT and railway projects provided any details of how the BRT-7
corridor will be integrated in their schemes.
The BRT-7 project will therefore face major challenges in developing good interchanges to
achieve an efficient, joined-up transport network for Dhaka.
8.2.2 The Wide Range of Junction Types
Junctions: There are so many different types of junction that can be considered for the
corridor. They range in scale and complexity from simple at-grade junctions (e.g.
roundabouts, signal-controlled junctions, at-grade U-turns, etc.) to more complex grade-
separated junctions. Eight examples are given in Appendix 6.
Different Highway Treatment for Different Sections of BRT-7 Corridor: Overall, the corridor
is divided into three main sections regarding the type of junction recommended. From south
to north these are:
Section Recommended
• Southern section (Narayanganj Chasara to Signboard): At-grade junctions

• Central spine (Signboard to Rajendrapur Station): Grade-separated junctions
• Northern section (R312 Rajendrapur to Kapasia): Both at-grade and separated
Locations of the proposed junctions are indicated in Figures 8.3 and 8.4 and Table 8.1 and
described in the following pages.
Introduction in Phases: Grade-separated intersections are very costly to implement. For

example, the 2017 IWM feasibility study for DNCC’s newly-added eastern wards estimated
the cost of a clover-leaf junction at around Tk.221 crore ($27 mill.), while
underpasses/overpasses were costed at around Tk.98.5 crore ($12 mill) each.18
Not all of the grade-separated intersections proposed in this study will need to be
implemented at the beginning of the project. Some can be implemented later when traffic
18
IWM Feasibility Study of Infrastructure in Newly Added Eastern Areas, 2017
103
Draft Final Report
has grown and justifies the investment. On the other hand, some intersections must be
developed now, especially where the Corridor crosses a major east-west highway.
For all interchanges, however, the land needs to be reserved NOW by RAJUK and other
government agencies, so that it will be available when required.
Land Requirements for Grade-Separated Interchanges: Generally, grade-separated

interchanges take up a lot of land. For example, the Kuril Interchange occupies about 15
hectares (Fig. 8.1), and the Kathipara Cloverleaf Interchange in Chennai occupies about 7
hectares (Fig. 8.2).
Fig. 8.1: Kuril Flyover – Grade-separated interchange between Airport Road and N301
Kuril Interchange occupies approximately 15 hectares
Although Dhaka’s strategic plans (e.g. RSTP, DSP) show numerous interchanges and growth
centres, until now this hasn’t been reflected in the Detailed Area Plans (DAP’s), which simply
show two highway alignments intersecting but no additional land kept for the interchange
(e.g. slip roads, ramps, roundabouts, etc.). Obtaining the land for the proposed interchanges
will be a major challenge, and recommended approaches to land assembly are discussed in
detail in Chapter 10 (Land Issues).
104
Draft Final Report
Fig. 8.2: Kathipara cloverleaf interchange, Chennai
Notes: (1) The highway interchange occupies approximately 7 hectares. (2) The interchange
also includes an east-west MRT line
8.2.3 Underpasses or Overpasses for East-West Local Traffic
Vehicle underpasses are recommended in preference to flyovers/overpasses wherever

possible, due to:
• Easier to use by NMT and pedestrians

• Usually a cheaper option than constructing flyovers
• Requires less land (compared with flyovers which need long approach ramps)
• Flyovers may interfere with the proposed future MRT on the Corridor, which is
proposed elevated at Level 1. (An east-west flyover would require the future MRT to
be moved up to Level 2)
Underpasses are recommended at regular intervals of 1km or less, to cater for east-west local
traffic movement. The more underpasses and east-west crossings that can be provided, the
better the communication between east and west sides of the corridor, and the less the
congestion at the crossing points. Due to the lack of a good local road network/road hierarchy
in areas next to the corridor, limiting the number of east-west crossings will increase pressure
and congestion on the available local roads. Therefore frequent east-west crossings will help
to reduce this local congestion.
However, the downside of using underpasses is that the expressway will need to be raised to
give sufficient clearance, which is costly if retaining walls are used, or takes up road space if
105
Draft Final Report
embankments are used. It can also produce an undulating longitudinal profile, and increase
the expressway’s visual impact through built-up areas.
The proposed underpasses are located on existing and future east-west local roads. The latter
were identified from the private housing layouts. Underpasses are also located at proposed
BRT/MRT stations to maximise accessibility to the transit stations. Two types of underpass
are recommended, depending on the expected volume of local traffic:
• 4-lane underpasses (with two lanes in each direction), for local connector roads
• 2-land underpasses (with one lane in each direction), on lesser roads
A height clearance of 5.7m is recommended at the underpasses, to ensure that they can be
used by all vehicle categories, including buses, trucks, fire engines and tipper trucks.
The underpasses will be constructed at ground level so they will not require pumped drainage.
Ample footways will also be provided (minimum 2.5m wide and wider where appropriate) to
cater for significant pedestrian volumes.
The underpasses should be built when the corridor is first constructed, as it will be very
difficult to construct them after the road is built. This may require some underpasses being
built well ahead of local traffic demand.
In addition to the proposed underpasses, east-west crossings for local traffic will also be
available at most of the grade-separated junctions.
8.2.4 Details of proposed Junctions and Grade-Separated Interchanges
A total of 21 interchanges are proposed on the Eastern Corridor, of which 18 will be grade-
separated. Most are combined highway and transit interchanges.
In addition, some at-grade junctions are proposed. On the Narayanganj Link Road between
Signboard and Chasara a total of 10 at-grade junctions are proposed (in addition to 2 grade-
separated junctions). On the R312 Rajendrapur-Kapasia highway, 7 other junctions are
proposed in addition to the grade-separated interchanges: these will be a mixture of at-grade
roundabouts and grade-separated overpasses.
A summary of the main interchanges is shown in Figures 8.3, 8.4 and Table 8.1, and details
are discussed in the following sections.
106
Draft Final Report
Fig. 8.3: Summary of Proposed Interchanges on BRT-7 Corridor – Southern Section
Notes: (1) Blue lines indicate major highway projects under consideration or implementation.
(2) Additional at-grade junctions are proposed on the R111 Narayanganj Link Road section
between Chasara and Signboard, and likewise on the R312 between Rajendrapur Chowrasta
and Kapasia.
107
Draft Final Report
Fig. 8.4: Summary of Proposed Interchanges on BRT-7 Corridor – Northern Section
Notes: (1) Blue lines indicate major highway projects under consideration or implementation.
(2) Additional at-grade junctions are proposed on the R111 Narayanganj Link Road section
between Chasara and Signboard, and likewise on the R312 between Rajendrapur Chowrasta
and Kapasia
108
Draft Final Report
Table 8.1: List of Grade-Separated Interchanges and Major At-Grade Junctions Proposed
for the BRT-7 Corridor
No. Location Interchange Type Comments

Highway Transit
1 Chasara At-grade signal junction MRT-4, Rail
2 Osman Stadium 3-level stacked roundabout HST rail DEWEEP proposal
3 N1 Signboard E-W flyover, BRT-7 at-grade E-W BRT
4 R11O Demra Rd N-S flyover E-W buses Upgrading underway
5 Rampura-Demra 3-level stacked roundabout E-W buses PPP project underway
6 Aftabnagar E-W flyover, BRT-7 at-grade MRT-5 (south) Highway and transit
separated
7 Madani Avenue E-W flyover, BRT-7 at-grade MRT-5 (north) Separate h’way and transit
8 Purbachal 3-level stacked roundabout MRT-1 Construction underway
Expressway and also MRT-1 design
9 Amaia Simple grade-separated E-W buses E-W link between Airport
roundabout & Purbachal
10 Mausaid Single-point diamond E-W buses E-W link between Tongi
intersection and N105 City Bypass
11 R301 Majukhan N-S flyover Mainline rail New R301 alignment, &
new rail station
12 N of Majukhan Simple grade-separated Local buses Interchange will serve
roundabout Majukhan north
13 N105 City Bypass Simple grade-separated Buses, coaches on PPP project underway
roundabout N105 Bypass
14 Dhirasram ICD N-S flyover Mainline rail New rail station proposed
Rail Link interchange
15 S-East Gazipur Simple grade-separated BRT buses to Link road for south
roundabout, (later upgrade to connect with Gazipur, and future Outer
3-level stacked roundabout) Gazipur BT-3 Bypass alignment
16 N-East Gazipur Simple grade-separated Local Buses Link road for north Gazipur
roundabout
17 R312 Rajendrapur Trumpet intersection (grade- E-W buses and Interchange with R312
Bazar separated) future BRT
18 R312 Kapasia Signalised at-grade Local buses and Next to BRT-7 north-east
Town roundabout regional coaches terminal
19 R312 Targaon Signalised at-grade Local buses Start of corridor on east
(Kapasia) roundabout bank of Sitalakhya
20 R312 west Signalised at-grade Local buses
Cantonment roundabout
21 N3 Rajendrapur At-grade roundabout and N-S Start of BRT-7 corridor at
Chowrasta flyover N3 Mymensigh
Note: The above list does not include overpasses/underpasses on the R312 and at-grade
junctions on the R111 Narayanganj Link Road
109
Draft Final Report
8.3 Purbachal Expressway Interchange
8.3.1 Background
RSTP and DSP: The RSTP 2015 proposed the intersection of the BRT-7 Corridor with Purbachal
Expressway as a local growth centre and major highway and transit interchange. The DSP
2016 likewise proposed a transport hub and sub-centre, with an MRT instead of a BRT (Fig.
8.5).
Fig. 8.5: Interchanges and Growth Centres proposed in DSP at Purbachal Expressway,
Madani Avenue and Aftabnagar
Source: Dhaka Structure Plan, 2016-2035, Figure 5.1, Proposed Integrated Transport Network
for RAJUK Area
110
Draft Final Report
MRT-1 Feasibility Study, 2018: The 2018 MRT Line 1 feasibility study proposed an east-west
metro line to Purbachal New Town, with MRT stations located at POHS and Mastul at 0.5km
distance from the BRT-7 corridor (Fig. 8.6). It is not clear why the stations were not located
closer to the BRT-7 corridor, which significantly reduces the scope for transit interchange.
Fig. 8.6: Location of proposed MRT-1 stations in relation to the BRT-7 Corridor
Source: MRT-1 Preparatory Study, Final Report, Dec. 2018. Note: The proposed POHS and
Mastul stations are located 0.55km and 0.7km respectively from the BRT-7 corridor
8.3.2 Current Situation
MRT-1 Detailed Design: JICA consultants are currently preparing detailed designs for MRT
Line 1. The proposed locations for the POHS and Mastul stations are 0.55km and 0.72km
distant from the BRT-7 corridor on the west and east sides respectively, which would not
provide a suitable interchange with the BRT-7 corridor.
The Project around the Jolshiri: The Bangladesh Army is currently constructing major
highway and drainage works along Purbachal Expressway as part of the Jolshiri Project. This
project is developing road access and drainage for the Jolshiri Abashon army housing scheme
(https://jolshiriabashon.com/), and includes grade-separated junctions with the BRT-7
Corridor at Purbachal Expressway (Figs. 8.7 and 8.8) and Madani Avenue (Figures 8. and 8.).
111
Draft Final Report
Fig. 8.7: Artist’s Impression (looking south) of the under-construction interchange of

Purbachal Expressway/ BRT-7 Corridor
Source: Presentation prepared by Bangladesh Army for the ‘Project Around the Jolshori’.
Notes: (1) The Purbachal Expressway runs from east to west via the underpass. (2) The north-
south BRT-7 corridor is shown as a 4-lane highway, crossing at-grade. This was later revised
to a 6-lane highway plus two 3-lane side roads, but the basic intersection design did not
change. (3) The image shown above is NOT a roundabout, but simply a queuing /waiting area
of limited capacity between the east-bound and west-bound carriageways
Fig. 8.8: Artist’s Impression (looking east) of the under-construction interchange of

Purbachal Expressway/ BRT-7 Corridor
Source: PowerPoint Presentation prepared by Bangladesh Army for the ‘Project Around the
Jolshori’. Notes: (1) North-south traffic on the BRT-7 corridor will have to queue to cross the
east-west carriageways; (2) The design does not make any provision for MRT or BRT transit
112
Draft Final Report
8.3.3 Drawbacks of the current Purbachal Expressway/BRT-7 interchange design
1. The MRT-1 stations are too far away from the BRT-7 (and future MRT) corridor for a
satisfactory interchange (see Box 8.1 below).
2. The highway interchange being constructed will have only limited capacity for north-
south traffic 19 and will not be adequate for two expressways. It will serve only as a
short-term arrangement. In future, when the BRT-7 expressway is developed, serious
congestion and delays can be expected.
BOX 8.1: Reasons why Transit Stations must be close for a good Interchange
1. Very large numbers of passengers needing to interchange. The MRT lines will
each carry up to 60,000 passengers per hour per direction, so the numbers
transferring between lines could be as high as 10,000 per hour at peak periods
(assuming 4% interchange in each direction)
2. A long walk between stations (i) increases passenger journey times, (ii) reduces
comfort and convenience, (iii) makes the transit system less efficient/less
attractive compared with other modes
3. Walking long distances is difficult for some passengers – e.g. people with luggage,
elderly, disabled, families with children
4. A long distance between stations makes integrated ticketing more difficult (due
to need to check out and check in again)
5. Providing feeder services to a single location is more efficient than to two

separate stations. Also, separating the stations will require a more complex local
road system, and probably create more traffic congestion locally
CONCLUSION
Transit stations must be located as close together as possible for an efficient and
high-quality transit system
19
The intersection lacks capacity for the following reasons: (1) It is not a roundabout but a queuing area between
two east-west carriageways; (2) The queuing space is limited, with room for less than 30 PCU’s in each direction;
(3) The CAD drawing shows 6 lanes entering the junction from the south (or north, but only 4 queuing lanes,
hence potential conflicts and congestion; (4) The junction would function better if the four arms were signalised,
but would still seriously lack capacity for a major expressway interchange.
113
Draft Final Report
8.3.4 TRANSIT Interchange: Alternative Options for the Purbachal Expressway
The current proposals for the Purbachal Expressway Interchange are not satisfactory and
need to be improved.
To identify a suitable alternative option for the Purbachal highway and transit interchange,
the BRT-7 Consultants held numerous discussions with key stakeholders, particularly: (i) the
Bangladesh Army; (ii) MRT-1 design consultants; (iii) DTCA: (iv) RAJUK. The BRT-7 Consultants
also examined options for the future interchange, grouped under two main alternatives:
• Option A: Locating the BRT-7 station (and also future MRT station) on the existing
corridor alignment
• Option B: Creating a new alignment for the transit lines (BRT-7 and future MRT) while
keeping the existing highway alignment
Option A was rejected because:
(1) Locating the BRT-7 station (and future MRT-7 station) on the highway alignment would
put them more than 0.5km from the MRT-1 station, which would not be a satisfactory
interchange.
(2) Very difficult to accommodate a BRT/MRT station on top of a major expressway

interchange due to design constraints, lack of space, difficult access for feeder
services, pedestrians, etc.. In any case, the MRT-1 design team were unwilling to
substantially relocate the MRT-1 stations as this would require major re-design.
(3) Very poor environment for people using the transit interchange due to road noise,
poor air quality and traffic domination.
(4) Very poor location for Transit-Oriented Development (TOD) on top of a busy
motorway interchange – lack of space and unpleasant environment.
For these reasons, Option B (a new, separate alignment for the north-south transit) is
recommended, and four alternative sub-options were identified and assessed.
Four Sub-Options for alternative north-south BRT-7/future MRT transit alignment: As a

result of the discussions with stakeholders, four alternative north-south transit alignments
were developed. One option connects with MRT-1 POHS station on the west side; the other
three options connect with Mastul station on the east side (Fig. 8.9).
114
Draft Final Report
Fig. 8.9: Four alignment options for north-south BRT-7 / MRT-7 at Purbachal Expressway
Note: The green line north-south indicates BRT-7. The red line north-south indicates future MRT line. The BRT-7 expressway follows the
existing right of way, while the BRT/MRT diverges onto a new, separate alignment.
115
Draft Final Report
8.3.5 Assessment of the Four Alternative Transit Alignment Options
The alignment options were presented to the PIC and other government stakeholders in
Dec./Jan. 2019-20, and discussed with the MRT-1 designers in Jan./Feb. 2020. The
Consultants’ assessment is as follows (see also Appendix 7):
Option 1 (Interchange on west side with POHS station) was ruled out because of technical
obstacles, also the distance between stations (>200m) and the likely impacts on Bashundara
and POHS housing estates.
Option 3 was not recommended, because while it avoided needing to shift the proposed MRT-
1 Mastul Station, it would be more difficult to implement due to:
• Passing through the middle of a future housing development

• Does not follow any proposed road alignment
• Adverse impact on Bashundara plots and also Pink City houses
• Longer alignment will increase land acquisition costs
Option 4 was suggested by RAJUK as it would connect with a planned future Central Business
District (CBD), but this option was not recommended because:
• Significantly longer alignment (0.7km more than Option 2), hence higher land and
construction costs
• Significant diversion and increased journey time for north-south trips
• Bigger impact on plots on south side of Purbachal Expressway
• Alignment is less central to the main area of urban development in the Eastern Fringe
8.3.6 Recommendation for Purbachal Transit Interchange
Option 2, connecting with Mastul Station on the east side of the corridor, is the recommended
option for the BRT-7 bus transit and future MRT alignment, for the following reasons:
• It involves the least deviation of the three eastern options from the north-south
alignment.
• It fits well with the approved Swadesh Sarnali Housing layout, running parallel and
alongside a future north-south road; this is a natural divide between housing estates
on the east and west sides.
• On the south side of Purbachal Expressway it involves the least disruption of plots.
• On the north side, if agreement can be reached with housing societies (in future
layouts yet to be approved by RAJUK), the alignment would mostly follow a road
alignment and thus have less impact on plots.
116
Draft Final Report
• The station location has excellent TOD potential.
8.3.7 Next Steps to implement the BRT-7 Transit Alignment at Purbachal Expressway
Achieving a good transit interchange at Purbachal Expressway is critical for the future
effectiveness of Dhaka’s public transit network. With the MRT-1 designs nearing completion,
there is still a small window of opportunity to develop a good interchange, which if missed,
may not be available in the future.
Key actions urgently needed to secure a good highway and transit interchange include:
1. High-level government decision giving top priority to developing a good transit

interchange
2. Rapid detailed design of the interchanges, as a basis for land designation (and
acquisition if necessary)
3. MRT-1 and Bangladesh Army designs to incorporate the recommended interchanges
4. Intensive consultations with major private stakeholders (especially the housing

companies) about the transport proposals for the area
5. Designation of required lands in the new DAP
The proposed transit interchange at Mastul Station can be implemented as a high-density

high-rise commercial development, which will generate funds to pay for the infrastructure.
Drawings showing the possible layout of a future BRT-7/MRT/MRT-1 interchange are shown
in Figures 8.10 to 8.15 below.
117
Draft Final Report
Fig. 8.10: Approximate alignment of Options 2 and 3 on north side of Purbachal Expressway
Fig. 8.11: Option 2: Layout of potential Mastul Station interchange between MRT-1/BRT-
7/ future north-south MRT
Note: The walking distance between MRT-1 and BRT-7 stations is less than 70m via a covered
elevated walkway (see artist’s impression on next page)
118
Draft Final Report
Fig. 8.12: Profile of possible interchange at Mastul Station between MRT-1 and BRT-7/MRT-7
Source: BRT-7 Study Consultants, based on MRT design drawings
119
Draft Final Report
Fig. 8.13: Potential for High-Rise Transit-Oriented Development at future Mastul Station interchange of MRT-1 and BRT-7/MRT-7
120
Draft Final Report
Fig. 8.14: Example of elevated BRT and MRT side-by-side
Source: BRT-3 Detailed Design (2015), and MRT-5 (south) Feasibility Study (2019)
Fig. 8.15: Approximate clearances where MRT-1 crosses BRT-7 and MRT-7 at Purbachal
Ex’way
Source: Adapted from MRT Line 5 (North) Feasibility Study, Final Report, March 2019, Figure
3.2.3
121
Draft Final Report
8.3.8 HIGHWAY Interchange at Purbachal Expressway / BRT-7 Corridor
Current Situation: As described above, the Bangladesh Army is currently constructing a

highway interchange where the BRT-7 corridor meets the Purbachal Expressway. The design
(see Figs. 8.7 and 8.8) includes the following features:
• East-west Purbachal Expressway will be grade-separated in an underpass

• North-south BRT-7 Corridor traffic and turning traffic will stop at a junction located
over the underpass
• The east-west MRT-1 will be elevated over the junction
Limitations of the Current Design: The current junction design is not a roundabout; rather,
it is a 4-arm junction with a waiting area between eastbound and westbound carriageways.
U-turns are also provided either side of the waiting area for east and westbound turning
traffic. However, the junction will not have sufficient capacity for an interchange between
two major expressways (BRT-7 corridor and the Purbachal Expressway).
Future Options for the Interchange: A much bigger interchange will be needed when the
BRT-7 highway project is implemented, with grade-separation for the north-south traffic.
There are many potential design options. However, grade-separated junctions tend to be
complex and also space-consuming. Five examples are illustrated below, and more are shown
in Appendix 6:
Fig. 8.16 Three-Level Stacked Roundabout – schematic

Fig. 8.17 Three-Level Stacked Roundabout – Narayanganj Link Road / DEWEEP proposal
Fig. 8.18 Clover-Leaf Interchange – Dhaka-Bhanga Expressway
Fig. 8.19 Elongated Clover-Leaf
Fig. 8.20 Staggered Clover-Leaf
Fig. 8.21 Elevated U-Loops
Fig. 8.16: Three-Level Stacked Roundabout
122
Draft Final Report
Fig. 8.17: Three-Level Stacked Roundabout proposed for interchange of Mawa Expressway
and East-West Expressway (DEWEEP)
Note: The above design was also proposed for the DEWEEP crossing of the Narayanganj Link
Road. Source: SMEC Consultants, DEWEEP Feasibility Study, 2017, Executive Summary, page 16
Fig. 8.18: New Cloverleaf junction at Bhanga on Dhaka-Khulna Expressway
Note: The junction was opened in March 2020 and covers about 20 hectares
123
Draft Final Report
Fig. 8.19: Elongated Cloverleaf – example from Interstate 10, Alhambra, California
Fig. 8.20 Staggered Cloverleaf
Source: DHUTS study, Dhaka, 2010
124
Draft Final Report
Fig. 8.21: Elevated U-Loops – example from Rampura-Demra PPP Expressway (proposed)
Source: Promotional Video for the Rampura-Banasree-Demra PPP Expressway, showing

proposed crossing of N1 Dhaka-Chittagong Highway
8.3.9 Assessment of Options for HIGHWAY Interchange at Purbachal Expressway / BRT-7
Four alternative options for the Purbachal Highway Interchange were developed and
presented to the PIC in December 2019:
1. Elevated U-turns
2. Staggered Cloverleaf
3. Elongated Cloverleaf
4. Three-level Stacked Roundabout
The Consultants’ assessment of these options is given in Appendix 7. In summary, Option 4

(three-level stacked roundabout – see Figs. 8.22 and 8.23) is the recommended option for the
Purbachal Expressway interchange because of:
• High capacity
• Reasonably compact and economical with space
• Traffic signal control at entry to the roundabout will prevent roundabout blocking and
increase capacity
• The roundabout can serve local traffic as well as expressway interchange
• Roundabout could be widened later to increase future capacity
1. The interchange could be built around (wrapped-around) the current BD Army design
(see Figs. 8.24 and 8.25)
125
Draft Final Report
Fig.8.22: Purbachal Expressway: Recommended Option, Three-Level Stacked Roundabout
Source: Scale CAD drawing prepared by BRT-7 Study Consultants showing detail
Fig. 8.23: UK example of Three-Level Stacked Roundabout
Image shows the A19/A1058 Intersection at Newcastle, UK
126
Draft Final Report
Fig. 8.24: Roundabout Interchange developed by BRT-7 Consultants, superimposed on BD

Army’s intersection design
Note: The BD Army’s design is shown in black; the proposed roundabout interchange in white
Fig. 8.25: Approximate Vertical Clearances for a 3-level stacked roundabout interchange
(plus MRT-1 at Level 2), at Purbachal Expressway Interchange
127
Draft Final Report
8.4 Proposals for Madani Avenue Interchange
Jolshiri Project flyover: Madani Avenue is being upgraded to a 4-lane highway with service
roads, as part of the Jolshiri Abashon Project being implemented by the Bangladesh Army. It
will extend between Progati Sarani and the Shitalakhya River (Fig. 8.26). A 4-lane flyover is
proposed east-west at the intersection of Madani Avenue and the BRT-7 Corridor (Figs. 8.27
and 8.28).
Fig. 8.26: Upgrading Madani Avenue as a 4-lane Highway under the Jolshiri Abashon Project
Source: Presentation on ‘Project around the Jolshiri’ shared by Bangladesh Army, Sept. 2019
Fig. 8.27: Artist’s Impression of Proposed Flyover at Intersection of Madani Avenue with BRT-
7 Corridor
Source: Presentation on ‘Project around the Jolshiri’ shared by Bangladesh Army, Sept. 2019
128
Draft Final Report
Fig. 8.28: Intersection Design for Madani Avenue / BRT-7 Corridor Interchange
Source: CAD drawing on Madani Avenue Design, supplied by Bangladesh Army to the Project
Consultants, Dec. 2019
MRT-5 (North) on Madani Avenue: The proposed MRT-5 (North) line extends along Madani
Avenue to terminate at Bhulta. In 2018 consultants developed a concept design for the metro
line; however, the line extended only as far as Vatara Station 14, located about 2.4km west
of the BRT-7 corridor.20 Consequently, no consideration was given to a future MRT-5
interchange with BRT-7.
8.4.2 Problems with the Current Flyover Proposals
The proposed design for the Madani Avenue intersection, as prepared for the Jolshiri Project,
will not be suitable as an interchange with the BRT-7 corridor for the following reasons:
1. The intersection is not located on the BRT-7 Corridor alignment but approximately
170m to the west – hence it will not serve the BRT-7 Corridor and may interfere with
any future interchange for the corridor (see Fig. 8.29).
2. The design makes no provision for the future MRT-5 (North) which will run east-west
on Madani Avenue, nor for a future BRT-7 (and possibly MRT) which will run north-
south.
3. This intersection will be a major transit interchange (as well as highway interchange)
and provision should be kept for future stations, both north-south and east-west.
20
Preparatory Study of the Dhaka Mass Rapid Transit Development Project, Line 5, Final Report, Oct. 2018
129
Draft Final Report
4. The at-grade junction shown in Figs. 8.28 and 8.29 will have very limited capacity for
north-south traffic. There are also questions regarding the junction geometry – for
example: (i) right-turn movements at the junction; (ii) interference of U-turning traffic
with straight-ahead east-west traffic; (iii) traffic signal control at the junction not
shown.
5. In the long-term, the traffic flow on the BRT-7 Corridor will be significantly greater
than the east-west traffic on Madani Avenue, therefore north-south traffic should be
free-flowing and not required to stop or turn at a junction.
Fig. 8.29: Location of flyover for Madani Avenue proposed under the Jolshiri Project
Proposed location of Jolshiri

Project flyover, 170m west
of BRT-7 corridor
BRT-7
corridor
8.4.3 Alternative Design for the Madani Avenue Intersection
The BRT-7 Consultants considered alternative options for a highway and transit interchange
for the Madani Avenue/BRT-7 Corridor intersection. These included:
1. Flyover east-west on Madani Avenue (an adapted version of the present design)
2. Underpass east-west on Madani Avenue
3. Simple roundabout interchange (Madani Avenue joins the roundabout at Level 1; the
north-south BRT-7 corridor is at-grade) – see Appendix 6, Fig. A6(8)
Other grade-separated options were also considered such as cloverleaf, 3-level stacked
roundabout, elevated U-turns, etc., but are not recommended for the following reasons:
• High land requirements and cost

• Future east-west traffic flows unlikely to justify such a large-scale interchange
• Difficulty of incorporating transit and Transit-Oriented Development in a major
highway interchange
130
Draft Final Report
Option 1 (east-west flyover, adapting the present design) is recommended as the most
suitable alternative, and the details are set out below (Fig. 8.30):
Fig. 8.30: Recommended Interchange at Madani Avenue (Elongated Cloverleaf)
Note: The MRT-5 (north) line is separate from the highway at the intersection, to create space
for the interchange between MRT-5 and north-south BRT-7/MRT stations. This will require
land to be obtained for the MRT-5, but also creates great opportunities for TOD which could
pay for the scheme
The recommended design is an ‘elongated cloverleaf’ with the following components:
• The BRT-7/Eastern Corridor expressway will be at-grade

• Madani Avenue crosses the Eastern Corridor/BRT-7 on a flyover at Level 1 (as currently
proposed in the Jolshiri Project)
• The interconnecting roads (elongated cloverleaf) are at-grade and also serve as local
‘distributor’ roads
• On- and off-slip roads at the Eastern Corridor expressway are left-turn only
• At-grade traffic signal junctions to be provided on Madani Avenue, to the east and
west of the flyover ramps
• The MRT-5 (North) running along Madani Avenue will cross the BRT-7/ Eastern
Corridor at Level 1, but its alignment will be shifted approximately 50m south to create
more space for the MRT-5 station. This MRT line detour will extend for about 800m
either side of the BRT-7 Corridor
• The future MRT-7 will cross intersection at Level 2+
131
Draft Final Report
• The BRT-7 (and future MRT-7) stations are proposed on the south side of the
intersection. This will create a good transit interchange (the stations are just 50m
apart)
• It will also create an excellent opportunity for Transit-Oriented Development (TOD)
around the stations, within the area bounded by the distributor roads
• Underpasses will also be provided north and south of the interchange and flyover, for
east-west local traffic (see Fig. 8.30)
• The interconnecting roads (or ‘distributor’ roads) will be partly based on existing roads
but will also require creation of new roads.
Fig. 8.31: Detail of proposed Madani Avenue Transit and Highway Interchange, showing
how the design will be integrated with planned private housing layouts
8.4.4 Key Actions needed to implement the future Interchange at Madani Avenue
1. High-level decision to develop a highway and transit interchange at the junction
2. An at-grade junction will be sufficient in the short-term. This will give time for
preparing a detailed intersection design.
3. Prepare a detailed design of the interchanges, as a basis for land designation (and
acquisition if necessary)
4. RAJUK to commission a detailed land-use plan for the area bounded by the distributor
roads (approximately 200 acres / 83 ha), which will become a future ‘growth centre’.
132
Draft Final Report
The detailed layout plan will show future local road network and design for Transit-
Oriented Development.
5. RAJUK to reserve Rights of Way for the proposed interchange and layout plan.
Building approvals to be delayed until the detailed layout plan is approved.
6. RAJUK to establish a full-time professional team to oversee the design process and
interchange /TOD development.
7. RAJUK to establish a fund for land acquisition or land pooling, to implement the
project.
8.5 Proposals for Aftabnagar Interchange
The (future) intersection at Aftabnagar with the BRT-7 Corridor is very similar to the Madani
Avenue intersection in terms of layout and requirements:
• 4-lane east-west highway proposed from Rampura to Golakandial on the Dhaka-Sylhet

highway (14.3km – RSTP road proposal S13)
• Elevated metro MRT-5 (South) proposed east-west from Gabtoli to Hatirjheel to Borpa
(Fig. 8.32)
• Transit interchange with BRT-7 Corridor which will also be a growth centre (Fig. 8.33)
MRT-5 (South) Preparatory Study: In 2019 a preparatory study was carried out for MRT Line
5 (South) by JICA-funded consultants. The study recommended that the metro should be
elevated east of Aftabnagar West Station, and terminate at Dasherkandi. A future station
(not named or numbered) was proposed at the intersection with the BRT-7 Corridor.
However, no details of the interchange were given – the report simply said “the connection
with BRT will be discussed when more detailed plans are decided” (Section 5.1.5 (4)).
133
Draft Final Report
Fig. 8.32: Transit Interchanges and Growth Centres on BRT-7 Corridor at Aftabnagar,
Madani Avenue and Purbachal Expressway, as proposed in RSTP
Source: MRT-5 (South) Pre-Feasibility Study, Final Report, March 2019, page 3
Fig. 8.33: Image from MRT-5 (South) Feasibility Study showing stations at Aftabnagar (Alt.
1) and future interchange with BRT-7 Corridor
Source: MRT-5 (South) Pre-Feasibility Study, Final Report, March 2019, Fig.5.1.5
134
Draft Final Report
8.5.2 Proposals for Aftabnagar Highway and Transit Interchange
The proposals for the Aftabnagar interchange are similar to those for the Madani Avenue
Intersection: i.e. an ‘elongated cloverleaf, with the ‘cloverleaf’ formed by the at-grade
interconnecting roads. The advantages of this arrangement are:
• Economical with space

• Allows a good interchange between the transit lines
• Also provides grade-separation between the main highways
• Creates an area for Transit-Oriented Development within the boundary of the
connecting roads
• Can be implemented in phases
Fig. 8.34: Outline of proposed interchange at Aftabnagar
For the MRT-5 (south) alignment, two alternatives were considered:
(i) MRT-5 line and station in the centre of Madani Avenue (including at the flyover);
(ii) MRT-5 line and station off-set from Madani Avenue (as shown in Fig. 36 above).
Option (1) is recommended (MRT-5 line and station off-set on the north side) for the following
reasons: (i) requires less Right of Way compared with centrally aligned; (ii) more land is
available on the north side.
A CAD drawing of the concept design is shown in Figures 8.35 and 8.36.
135
Draft Final Report
Fig. 8.35: Detail of proposed flyover and transit interchange at Aftabnagar
Source: CAD drawing prepared by BRT-7 Study Team
Fig. 8.36: Detail of MRT-5 cross-over and at-grade junction at Interconnecting Roads
Source: CAD drawing prepared by BRT-7 Study Team
136
Draft Final Report
Implementing the Aftabnagar Interchange: Implementation will require a similar approach

as for the Madani Avenue interchange. The critical actions are:
• To prepare a detailed design for the intersection and a TOD land-use plan;
• To safeguard the alignment for the future interchange, including MRT-5 alignment and
the connecting roads.
8.6 Junction Proposals for the new R312 Rajendrapur-Kapasia Highway
8.6.1 General Approach
The upgraded R312 Rajendrapur Chowrasta to Kapasia will be a key part of the BRT-7 Corridor,
carrying metropolitan, regional and national traffic to the north, north-west and north-east.
It will also open up new lands for urban development and help to decentralise Dhaka’s
growth, easing congestion in the centre.
The road should therefore be developed to a high standard compatible with the central spine
route, and the following basic design is proposed:
• New alignment with 76m (250’) Right of Way
• 4-lane limited access expressway for fast-moving vehicles (not NMT)
• 2-lane dedicated BRT corridor
• 5m reserved for future elevated MRT
• Two 50’ collector roads (with good footways)
• Suitable elevation through low-lying areas
8.6.2 Intersection of R312 with N3 Dhaka-Mymensingh Highway
It is proposed that the north-west end of the BRT-7 corridor will terminate at Rajendrapur
Chowrasta at the intersection with the N3 Dhaka-Mymensingh highway. It is noted that the
Government has recently approved a project to upgrade the N3 Mymensingh Highway to an
8-lane (including service roads) expressway – see Appendix 3, Project 4.
A BRT-7 terminus/depot and sub-regional bus interchange is proposed on the north-west side
of the junction (Fig. 8.37). This location is recommended to protect/conserve the forest land
on the east side of the N3. The proposed interchange would be developed in stages,
depending on future traffic volumes and requirements:
Stage 1: At-grade roundabout

Stage 2: Roundabout arms to be signalised (increasing the junction capacity)
Stage 3: Flyover constructed for north-south grade separation
The at-grade roundabout would be similar to the new roundabout recently constructed on
the Mawa-Bhanga Expressway, and dedicated lanes would be provided for BRT-7 buses.
137
Draft Final Report
Fig. 8.37: N3 Rajendrapur Chowrasta interchange and BRT-7 north-west terminus
Note: Diagram show a 50m radius roundabout. Land acquisition is needed to secure the
necessary Right of Way
8.6.3: R312 between Mymensingh Road and Rajendrapur Cantonment
This section is approximately 2.5km long and passes through a forest area. There is a small
settlement midway between the N3 Mymensingh Road and Rajendrapur Cantonment, and
some local roads. Two at-grade roundabout junctions are proposed here, to provide access
to the local settlement and allow U-turns. These roundabouts will also act as traffic-calming
measures either side of the settlement and junction.
Fig. 8.38: Roundabout Junctions either side of the forest settlement and junction
Note: Proposed RoW for the roundabouts is 45m radius
138
Draft Final Report
8.6.4 Junctions on a new R312 Bypass at Rajendrapur Cantonment / Station / Bazar
Two alignment options were considered at Rajendrapur Cantonment and Rajendrapur Bazar:
(i) Widen the existing highway through the Cantonment and bazar area
(ii) A new alignment by-passing the Catonment and bazar area
Option 2 (new bypass) is proposed (Figs. 8.39 to 40) because:
(a) The current R312 highway has only limited width through the bazar area
(b) The current alignment is winding and not suitable for a major highway
(c) The railway crossing would block the highway
(d) A fast, high-standard highway and BRT would cut the community into two halves
(north and south), including the Army Cantonment
(e) Environmental impacts (noise, air pollution) of a major highway through a busy town
centre
Fig. 8.39: Proposed at-grade roundabout at west end of Rajendrapur Station High Street
Note: 4-arm at-grade roundabout proposed at junction, with BRT-7 station on west side
A 4-arm roundabout junction is proposed at the west end of Rajendrapur Cantonment and
bazar road. Through-traffic will follow the new R312 bypass; local town traffic will use the old
road. This will allow good access to the railway station and bazar centre, and enable the old
high street to expand and develop with a better urban environment.
139
Draft Final Report
Fig. 8.40: Proposed new R312 alignment through Rajendrapur Cantonment and Rajendrapur Bazar
Rail Station
See also Figures 8.41, 42 and 43 below
140
Draft Final Report
Fig. 8.41: Overpasses and underpasses on the new R312 at Rajendrapur Bazar
The overpass will allow north-south crossings as well as local access to/from the R312. A BRT-
7 station is also proposed here to serve north Rajendrapur (see Fig. 8.42).
Fig. 8.42: Detail of proposed overpass, on- and off-slip roads and BRT station on the
Rajendrapur Cantonment/ Bazar Bypass
Note: See also Appendix 6(1) for schematic diagram of proposed overpass
141
Draft Final Report
8.6.5 Interchange of R312 and BRT-7 Eastern Corridor
The intersection of the north-south BRT-7 corridor (‘central spine’) and the new R312
alignment will require a major interchange, as this will be the main converging point for traffic
from the north-west and north-east. A grade-separated ‘trumpet’ interchange is
recommended, as shown in Figures 8.43 and 8.44:
Fig. 8.43: Trumpet Interchange proposed at intersection of North-South Corridor and R312
Note: The proposed interchange occupies approx.12 ha, and is located on undeveloped land
Fig. 8.44: Schematic diagram of Trumpet Interchange proposed at intersection of R312

and BRT-7 Corridor (central spine)
142
Draft Final Report
Fig. 8.45: Detail of proposed BRT-7 station/underpass at Rajendrapur Bazar (old highway)
Fig. 8.46: East side of Trumpet Interchange: Overpass and access to R312
An overpass with slip roads is proposed approximately 1km east of the Trumpet interchange.
This will allow local traffic to cross the highway and also gives access (via slip roads) to /from
the R312. A BRT-7 station is proposed here, and new local access roads.
143
Draft Final Report
8.6.6 R312 Overpasses and Underpasses from Rajendrapur Bazar to Kapasia
Fig. 8.47: BRT-7 stations and under/overpasses on new R312 alignment east of Bazar
Note: BRT stations shown above are located at Chainage 8.028, 9.186 and 10.244 respectively
(R312 chainage is measured from N3 Dhaka-Mymensingh Road)
Fig. 8.48: BRT-7 station, overpass and R312 access slip-roads at Pabur-Daibari Road
Note: BRT-7 station at Chainage 11.620 on new R312 alignment
144
Draft Final Report
8.6.7 Highway and Transit Proposals at Kapasia
New R312 alignment at Kapasia: Based on site visits and analysis of satellite imagery, the
Consultants recommend a new R312 alignment at Kapasia approximately 0.5km north of the
existing highway. This will also require a new bridge >800m in length (including ramps) across
the Sitalakhya River (Fig. 8.49).
Fig. 8.49: Proposed R312 Kapasia junction on west side of Shitalakhya Bridge, with BRT-7
terminal and depot and new link road to Kapasia Town
Note: Proposed junction is at-grade, 200m west of approach ramp to new Sitalakhya Bridge
Options for the new alignment: A new bridge will be needed. The current bridge was built
in 2005 but has only 2 lanes 21 (Fig. 8.50), which will not be sufficient for the increased traffic
when the R312 is upgraded to 4-lanes and connects with Dhaka. In any event, by the time
the R312 is upgraded the bridge will need major repairs. The bridge options for the R312 at
Kapasia are:
(i) Build a second 2-lane bridge alongside the existing bridge and widen the existing R312
approach roads
(ii) Build a new 4-lane bridge alongside the existing bridge and widen the existing R312
approach roads
(iii) Build a 4-lane bridge at a new crossing point and construct a new approach road
21
The Fakir Monju Shah Bridge was built by RHD in 2005. It’s length is 391m, with approach roads of 0.48km
on the west side and 1.01km on the east side (http://wikimapia.org/18301161/Fakir-Mojnu-Shah-Bridge-
Kapasia-Gazipur)
145
Draft Final Report
Fig. 8.50: Fakir Monju Shah Bridge across the Sitalakhya River at Kapasia
Option 3 (new bridge on new alignment) is recommended for the following reasons:
• The R312 west side approach road is less than 12m and lined with existing buildings.
Widening the highway would require major demolition of these structures
• A widened highway would also create a major barrier in the town
• Limited space for highway junction at the existing bridge
• Negative environmental impacts (noise, pollution, traffic dominance, etc.)
• Roads in Kapasia town are narrow and not suitable for large BRT buses (Fig. 8.51).
Also, lack of space for a BRT terminal – this is better located outside the town (the
proposed BRT-7 terminal is located approximately 1.7km from the town centre)
• A new R312 alignment will keep regional traffic away from the urban area; the old
highway can then function as a high street with a better urban environment.
• A new BRT bus terminal and sub-regional bus interchange (possibly also river launch
interchange with the Sitalakhya River) will create an opportunity for Transit Oriented
Development (TOD) around the terminal area, which could help pay for the terminal
146
Draft Final Report
Fig. 8.51: Kapasia high street connecting to the R312 highway (in background)
Note: The town’s old bus station is located on the left of the photo. However, the high street
width is less than 12m and not suitable for BRT buses.
Roundabout at West End of new Sitalakhya Bridge
An at-grade roundabout is proposed at the western end of the (new) Sitalakhya Bridge (Fig.
8.49), which will give access for traffic to/from Kapasia town and also provide bus access to
the proposed new BRT-7 terminal, sub-regional coach interchange, and BRT-7 depot.
Eastern approach to new Sitalakhya Bridge – proposed at-grade roundabout:
The BRT-7 Corridor starts on the east bank of the Sitalakhya where the R312 joins the R313.
An at-grade roundabout junction is proposed here (Fig. 8.52), similar in size and design to
those at the west end of R312 (see Figures 8.37 and 8.39). The roundabout will serve through-
traffic, and one arm will provide a link for local traffic to access Kapasia town centre via the
old bridge.
147
Draft Final Report
Fig. 8.52: Proposed at-grade roundabout on east bank of Shitalakhya Bridge (junction of
R312 and R313 and town centre road)
Note: At-grade 65m radius roundabout proposed here
8.6.8 Phasing of R312 Highway Junction Improvements
It should be noted that some junctions on the R312 do not need to be implemented to their
final design standard at the start of the project, but can be implemented in phases, depending
on the level of traffic demand.
For example, some junctions can be constructed initially as at-grade junctions, and then
grade-separation can be introduced later on. The important requirement is keep the land
free of development, so that the future junction can be implemented when appropriate.
148
Draft Final Report
8.7 Junction Proposals for the Central Spine (R312 to N1 Dhaka-Ctg Highway)
This section sets out proposals for other interchanges on the BRT-7 central spine from
Rajendrapur Station/Bazar to N1 Signboard junction. 14 interchanges (all grade-separated)
are proposed along this 46km section, at an average distance of 3.3km between junctions.
Three of the interchanges (Purbachal Expressway, Madani Avenue and Aftabnagar) were
described in Sections 8.3 to 8.5 above. This section sets out proposals for the other 11
interchanges, from north to south.
8.7.1 R312 Trumpet Interchange
This interchange was described in Section 8.6.6.
8.7.2 North Gazipur Interchange
The North Gazipur interchange will provide access to north Gazipur city. Locating the
interchange here reduces the need for traffic to use congested roads through the city, hence
reducing traffic congestion in central Gazipur.
Fig. 8.53: Proposed roundabout interchange with north Gazipur Link Road
Design options considered here included: (i) trumpet interchange; (ii) underpass for crossing
traffic. The grades-separated roundabout option (see also Appendix 6(8)) is recommended
as:
149
Draft Final Report
• The surrounding area is low land liable to flooding (hence an underpass interchange is
not recommended)
• The roundabout will enable a local road to connect with the interchange (as well as
the north Gazipur Link Road), thus serving future urban areas in north Gazipur.
8.7.3 South Gazipur Interchange and South Gazipur Link Road
A 2.8km link road (expressway standard with side roads) is proposed on the south side of
Gazipur (Fig. 8.54). This will:
• Connect the BRT-7 Corridor to Joydevpur Road and the national highway network (N3
and N4)
• Connect the BRT-7 to a multi-modal transport hub at Gazipur city centre (BRT-3 and
railway interchange)
• Serve as part of the proposed Outer Ring Road
• Reduce traffic pressure at central Gazipur rail crossing by diverting through-traffic
Two grade-separated interchanges are proposed on this expressway link:
(i) Simple grade-separated roundabout interchange with the BRT-7 Corridor (same
design as for Gazipur North Interchange – see Appendix 6(8))
(ii) Flyover proposed across the main rail line in Gazipur
If the future Outer Ring Road is extended eastwards, an eastern arm could later be added to
the roundabout interchange.
Long-Term MRT alignment to Gazipur Station:
The proposed future MRT will connect to the multi-modal interchange at Gazipur rail station.
Because of track curvature (i.e. minimum permissible radii) and the complexity of the
proposed expressway flyover at Gazipur railway line, a separate MRT alignment is proposed
(Fig. 8.54).
8.7.4 Interchanges with new Dhirasram Rail Link and N105 Dhaka City Bypass
South of Gazipur, two major projects are in progress:
1. New Dhirasram rail line to new Inland Container Depot

2. Upgrading N105 City Bypass to 4-lane PPP highway with service roads
Both projects will require grade-separated interchanges with the BRT-7 Corridor, and
proposals are shown in Fig. 8.55 to 8.59 below.
150
Draft Final Report
Fig. 8.54: Details of proposed interchange, underpasses and stations on South Gazipur Link Road
151
Draft Final Report
Fig. 8.55: Proposed Interchanges with new Dhirasram Rail Line and N105 Dhaka City Bypass
152
Draft Final Report
1. Transit Interchange with new Dhirasram Rail Line:
Bangladesh Railways is implementing a new rail link from Pubail to Dhirasram. This also
connects with the new Inland Container Depot (ICD) being developed on the north side of the
Dhaka City Bypass (Fig. 8.56).
Fig. 8.56: New rail line from Pubail to Dhirasram
Source: Dhaka-Chattogram-Cox’s Bazar Rail Project Preparatory Facility, Location Map,

Component 5
The BRT-7 Corridor crosses the proposed rail line approximately 1.9km east of the Dhaka-
Gazipur railway line. A north-south flyover is recommended here for the BRT-7 corridor. A
TRANSIT interchange is also proposed here as it will also be the intersection of BRT-7 and the
mainline railway (and also the proposed future MRT) see Fig. 8.57.
153
Draft Final Report
Fig. 8.57: Proposed Transit Interchange of BRT-7 Corridor with new Dhirasram rail line
2. Highway and Transit Interchange with N105 Dhaka City Bypass:
RHD project upgrading N105 to 4-lane Expressway: The N105 Dhaka City Bypass is being
upgraded to a 4-lane highway with 2-lane service roads on both sides. It is being undertaken
by RHD as a PPP Build-Operate-Transfer basis with a 25 year concession. The concessionaire
will manage the 4-lane expressway and RHD will manage the service roads (Appendix 3,
Project 7).
Fig. 8.58: Artist’s impression of N105 Dhaka City Bypass proposed overpass at Mirerbazar
Source: RHD informational video, https://www.youtube.com/watch?v=8bDXaxf4FVw
154
Draft Final Report
Under the N105 project, east-west overpasses are proposed at (i) Vogra Intersection (on the
Dhaka-Mymensingh Road), (ii) railway crossing at Dhirasram, and (iii) Mirerbazar rail and road
crossing (see Fig. 8.58), and other locations. However, the current N105 design proposals do
not make any provision for an interchange with the BRT-7 Corridor.
Options for the BRT-7 Corridor Interchange: There are many possible design options for an
interchange between the BRT-7 Corridor and the N105 Dhaka City Bypass:
1. BRT-7 on overpass, with elevated U-turns on all arms

2. N105 on overpass, BRT-7 Corridor at-grade. At-grade signals for BRT-7 Corridor mixed
traffic, and underpass for BRT-7 buses
3. N105 on overpass with ‘Single-point diamond interchange’ (see Appendix 6(6) and (7))
4. Cloverleaf interchange
5. Staggered cloverleaf
6. Elongated cloverleaf
7. Three-level stacked roundabout
8. ……and others.
Similarity with Rampura-Demra PPP expressway: The N105 intersection with BRT-7 Corridor
is very similar to the Rampura-Banasree-Demra expressway intersection with BRT-7 Corridor,
hence the design for one will probably also be suitable for the other. This is considered
further in Section 8.7.7 below.
Recommendation for the N105 Interchange: Option 1 (BRT-7 on a north-south flyover) is

NOT recommended, for the following reasons:
• High cost of an 8-lane flyover (including the BRT)

• Elevated U-loops will be needed on all four arms, at high cost and taking a lot of land.
Will also require vehicles to make long detours, and limited capacity if U-loop is
restricted to a single lane
• Lack of space for future BRT and MRT stations
• Lack of provision for local traffic on side roads
Recommended Highway Interchange: The recommended design for the N105 interchange is
a 3-level stacked roundabout, similar to that proposed for the Purbachal Expressway. In this
case, the N105 would be on a flyover at Level 1, and BRT-7 in an underpass (Level -1).
Recommended Transit Interchange: The BRT-7 buses will interchange with local bus services
and coaches travelling on the N105 expressway. Hence the BRT-7 bus station is proposed to
be located in the underpass at the centre of the roundabout. Connecting buses will stop on
the (widened) roundabout in dedicated bus bays, with stairs/lifts/escalators connecting the
services.
155
Draft Final Report
Fig. 8.59: Proposed 3-level stacked roundabout interchange at N105 Dhaka City Bypass
8.7.5 Interchanges at Majukhan Bazar
The BRT-7 Corridor crosses the mainline railway at Majukhan Bazar. The rail line currently
has two tracks, and will be upgraded to four tracks under a major Bangladesh Railways project
(see Appendix 4, Project 13).
The BRT-7 Corridor must go either over or under the rail line. The Corridor also passes
through the built-up Majukhan Bazar which lines the R301 Tongi-Ghorasal highway.
Recommended Option: The recommended option here is for the BRT-7 Corridor to cross over
both the rail line and the bazar / R301 – a similar approach as for the N105 City Bypass at
Mirer Bazar, 1.7km to the east – which will require a major flyover almost 1km long (Fig. 8.60).
There is also a DAP proposal to re-align the R301 Tongi-Ghorasal highway to the south of the
railway line (see Appendix 3, Project 18), so a BRT-7 flyover would fit well with this approach.
With the BRT-7 (and a future MRT) intersecting the mainline railway, there is great potential
for a new railway station here to create a transit interchange. The next stations are located
at Tongi and Pubail, both approximately 4.2km from the BRT-7 corridor.
156
Draft Final Report
Fig. 8.60: Proposed flyover and interchanges at Majukhan Bazar
157
Draft Final Report
Fig. 8.61: Detail of new flyover and transit interchange proposed at Majukhan
Fig. 8.62: Proposed roundabout interchange north of Majukhan
Note: Proposed highway interchange is a grade-separated roundabout with new local access
roads. The roundabout is proposed at Level 1, with highway and BRT-7 at-grade
158
Draft Final Report
Local Access to BRT-7 Corridor from Majukhan: A key question is how to provide highway
interchange between the R301 and the BRT-7 Corridor, and also access for local traffic to and
from the BRT-7 expressway. The recommended approach is:
1. South side of railway line: on- and off-slip roads providing an at-grade interchange
(see Fig. 8.61 above);
2. North side of railway line: a grade separated roundabout located approximately 1km
north of the railway line (see Fig. 8.62 above).
It is likely that the whole Majukhan-Mirer Bazar area will become a major growth centre over
time.
8.7.6 Bridge over Tongi Khal and Interchange with proposed Flood Embankment Road
A major structure will be needed to cross the Tongi Khal, a Class 3 river approximately 55m
wide (needing minimum 30m horizontal clearance and 7.6m vertical clearance).
250m south of the Tongi Khal the BRT-7 Corridor intersects the proposed Dhaka Flood
Embankment Road (also known as the Dhaka Circular Road, Part 1 – see Appendix 3, Project
11). This will also require a major interchange, and the recommended design is to combine
the Tongi Khal Bridge with a ‘Single Point Diamond Interchange’ (see Appendix 6(6) and (7)).
The BRT-7 Corridor will be at-grade, and the east-west flood embankment road elevated on
a flyover. This will also provide a highway and BRT link to Tongi Abdullahpur (Fig.8.63)
Fig. 8.63: Bridge over Tongi Khal, and proposed interchange with East-West Link Road
159
Draft Final Report
8.7.7 Interchange with proposed Airport to North Purbachal Link Road
A grade-separated interchange is proposed at the intersection of the BRT-7 Corridor with the
proposed east-west link between Dhaka Airport and north Purbachal New Town. This is
located approximately 1.9km north of Purbachal Expressway.
The north-south BRT-7 Corridor will carry the higher volume of traffic (plus a BRT and future
MRT), hence it should have priority at the interchange. The recommended design is a grade-
separated roundabout, with the BRT-7 expressway in an underpass and an at-grade
roundabout for the interchange (Fig. 8.64).
Fig. 8.64: Proposed grade-separated roundabout interchange at junction of BRT-7 Corridor

with new east-west Link Road (Airport to north Purbachal)
N-S Corridor
in underpass
E-W road and

roundabout
at-grade
Note: The pink lines show the Swadesh Housing Company’s estate layout as approved by
RAJUK. The green and purple lines show the BRT-7 and future MRT alignments respectively
Integration of BRT and Future MRT Lines: The proposed diversion of the BRT-7 and future
MRT lines takes place here, with the lines branching off to the east side before continuing
south to Purbachal Expressway and Mastul MRT-1 station (see Fig. 8.9 above). To
accommodate the BRT and MRT ramps, the roundabout is at-grade, which also avoids the
need for high east-west ramps. The proposed roundabout is approximately 165m in length
(east-west) and 100m in breadth (north-south). BRT-7 and future MRT stations are located
160
Draft Final Report
approximately 200m north of the roundabout, allowing sufficient distance for the two transit
lines to cross over the roundabout (Fig. 8.65). Discussions and agreement will be needed with
the Swadesh Housing Company regarding the detailed design, as the Sarnali Housing scheme
has apparently been approved already by RAJUK.
Fig. 8.65: Proposed Interchange at East-West Link Road (Airport to north Purbachal)
161
Draft Final Report
8.7.8 Interchange with Rampura-Banasree-Demra PPP Expressway
Current Proposals: The Z1102 Rampura-Banasree-Demra highway was opened to traffic in

2014 and is now one of Dhaka’s busiest east-west roads. In 2015 the Government approved
a PPP project to upgrade the highway to a 4-lane tolled expressway, with grade-separated
links to N1 Chittagong Highway and N2 Sylhet Highway. The expressway will be elevated
approaching Rampura and Demra, and at-grade in the central section (with Sheikher Jaygar
Road crossing the expressway on an overpass – see Figs. 8.66 and 8.67).
Fig. 8.66: Sheikher Jaygar Road: proposed overpass at Rampura-Demra Expressway
Source: Video presentation of proposed Rampura-Demra Expressway, 2019

Fig. 8.67: Preliminary design of Rampura-Demra 4-lane expressway at Sheikher Jaygar
Note: The 200’ BRT-7 alignment was not shown in the preliminary design drawing
162
Draft Final Report
Current Status The project is currently being promoted by PPPA (Public-Private Partnership
Authority) as a PPP project. Regarding the BRT-7 Corridor, this was not considered in the
preliminary design (see Figs. 8.66 and 8.67); consequently, the BRT-7 interchange will need
to be designed and included in the proposed Rampura-Demra expressway design.
Interchange Options: The layout at Sheikher Jayger Road interchange is very similar to that
at the N105 City Bypass interchange (see Section 8.7.4). There are various potential options,
and the recommended design is for a 3-level stacked roundabout – i.e. same as for the N105
interchange. The proposed design is shown in Fig. 8.68, and has the following main
components:
• Rampura-Demra expressway elevated on an east-west flyover (Level 1)

• BRT-7 expressway and bus lanes in a north-south underpass (Level minus-1)
• Interchange at an at-grade roundabout, with slip roads and on-off ramps from the two
expressways
• BRT-7 station (at Level minus-1) and future MRT station (at Level 2) to be located in
the centre of the roundabout. t (Note: 100m radius roundabout is proposed, which
will allow sufficient length for the two stations)
• Interchange with local buses to be provided by bus bays on the widened at-grade
roundabout
Fig. 8.68: Proposed interchange of BRT-7 Corridor with Rampura-Demra Expressway
Note: Roundabout area is approximately 3.5 ha including bus bays, and additional land will
be needed for slip roads
163
Draft Final Report
Implementation: Construction of the multi-purpose interchange (highway plus transit plus

local roads) is technically feasible, but the main challenge will be assembling the land for the
interchange and protecting it from new development.
It should be noted that all interchange options will make substantial demands on land – for
ramps, slip roads, transit, and so on. Hence finalising the interchange design and reserving
the land should be done urgently.
8.7.9 Interchange with R110 Jatrabari – Demra Highway (Old Demra Road)
Current Situation: The R110 Demra road is one of Dhaka’s main east-west roads and
currently a two-lane highway. Traffic levels are increasing rapidly and in January 2019 the
NEC Executive Committee (ECNEC) approved a Tk. 369 crore project to upgrade the road to
four lanes plus separate service lanes. RHD invited works tenders in July 2019, for completion
within 18 months.
Physical Constraints: There are several physical constraints at this future intersection,
notably:
• Demra Khal runs along the south side of the R110 Demra highway
• Intensive housing development has taken place to the south of Demra Khal (within the
DND triangle area), and some buildings are multi-storey
• The Right of Way for the BRT-7 corridor, as designated in the First DAP, is 280’ (85m)
through the DND triangle, but reduces to 200’ (61m) north of Demra Khal
Options for the R110 Demra Highway / BRT-7 Corridor Interchange: Four main interchange
options were considered at this location:
1. Signal-controlled at-grade junction

2. East-west flyover (Demra Road on the flyover)
3. North-south flyover (BRT-7 corridor on the flyover)
4. Single-point diamond interchange with restricted Right of Way (see Fig. A6(7))
Assessment of Options for Demra Highway Interchange: The recommended arrangement

for the Demra Highway interchange is Option 3, a north-south flyover which also crosses the
Demra Khal. The concept layout is shown in Fig. 8.69, and the reasons for recommending this
option are as follows:
• Option 1, signal-controlled at-grade junction would not have sufficient capacity
• Option 2, east-west flyover is also not recommended. Although this would seem the
more likely option because the east-west traffic (4 lanes) will be less than the north-
south traffic (8 lanes including two BRT lanes), it is NOT recommended because of the
need to accommodate a transit interchange at the junction. This intersection is
164
Draft Final Report
proposed for both a BRT-7 station and also an MRT station in the long run. The length
of a typical BRT station could be 120m and an MRT station up to 220m. It is proposed
to locate the BRT and MRT stations partly over the Demra Khal, to utilize the free space
and also to allow the stations to serve communities on both sides of the khal (i.e. the
stations will straddle the khal). If this approach is adopted, then an east-west flyover
would obstruct the north-south stations, hence Option 2 is not recommended.
• Option 4, a single point diamond interchange with restricted right of way, is also not
recommended for the same reason. Furthermore, this option will require a lot of road
width to accommodate the on- and off-slip roads both north-south and east-west.
Recommended Option 3: North-South flyover with transit interchange: The key features
include:
• A north-south flyover crossing both the khal and R110 Jatrabari-Demra highway
• A BRT-7 station located over the Demra Khal at Level 1
• Provision kept for a future MRT-7 station at Levels 2 and 3 over the BRT-7 station (see
Figure 8.70)
• The R110 Jatrabari-Demra highway to be at-grade, with a bus interchange at ground
level (Fig. 8.70)
• Traffic interchange between Demra Road and the north-south BRT-7 expressway will
be via two new link roads leading to at-grade signal-controlled junctions on Old Demra
Road.
Fig. 8.69: Proposed interchange at R110 Jatrabari-Demra Road
165
Draft Final Report
Fig. 8.70: Details of proposed interchange at Old Demra Road and khal
Note: Diagram above shows an east-west cross-section of station interchange
It should be noted that the RSTP identified this interchange as a potential sub-centre (Fig.
8.71). With large numbers of transit passengers the location will have great potential for
transit-oriented development (TOD), hence a high-rise commercial building over the stations
can be considered (see Fig. 8.13), as well as TOD development around the station.
Fig. 8.71: Potential Sub-Centres on BRT-7 corridor identified in RSTP 2015
Potential sub-centre
on Old Demra Road
Source: RSTP, Interim Report 2, August 2015, Fig. 13.7 (extract)
166
Draft Final Report
8.7.10 Interchange with N1 Dhaka-Chittagong Highway (Signboard Junction)
Interchange Options: There are many possible options for the highway and transit
interchange at N1 Dhaka-Chittagong Highway intersection (Signboard Junction). These
include:
1. At-grade signalised junction

2. At-grade U-turns (similar to Airport Road)
3. Elevated U-turns (similar to those proposed for Rampura-Banasree-Demra-Banasree
PPP expressway – see Figure 8.21)
4. East-West flyover and BRT-7 corridor north-south at-grade
5. North-South flyover, with Dhaka-Chittagong highway at-grade
6. Main road in underpass (either east-west or north-south)
7. Simple grade-separated roundabout (see Fig. A6(8))
8. Three-level stacked roundabout (as proposed at Purbachal Expressway and some
other intersections)
9. Elongated clover leaf junction (see Figs. 8.19, 8.30)
10. Single point diamond interchange, either Open – see Fig. A6(6), or Restricted – see Fig.
A6(7)
Design Assumptions: For developing the preferred option, several assumptions were made
regarding future arrangements at the intersection:
• The elevated section of the Dhaka Elevated Expressway will end at Kutubkhali
(approximately 4km west of Signboard)
• Future east-west mass transit on the N1 Dhaka-Chittagong highway will be BRT, and
longer-term possibly an underground metro (i.e. no elevated metro east-west at this
junction)
• Provision for pedestrians and NMT to cross the junction in all directions (either at-
grade, footbridges or underpasses)
Recommended Option for Signboard Intersection: The recommended approach for the
future Signboard intersection is:
A. Short term (2-3 years): At-grade signal-controlled junction (Option 1)
B. Medium term (5 years): East-west flyover, with north-south traffic and BRT-7
buses at-grade (Option 4)
Reasons for rejecting other options:
• U-turn crossings (Option 3) are not recommended for similar reasons as for the
Purbachal Expressway (see Appendix 7): (i) they will become congested when traffic
167
Draft Final Report
flow exceeds junction capacity; (ii) they will take a lot of land to accommodate the U-
turn lanes; (iii) they will not cater for BRT lanes.
• A three-level stacked roundabout (Option 8) is not recommended here due to: (i)
limited available space; (ii) difficulty of integrating transit interchange; (iii)
downstream capacity constraints would significantly reduce the benefits of a high-
capacity 3-level stacked roundabout at Signboard Junction.22
• The elongated clover-leaf option (Option 9) is not recommended because of the

difficulty of providing suitable connecting roads through already built-up
neighbourhoods.
The two main options considered are either an east-west flyover (Option 4) or a north-south
flyover (Option 5), and the former is recommended for the following reasons:
Reasons for recommending east-west flyover at Signboard:
• East-west traffic will be the dominant flow, hence this should have priority
• Need to cater for high volumes of right-turning traffic from Dhaka-Chittagong highway
to Narayanganj Link Road
• Narayanganj Link Road is proposed as an at-grade highway, hence at-grade for north-
south traffic at Signboard is consistent with this
• The BRT-7 and future MRT-7 stations can be located closer to the interchange than
with a north-south flyover.
In the short term (until the new highway through Demra DND triangle is completed), the
Signboard junction can operate as a three-arm junction with traffic signals (including BRT bus
lanes and priority signals). It should be noted that the proposed junction design will not
require further land acquisition beyond the existing 85m (280’) right of way on both arms, as
designated in the First DAP.
Transit Interchange Arrangements: Public transport passengers wishing to interchange

between east-west and north-south transit routes will alight and change at the BRT station
south of Signboard Junction (see Fig. 8.72 on next page). Drop-off and pick-up facilities will
also be needed for regular bus passengers travelling to/from the east to interchange with the
BRT-7 line.
22
Traffic heading south on the R111 at Signboard Junction will converge from three directions. South
of Signboard, the junctions on the R111 Narayanganj Link Road are proposed to be at-grade, signalised
cross-roads (see Section 8.8). They will have less capacity than grade-separated junctions, so if a very
high capacity junction is provided at Signboard Junction, its benefits will be cancelled-out by
congestion at the next junction to the south. The alternative, recommended here, is to regulate
southbound traffic flow at Signboard Junction using traffic signals, so some of the queuing will take
place here.
168
Draft Final Report
Fig. 8.72: Proposed Interchange at N1 Dhaka-Chittagong Highway (Signboard Junction)
See further details on next page
169
Draft Final Report
Fig. 8.73: Plan of Ground Level Layout of proposed Signboard Junction
Fig. 8.74: Details of proposed East-West 6-lane Flyover, with dedicated BRT lanes
Source: Adapted from Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015, Figure 3
170
Draft Final Report
8.8 Junction Proposals for the R311 Narayanganj Link Road (Chasara to Signboard)
8.8.1 Narayanganj Link Road, Existing Situation
The R111 Chasara to Signboard is approximately 8.2 km long and was widened to 4 lanes in
2010/11. The First DAP, 2010-2015 designated it as 280 feet (85.4m) Right of Way. Nearly all
of the RoW is government-owned.23 Some unauthorised encroachment has taken place, but
mostly temporary structures and a few 2-4 storey buildings; also some mosques on either
side. Near Chasara Junction, a few high-rise buildings appear to have been erected on the
right of way; however, there is still approximately 70+ metres RoW available.
Hence most of the R111 Chasara-Signboard highway is available for widening to 280’ (85.4m)
as per DAP designation.
8.8.2 RHD Project to Widen the R111 to a 6-lane Highway
In January 2020 the ECNEC committee approved a project to widen the R111 Signboard to
Chasara to 6-lanes, at an estimated cost of Tk.450 crore.24 The RHD preliminary designs for
the Narayanganj Link Road were sought by the BRT-7 Study Team but not yet obtained. Hence
this section presents the Study Team’s proposals for developing the BRT-7 (and future MRT)
on the R111, which can be incorporated in RHD’s detailed design.
8.8.3 Alternative Design Options for the R111 Narayanganj Link Road
The following alternative design options were considered for the R111 Link Road:
BRT-7 options:
1. BRT centre-running (2 lanes)
2. BRT kerbside- running (2 lanes)
Highway options:
3. 6-lane grade-separated expressway with restricted access (as proposed for other
sections of the Eastern Corridor)
4. 6-lane regular arterial road, with at-grade junctions and frequent access points
5. 4-lane grade-separated expressway
6. 4-lane regular arterial road
Side road options:

7. Two-way, 4-lane ‘collector’ roads (as proposed elsewhere on the Eastern Corridor)
8. Two-way, 2-lane service roads (i.e. less width for the side roads)
23
The official highway boundary is confirmed in the Mouza Maps and can also be cross-checked via:
(1) Google Earth historic satellite photographs; (2) at Government properties such as Zila Parishad,
Jail, National Stadium, etc. (3) by the location of overhead power line poles or masts.
24
Dhaka Tribune, 28th January 2020, ECNEC approves project
171
Draft Final Report
9. One-way service road
NMT options:
10. Separate NMT lanes
11. NMT sharing the side roads with mixed traffic
Recommended Design for the Narayanganj Link Road: The recommended approach for the
Narayanganj Link Road is an 8-lane at-grade arterial road with separate side roads (Fig. 8.75),
as described below:
• BRT: 2 lanes centre-running (with 4 lanes at BRT stations)

• Highway: 6-lane arterial road with at-grade junctions and frequent access points
• Side Roads: Two-way, 4-lane Collector roads, 60’ (18m) wide
• NMT: NMT to share the side roads with mixed traffic
• MRT: Space reserved in centre for a future MRT, Chasara to Gazipur
Fig. 8.75: Typical cross-section recommended for the R111 Narayanganj Link Road
Note: Recommended Right of Way is 280’ (85.4m)
Reasons for Recommended Approach: The Narayanganj Link Road is not well-suited for a
grade-separated expressway because:
(i) There is no well-defined road hierarchy in the adjacent urban areas. Most of the roads
connecting to the Link Road are narrow 2-lane roads only 10-12m wide or less. Heavy
traffic on an expressway would result in significant congestion when vehicles
(especially large vehicles) try to enter the adjacent neighbourhoods.
(ii) At the southern end, Narayanganj Link Road does not connect to any major regional
or metropolitan highway. Chasara Junction is congested, and further south the roads
172
Draft Final Report
are narrow and congested. It would not be appropriate to bring an expressway into
the heart of Narayanganj City at Chasara.
Hence it is recommended that the R111 Link Road should be developed as a high standard
arterial road with at-grade junctions, keeping 5m at the centre for a future MRT.
8.8.4 Recommendations for Junctions and Crossings on the Narayanganj Link Road
Options for Junctions and Crossings:
There are many options for junctions and crossings along the Narayanganj Link Road,
including:
• At-grade 4-arm signalised junctions

• At-grade roundabout junctions
• At-grade U-turns
• Elevated U-turns
• Flyover for BRT and highway traffic
• Flyover for BRT only
• Underpass for BRT and highway traffic
• Underpass for BRT only
• East-west underpass for all mixed traffic
• East-west underpass for light vehicles only
Examples from other BRT corridors are shown Appendix 8.
The Consultants recommend to initially provide signal-controlled at-grade junctions, U-turns

and pedestrian crossings, and then in future introduce grade-separated facilities as and when
needed (e.g. pedestrian footbridges, grade-separated junctions, etc.).
First Stage: Initially, the at-grade junctions would be similar to the examples shown in
Appendix 8, namely:
• Signal-controlled at-grade junctions, with BRT stations located close to the junctions
(the BRT buses would have priority at the signals)
• Some right-turns and U-turns permitted, depending on traffic volumes and level of
delay
• Signal-controlled at-grade pedestrian crossings at signalised junctions and also
crossings to the BRT stations
Later Stages: In the future, as traffic volumes increase, further grade separation can be
introduced in stages, particularly:
• Footbridges to BRT stations (see Figs. 8.83 and 8.84)
173
Draft Final Report
• BRT-only flyovers at some junctions, and

• Combined BRT and mixed traffic flyovers at a few critical junctions.
Reasons for recommended approach:
• Appropriate for the present level of demand: At-grade junctions and pedestrian
crossings are a lower cost approach than providing grade-separated junctions and
pedestrian crossings. In the short-to-medium term they are also more appropriate for
the level of demand on the corridor
• Lower traffic volumes than central Dhaka: Traffic volumes on the Narayanganj Link
Road are less compared with Dhaka city (see Table 8.2), so at-grade junctions and
crossings should not result in excessive delays in the short to medium term, if
properly-managed
Table 8.2: Comparison of peak hour traffic flows on selected main roads in Dhaka
Road and Location Date Peak Hour Direction Peak Hour Flow
of Peak (vehicles in
Flow main direction)
R111 Narayanganj Link Road, north
7/4/2019 15.00 – 16.00 S to N 1,992
of Chasara
N1 Dhaka-Chittagong Highway at
7/3/2019 17.00 – 18.00 E to W 1,974
Signboard
R110 Demra to Rampura at
12/2/2019 09.00 – 10.00 E to W 3,690
Banasree
Pragati Sarani /Rafiqul Islam
27/3/2019 18.00 – 19.00 S to N 4,737
Avenue (Rampura to Badda)
Source: TYPSA Survey for BBA Dhaka Subway Project, 2019. Note: R111 has a high proportion
of NMT, whereas N1 is mainly motor vehicles. R110 and Pragati Sarani also have lower NMT
shares
• Imbalance between expressway standard and local roads: The limited capacity of the
adjacent local roads means that higher traffic flows on an expressway will increase
delays when entering the local roads – thus the benefits of a high-capacity (and costly)
expressway would be reduced by increased congestion at the side roads
• Physical barrier: North-south flyovers or vehicular underpasses will require long

ramps with retaining walls and create significant barriers and detours for east-west
movement
• Uncertainty about other east-west road projects: The status of other major road
proposals in Narayanganj (e.g. DEWEEP, Circular Road, etc.) is not yet known. For the
174
Draft Final Report
time being it would be better not to introduce grade-separated junctions until the
details of the other projects have been confirmed
• East-west overpasses or underpasses may be an option for the medium to long term
• The priority for long-term investment in the corridor should be high-capacity mass
transit (BRT and MRT), rather than for low-capacity private vehicles
8.8.5 Concept Design for Junctions, Crossings and BRT Stations on Narayanganj Link
Road
Grade-Separated Junction (DEWEEP):
Between Signboard and Chasara only one grade-separated junction is proposed, at the
interchange with the proposed DEWEEP elevated expressway. The 2017 Feasibility Study
proposed a 3-level stacked roundabout approximately 0.5km north of the Osman Stadium
(Figs. 8.17 and 8.76).
Fig. 8.76: Indicative Location, Layout of DEWEEP Interchange with Narayanganj Link Road
Source: SMEC Consultants for BBA, DEWEEP Elevated Expressway Feasibility Study, Executive
Summary, Aug. 2017
The DEWEEP expressway is a BBA project (see Appendix 3, Project 16) and its current status
is not known by this Study. With other expressways taking priority (e.g. Dhaka-Ashulia
Expressway), it seems likely that the timescale for the DEWEEP expressway may be medium
to longer-term.
At-Grade Junctions:
This Study proposes 10 signal-controlled at-grade junctions between Signboard and Chasara.
Their locations are shown in Fig. 8.77 and listed in Table 8.3.
175
Draft Final Report
Fig. 8.77: Recommended At-Grade Junctions on Narayanganj Link Road, Chasara to Signboard
For details of proposed junctions, see Table 8.3
176
Draft Final Report
Table 8.3: Location of Proposed Junctions on Narayanganj Link Road, Chasara to Signboard
Junction Location Approx. Comments

Number (from south to north) Chainage
(km)
1 Chasara Interchange 0.000 Zero point is at roundabout. Transit
interchange proposed north of junction
2 Hajiganj Road 0.457 Near BRT station
3 Taki Road 1.324 At BRT station
4 Sibu Market-Fatulla Road 2.386 Next to BRT station
5 Stadium 3.203 Just north of stadium
6 DEWEEP Interchange 3.598 Grade-separated junction in future. Also
transit interchange with high speed train
7 Sonali Market 4,143 Currently minor e-w road
8 Shiddirganj-Jalkuri Road 4.736 Next to BRT station
9 Delpara Bus Stop 5.550 Currently minor road
10 Bhuigor Bus Stop 6,258 Busy crossing. Next to BRT station
11 Bhuigor-Mouchak Road 7.462 BRT interchange for Signboard proposed
just north of this junction
12 Signboard Interchange 8.084 Grade-separated junction proposed – see
Section 8.7 above
Note: All junctions are at-grade except those highlighted
Criteria for Choosing Locations of At-Grade Junctions
• Corresponding to main east-west roads

• Evenly distributed along the corridor
• Limited frequency (distance between junctions ranges from 0.6km to 1.2km)
• Close to BRT bus stations where possible
Junction Design:
The designs for the proposed at-grade junctions on the BRT-7 Corridor on Narayanganj Link
Road will be similar to those developed in other BRT studies in Dhaka 25 and other South Asian
countries. The main features include:
• At-grade signal-controlled junctions and crossings

• BRT-7 buses to be given priority at the signals
• BRT-7 buses to operate in platoons of 2 or 3 buses
25
Examples: (i) BRT-3 Airport to Keraniganj feasibility studies of 2012 and 2015; (ii) the Pilot Bus
Corridor Study, Airport to Saidabad (2018)
177
Draft Final Report
• Traffic signals and buses co-ordinated by a Control Centre

• Right-hand turns to be limited at some junctions
• Right turn movements to be made by ‘hook turns’ or at-grade U-loops, where possible
• Traffic signal phases limited to 2 or 3 phases if possible
• Signal-controlled at-grade pedestrian crossings, except at the busiest junctions where
pedestrian footbridges are proposed
• BRT stations located near to main junctions
• Four BRT lanes at stations, to allow overtaking
• Provision kept for a future MRT on the corridor
Two junction designs are shown below, based on proposals in the Pilot Bus Corridor Study
(BRT from Airport to Saidabad via Pragati Sarani), 2018: (1) for a larger 4-arm junction; (2) for
signal-controlled U-turns.
(1) 4-arm signalised junction:
A 4-arm signal-controlled junction is shown in Fig. 8.78, as developed for the Madani Avenue
intersection with Pragati Sarani.
Fig. 8.78: Dhaka: 4-arm signalised junction with U-turns for (proposed) Pilot Bus Corridor
Source: Concept Design for Pilot Bus Corridor, DTCA Capacity-Building Project, 2018. Note:
the drawing shows Notun Bazar junction of Pragati Sarani/Madani Avenue
178
Draft Final Report
There are three signal phases, and pedestrian crossings of the main carriageway are via
footbridges due to high traffic volumes. No right turns are permitted on the Madani Avenue
arm; instead, traffic must make a ‘hook turn’ (Fig. 8.79), which allows the signal phases to be
reduced from 4 to 3.
Fig. 8.79: Examples of Hook Turns as an alternative to Allowing Right Turns
A similar junction layout can be seen on the Ahmedabad BRT corridor on National Highway
228 (Fig. 8.80). The BRT station is located close to the intersection, and pedestrians cross at-
grade when traffic is held at the signals. In this particular example, right turns are permitted
on all four arms, reflecting lower traffic volumes.
Fig. 8.80: Ahmedabad: 4-arm at-grade signalised junction on a BRT corridor
BRT station
Photo shows Shastrinagar BRT Station on the National Highway 228 in Ahmedabad
179
Draft Final Report
(2) Signal-controlled At-grade U-turns:
Some side roads may not be suitable for a signal-controlled junction (e.g. due to limited width
and need to limit the number of junctions). An alternative is to provide at-grade U-turns.
These can be combined with signal-controlled pedestrian crossings, so that pedestrians (and
cyclists) cross while traffic is held for the U-turns (see Figs. 8.81 and 8.82).
Fig. 8.81: Dhaka Pilot Bus Corridor: at-grade U-turns proposed on Atish Dipankar Road
Source: Concept Design for Pilot Bus Corridor, DTCA Capacity-Building Project, 2018
Fig. 8.82: Illustration of pedestrian crossing to BRT station proposed for Dhaka Pilot Bus Corridor
Source: Concept Design for Pilot Bus Corridor, DTCA Capacity-Building Project, 2018
180
Draft Final Report
Footbridge Crossings at Junctions and BRT Stations:
Initially, pedestrian crossings on the Narayanganj Link Road can be mostly at-grade signal-
controlled (see Fig. 8.82 above), as traffic volumes will not be so heavy in the early stages.
However, traffic flows will increase and grade-separated pedestrian crossings will eventually
be needed in many places. The BRT-3 Airport to Gazipur project is using footbridges rather
than underpasses due to: (i) lower cost (footbridges are only two-thirds the capital cost of an
underpass); (ii) lower operating costs; (iii) ease of maintenance; (iv) 24-hour operation. Fig.
8.83 shows a typical cross-section for a BRT station footbridge on the Narayanganj Link Road.
Fig. 8.83: Cross-section of BRT-7 station with footbridge access on Narayanganj Link Road
Note: The layout is designed so that an MRT station can be added in future
The design should keep provision for a future MRT station, to be integrated with the BRT-7
station (see Fig. 8.84).
Fig. 8.84: Cross-section of combined BRT-7 / MRT-7 station on Narayanganj Link Road
181
Draft Final Report
8.8.6 Chasara Junction and BRT-7 Terminal
Choosing a Suitable Location for the BRT-7 Southern Terminal:
The TOR for the BRT-7 Feasibility Study proposed Chasara Junction for the southern terminal.
Site visits showed that the main Narayanganj railway station and launch ghat is also an
important destination and already a multi-modal interchange (recently expanded rail station,
launch ghat and bus terminal). However, road access is restricted by:
• Narrow surrounding roads with tight corners and poor road geometry
• Heavy traffic and frequent congestion
• At-grade railway crossings (three in the central area)
Furthermore, RHD is proposing to route the Dhaka Circular Road Part 2 through Chasara
Junction (see Appendix 3, Project 12; also Appendix 4, Project 1), so there is uncertainty about
the junction’s future layout and arrangements.
Fig. 8.85: View of Chasara Mor, Narayanganj (looking east)
182
Draft Final Report
Proposed Location for BRT-7 Terminal on north side of Chasara Junction:
The BRT-7 Study Team recommend a location on the R111 Narayanganj Link Road
approximately 125m north of Chasara Junction. The advantages are:
• Centrally located and well-connected in all directions

• Will create a multi-modal interchange between BRT-7, railway line (Chasara Station),
future MRT-4 and local buses
• A wide road is available for accommodating the BRT-7 lanes, station and turnaround
• It avoids passing through the congested Chasara Junction
• Land is available for a multi-modal interchange, belonging to the Government/
Bangladesh Railway/ Army
• Excellent potential for transit-oriented development (TOD)
Fig. 8.86: Looking north from Chasara Junction towards proposed BRT-7 terminal on R111
Narayanganj Link Road
Proposed BRT-7
Terminal
Proposed Concept Design for BRT-7 Southern Terminal at Chasara Junction:
The concept design for the BRT-7 terminal is shown in Figs. 8.87 and 8.88 below, and involves:
183
Draft Final Report
• BRT-7 terminal station located on western edge of existing highway

• Western edge of highway widened into government-owned land (NOTE: the first DAP
proposed a multi-modal transport hub here)
• Eastern edge of highway follows existing right of way (i.e. no need to demolish existing
high rise buildings)
• Vehicular traffic will circulate one-way clockwise around the BRT station
• Traffic signals (with at-grade pedestrian crossings) to control movement around the
circulatory system
• Main BRT-7 services will terminate at this station, and BRT feeder services will
continue southwards to the launch ghat and Nitaiganj via dedicated BRT lanes (see
Section 8.9 for details)
Future MRT-7 Terminal at Chasara:
In the long-term, the Chasara BRT-7 terminal will also be very suitable for the future MRT
terminal (Narayanganj-Gazipur). Hence design for the BRT-7 station/terminal should also
keep provision for a future elevated MRT station.
Opportunities for Transit-Oriented Development (TOD):
The area around the proposed BRT-7 terminal and multi-modal hub will have excellent
potential for commercial development. This area should be planned and designed by RAJUK
following TOD principles, with high density development around and above the transit
stations, priority to walking and sustainable transport, community facilities, and attractive
public spaces (Fig. 8.87).
In the long-term it will be a major ‘gateway’ and focal point for Narayanganj.
184
Draft Final Report
Fig. 8.87: Proposed Layout for Narayanganj BRT-7 Terminus (Chasara Junction)
185
Draft Final Report
Fig. 8.88: Visual Impression of Narayanganj BRT-7 Terminus (Chasara Junction), looking north
186
Draft Final Report
Fig. 8.89: 2005 satellite photo of land north of Chasara Junction, showing extent of government-owned land between highway and rail line
187
Draft Final Report
8.9 BRT-7 Feeder Services to Narayanganj Launch Ghat and Nitaiganj
8.9.1 Nitaiganj and Launch Ghat
Chasara Junction is centrally located, hence a good location for a multi-modal transport hub
(Fig. 8.90). A key issue is how to provide good access to/ from the surrounding areas. Two
areas of particular importance are: (i) the main railway station / launch terminal by the River
Shitalakhya; and (ii) Nitaiganj, south of Chasara.
Fig. 8.90: Location of Chasara Junction in relation to Narayanganj city
Note: white circle shows area within 2km of Chasara Junction
Narayanganj Main Rail Station: The station next to the river is currently being rebuilt and
expanded for increased train services between Narayanganj and Dhaka. The track is being
dualled (Fig. 8.91) and services will double from 32 to 76 trains per day (see Appendix 4,
Project 1).
The BIWTA launch ghat is an important sub-regional launch terminal, and a busy crossing
point from the east side of the River Shitalakhya.
Existing bus terminal: There is also a bus terminal at the launch ghat, though under-utilised
and mostly filled with long-stay parked buses (Fig. 8.92). However, there is a high demand for
buses from people using the launch ghat, with most travelling to/from Dhaka/Gulistan (Fig.
8.93). There appears to be enough demand for a BRT-7 feeder service.
188
Draft Final Report
Fig. 8.91: Location of Narayanganj main rail station and launch ghat
Fig. 8.92: Bus terminal at launch ghat occupied by long-stay parked buses
189
Draft Final Report
Fig. 8.93: Passengers queuing at the launch ghat for buses to Dhaka
Traffic Congestion in Narayanganj City Centre:
Narayanganj city centre is often congested. City traffic includes a high proportion of rickshaws
but only a limited number of city buses (rather like Dhaka city in the early 1990’s). The main
north-south road (Bangabandhu Sarak) is a 30m-wide dual carriageway which extends 2km
south of Chasara Mor but ends abruptly in a narrow 11m road. East-west roads off
Bangabandhu Sarak are of limited width, often with tight corners.
Traffic is also delayed at three at-grade railway crossings. Railway line dualling has reduced
the available road width on Surhawardy Sarak (the main approach road to the launch ghat),
reducing the scope for dedicated bus lanes.
Previous and Current Transport Proposals for the Central Area:
2016 Narayanganj Action Area Plan: In 2016 an Action Area Plan was prepared by DDC
Consultants for Narayanganj City Corporation with support from LGED. Key proposals
included:
• Widening numerous roads around Narayanganj (Fig. 8.94)

• Constructing two north-south overpasses at Chasara Junction and No.2 Railgate (Fig.
8.95)
190
Draft Final Report
• Creating a multi-modal transport interchange at the main rail station and launch ghat
(Fig. 8.96)
• Creating a new road/driveway along the west bank of the Shitalakhya River (Fig. 8.94)
To date, only the multi-modal interchange has been implemented (with the new rail station).
Other major transport proposals in Narayanganj Central Area: Other major transport
infrastructure proposals relevant to the BRT-7 corridor include:
1. Dhaka Circular Road Phase 2 – the suggested alignment passes east-west through
Chasara Junction, possibly elevated
2. Dhaka Circular Rail proposal – also passes east-west through the Chasara area
3. Narayanganj elevated Light Rail Transit (LRT) – proposed in 2018 to run 5km north-
south through Chasara Intersection to Nitaiganj, with a second phase east-west for
5km between Panchabati and Nabiganj
4. Road bridge over the Sitalakhya at No. 5 Gudaraghat – LGED and Narayanganj City
Corporation are currently studying a new 2-lane road bridge over the Shitalakhya at a
site next to the newly re-built railway station (Fig. 8.97)
Fig. 8.94: Road infrastructure proposals for central Narayanganj, 2016
Source: Narayanganj City Corporation Action Area Plan, November 2016, DDC Consultants,
Extract from Map 8.1
191
Draft Final Report
Fig. 8.95: Proposal for north-south flyover at Chasara Interchange
Source: Narayanganj City Corporation Action Area Plan, 2016, Photo 8.6
Fig. 8.96: Proposal for multi-modal transport interchange at Narayanganj Launch Ghat /
Main Railway Station
Source: Narayanganj City Corporation Action Area Plan, 2016, Photo 10.16
192
Draft Final Report
Fig. 8.97: Proposed new road bridge across Sitalakhya at No. 5 Gudaraghat
Source: https://eqms.com.bd/index.php/details/84-portfolio/374-feasibility-and-detailed-
structural-design-of-bridge-over-the-river-shitalakhya-2nd-connection-in-narayanganj-city
Recommended BRT-7 feeder services to Nitaiganj and Launch Ghat:
Two BRT-7 feeder services are proposed, to serve (1) Nitaiganj to the south; (2) launch ghat
and main railway station.
(1) BRT-7 Feeder Route to Nitaiganj
Bangabandhu Sarak is approximately 30m wide, which is wide enough for dedicated BRT lanes
in both directions. By comparison, the BRT-3 corridor on Mymensingh Road is designed for a
33m Right of Way in some places, and even 25m Right of Way (Figs. 8.98 and 8.99):
193
Draft Final Report
Fig. 8.98: Example of BRT-3 lanes on 33.8m RoW on Mymensingh Road
Source: Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015. Note: the above cross-section
applies from Chainage 7km to 16km
Fig. 8.99: Example of BRT-3 lanes on 25.0m RoW on the Chowrasta-Gazipur section
Source: Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015
The Pilot Bus Corridor Study for DTCA in 2018 similarly recommended dedicated BRT lanes on
Pragoti Sarani and Atish Dipankar Road, which had only 28m and 24m Right of Way
respectively.
Hence there is sufficient width on Bangabandhu Sarak for a two-way BRT service, and this is
greatly helped by the existing lanes – which were probably installed to separate motorised
and non-motorised vehicles (Fig. 8.100).
194
Draft Final Report
Fig. 8.100: Bangabandhu Sarak in Narayanganj
4m footway
6.6m
1.3m
3.75m
Note: the total Right of Way on Bangabandhu Sarak is approximately 30m
Nitaiganj BRT-7 Feeder Service:
Hence it is recommended that a BRT-7 feeder service is operated from the main terminal at
Chasara southwards to Nitaiganj, a distance of about 2km (Fig. 8.101). At Nitaiganj there is
ample road width (38m Right of Way) for a BRT turnaround. A BRT-7 depot is also
recommended here (see Chapter 9).
This is the same alignment as was proposed for the Light Rail Transit (see Appendix 4, Project
2). If priority bus lanes are provided at Chasara intersection (with traffic signal control), the
BRT-7 service can operate with minimum delay.
The infrastructure requirements for introducing the Nitaiganj feeder service are minimal, as
the road’s cross-section and geometry is already suitable for a BRT service. The existing
median and landscaping can also be retained.
195
Draft Final Report
Fig.8.101: Proposed BRT-7 feeder service to (1) Nitaiganj, (2) Launch Ghat/Rail Station
196
Draft Final Report
(2) BRT-7 Feeder Service to Launch Ghat and Main Railway Station:
It is very desirable that the BRT-7 service should serve the launch ghat, due to the high
passenger demand. The main railway station, on the other hand, is not likely to generate
much demand for BRT-7 services, as most arriving rail passengers will transfer directly to
launches, while departing rail passengers will board here rather than at Chasara.
The current bus service through Narayanganj is slow and often delayed by traffic congestion
and rail gate closures. Hence there is a strong case for providing a dedicated BRT service
between Chasara and the launch ghat, though the route options are constrained by the
narrow roads and traffic congestion.
Recommended BRT-7 route to Launch Ghat:
It is recommended that a one-way circulatory BRT service is introduced between Chasara

Terminal and the Launch Ghat, as shown in Figure 8.101 above. The key elements are:
• Chasara Intersection: traffic signals and at-grade bus priority lanes

• Chasara Intersection to Shaista Khan Road (0.5km): BRT-only lanes on Bangabandhu
Sarak
• Shaista Khan Road: one-way traffic eastbound with a dedicated BRT lane (Fig. 8.102)
• Two routes to the launch ghat: either (or both):
(a) A dedicated BRT lane one-way clockwise around the rail station perimeter road;
(b) A dedicated BRT lane southbound on Nawab Sirajadullah Road for 320m between
Shaista Khan Road and Surawardy Sarak (Fig. 8.103)
Benefits:
The main benefits of a dedicated, traffic-free BRT route to the launch ghat include:
• Direct, fast route for launch passengers between Chasara and launch ghat –
passengers could travel the 1.5km in less than five minutes
• Southbound service avoids the rail crossing
• High capacity service: the BRT can carry up to 8,000 passengers/direction/hour,
whereas traffic congestion can reduce the mixed traffic flow to a trickle
• High quality bus service: air conditioned buses and shelters, space for passengers’
luggage, easy ticketing
• Smooth interchanges with other transit along the BRT-7 corridor
197
Draft Final Report
Fig. 8.102: Proposed BRT bus lane eastbound on Shaista Khan Road
Note: RoW on Shaista Khan Road varies between 10-12m. One-way traffic flow eastbound is
proposed, with a dedicated bus lane. Footway widths can be reduced at pinch points
Fig. 8.103: Proposed BRT bus lane southbound on Nawab Sirajadullah Road
Note: RoW on Sirajadullah Road is 13.5m. Southbound bus lane plus two-way traffic
proposed, and 2m footways either side
198
Draft Final Report
8.9.2 Long-Term BRT-7 Link to East Bank of Shitalakhya River via new bridge
The Narayanganj City Corporation is actively considering developing a two-lane road bridge
across the Shitalakhya River at No. 5 Gudaraghat (see Figs. 8.97 and 8.101 above). If
implemented, this will significantly increase traffic flows and hence traffic congestion in the
areas around the railway station and launch ghat.
Extending the BRT-7 Service to the East Bank:
An option recommended to Narayanganj City Corporation (and LGED) is to implement the

bridge as a BRT (and walking/cycling) bridge only. This will have a very high capacity – over
12,000 people per hour per direction (including the pedestrian flows), which is more than
double the capacity of a mixed-traffic 2-lane bridge – and this arrangement will not increase
the traffic congestion in central Narayanganj.
Extending the BRT-7 service to the fast-developing east bank of the Shitalakhya will greatly
improve connectivity within Narayanganj and also to the rest of Dhaka. It will also open up
areas for housing and employment, and also creates an opportunity for a BRT-7 depot on
cheaper land on the east bank (see Chapter 9).
199
Draft Final Report
Chapter 9: BRT-7 Concept Design

9.1 Introduction: Overview of this Chapter
This chapter presents the concept design and operational plan for the BRT system along the
BRT-7 Corridor, and is organised as follows:
Section Subject
9.2 General design parameters for BRT-7
9.3 Proposed BRT-7 alignment and BRT-7 links/feeder services
9.4 Proposed phasing of BRT-7
9.5 Proposed phasing of future MRT
9.6 BRT-7 stations, terminals and interchanges
9.7 BRT-7 bus fleet and equipment
9.8 BRT-7 depots
9.9 Design for future MRT on the Corridor
200
Draft Final Report
9.2 General Design Parameters for BRT-7
9.2.1 BRT-7 Design should be compatible with BRT-3
The proposed BRT-7 will be Dhaka’s second BRT after the BRT-3 Airport-Gazipur, so it is very
desirable that the two BRT’s should be compatible and similar in design. The benefits of
compatibility include:
1. Inter-operability – i.e. ability to share BRT facilities such as bus lanes, control room,
depots, fleet maintenance, fare systems, etc.
2. Management – ease of management under a unified Dhaka Bus Rapid Transit Co. Ltd.
3. Economies of scale – in equipment purchase, etc.
4. Branding – developing a common Dhaka Transit image
9.2.2 Capacity of the BRT-7 Transit System
As explained in Chapter 5.4, a ‘middle-of-the-range’ BRT system with a capacity of around

16,000 pphpd is recommended for BRT-7. This will cater for short-to-medium-term passenger
demand (say next 10-15 years). In the longer term the increasing demand can be met by an
elevated MRT along the same route, with the BRT-7 serving shorter trips/feeder services.
9.2.3 BRT-7 Lane Geometry
The recommended physical arrangement for the BRT-7 is:
• Centre running – two dedicated BRT lanes with centrally-located stations, plus
overtaking lanes at all stations to increase system capacity and allow for express
services
• Grade-separated junctions for most of the BRT-7 route – from Signboard to Kapasia
and Rajendrapur, total length approximately 65 km
• At-grade junctions for the southern section (R111 Narayanganj Link Road) from
Signboard to Chasara, approximately 8.2km
• 5m strip of land reserved for a future elevated MRT (widening to 7-10m at

BRT/combined BRT-MRT stations)
Centre-running is recommended (as opposed to kerbside running) because it simplifies the

road geometry at intersections, enables island-type stations, and allows better interchange
with other transit lines. It is also compatible with the BRT-3.
201
Draft Final Report
Grade-separated interchanges and pedestrian footbridges/underpasses are recommended

for the Signboard-Kapasia/Rajendrapur sections (65km) as this is a proposed expressway and
will give the BRT-7 a junction-free corridor, increasing its efficiency and output.
The Narayanganj Link Road has a different character and here at-grade junctions and at-grade
pedestrian crossings are proposed. The main reason is that the adjacent road network
consists mainly of limited-width secondary and tertiary roads, so a grade-separated
expressway would not be suitable here (see Chapter 8.8.4).
The 5m strip of land in the centre of the corridor will provide space for the columns of a future
elevated MRT. Even if the MRT was not implemented, this central strip would still be valuable,
providing space for the BRT stations, bus layovers, passing places, emergency services and
also landscaping.
9.2.4 BRT-7 Geometric Design Parameters
The following geometric design parameters are recommended for the BRT-7, and are derived
from the BRT-3 corridor:
BOX 9.1 – Geometric Design Parameters for BRT-7
BRT-7 Horizontal Alignment

i) Design speed
- Desirable : 100 km/hr.
- Absolute minimum : 65 km/hr.
ii) Radius of curve
- Desirable for 100 km/hr. : 700m
- Minimum desirable : 380m
- Absolute minimum : 150m
iii) Maximum super elevation : 6%
iv) Minimum safe stopping sight distance:
- Desirable : 160m
- Absolute minimum : 75m
v) Passing sight distance
- Normal : 670m
- Minimum : 350m
Continued…..
202
Draft Final Report
BOX 9.1 (continued)
BRT-7 Vertical Profile
i) Length of vertical curves

- - For 100 km/hr : 100 m
- For 65 km/hr : 60 m
ii) Maximum Gradient : 4%
Absolute Maximum : 6%
iii) Maximum grade change not requiring a
vertical curve : 0.6%
Reference: BRT-3, Final Design Framework, 3rd February 2015, Govt. of Bangladesh /
RHD / SMEC Consultants
9.3 Proposed BRT-7 Alignment and BRT Links/Feeder Services
The proposed BRT-7 alignment was described in Chapters 6 and 8. In addition to the main
corridor, the following BRT-7 feeder services are proposed:
• Expressway link to Gazipur centre: connecting the BRT-7 Corridor with the BRT-3
terminal and Gazipur railway station (see Chapter 8.7.3)
• BRT-7 feeder services in Narayanganj: Chasara Terminal to Launch Ghat and

Nitaiganj (see Chapter 8.9)
• BRT-7 Phase 1 to be extended to Dhaka Gulistan: the Phase 1 service is proposed to

operate between Chasara and Gulistan via Signboard
9.4 Phased Introduction of BRT-7
Introduction of the BRT-7 service will depend on: (i) how quickly the expressway can be
constructed; (ii) when there is sufficient demand for the BRT-7 service.
It is proposed to introduce the BRT-7 in four phases over the next ten years (Fig. 9.1):
203
Draft Final Report
Fig. 9.1: Proposed Phasing of Expressway Construction, BRT-7 Introduction and future MRT
204
Draft Final Report
Summary of Proposed BRT-7 (and MRT) Phasing: In summary, the proposed implementation
for the BRT-7 system is:
Phase 1: Narayanganj Chasara to Gulistan via Signboard 2022-2024

Phase 2: Narayanganj Chasara to Purbachal Expressway and Kuril 2024-2026
Phase 3: Purbachal Expressway to Gazipur 2024-2027
Phase 4: Gazipur to Kapasia and Rajendrapur N3 Mymensingh Highway 2027-2030
The MRT from Narayanganj Chasara to Gazipur is proposed to be implemented in Phase 5

(2030-2035). Subsequent northward extension of the MRT would be in Phase 6, tentatively
by 2040 – see Figures 9.2 and 9.3 below.
BRT-7 and Highway to Open Simultaneously: The BRT-7 infrastructure (lanes, stations,
flyovers, etc.) should be constructed at the same time as the highway because:
• Delayed BRT construction would disrupt highway traffic later on

• By the time the highway is constructed, passenger demand is likely to have grown
sufficiently to support a BRT service
• Early introduction of a BRT service will stimulate transit-oriented development
• In the short term the dedicated BRT lanes can be used by regular buses if necessary
Land Acquisition is the Critical Path: The most challenging task in developing the highway
and BRT-7 will be land acquisition. The proposed phasing (Fig. 9.1) allows for 1.5 years for
detailed design and a further 2.5 years for land acquisition. In other words, wherever land
must be acquired (which applies to 90% of the BRT corridor), construction cannot begin until
the land has been obtained.
Phase 1 of BRT-7: from Chasara to Dhaka (Gulistan) via Signboard:
It is proposed that Phase 1 of the BRT-7 will operate between Chasara Terminal and Dhaka
Gulistan (approx. 17km) because:
1. There is already strong bus passenger demand on this route:

• Approximately 4,400 bus/minibus/tempo passengers per hour per direction on
Narayanganj Link Road in 2019, which is close to the levels proposed in other
BRT studies in Dhaka (see Fig. 5.4)
• Bus passenger demand on the Dhaka-Chittagong Highway is even greater
(16,500 pphpd in 2019)
• Demand (and congestion) is growing rapidly
2. The Right of Way is already available and owned by the government (85m/280’ width
on both the Dhaka-Chittagong Highway and Narayanganj Link Road). Hence the BRT-
7 can be implemented speedily without the need for land acquisition
205
Draft Final Report
3. Dhaka-Chittagong Highway has recently been widened to 8 lanes and there is plenty
of space for dedicated bus lanes without adversely affecting other traffic. There is also
a ‘window of opportunity’ which will close as traffic volumes increase
4. ECNEC has recently (January 2020) approved a project to upgrade the R111
Narayanganj Link Road to a 6-lane highway with service lanes, so the BRT-7 can be
added to this highway project
5. A BRT service between Narayanganj and Dhaka Gulistan would substantially reduce
the journey time to a predictable 50 minutes (assuming 17km at 20kph). Currently,
the journey times are very unpredictable due to congestion and sometimes take up to
2 hours at peak periods (average speed only 8.5kph)
6. A BRT service will substantially reduce the number of ordinary buses needed on the
route, which will ease congestion and also greatly improve road discipline
7. Gulistan is a major bus interchange for Dhaka, hence BRT passengers will be able to
inter-change with other bus services
8. Opportunity to use Saidabad bus terminal for the BRT-7 depot (see Section 9.8 below).
9. Early introduction of a Narayanganj-Dhaka Gulistan BRT-7 service under Phase 1 will

enable the BRT system to commence operation very quickly, so that when other
sections of the BRT-7 highway are completed, the BRT can be introduced swiftly and
smoothly
Phase 2 of BRT-7: Signboard to Purbachal Expressway (and Kuril Interchange):
Phase 2 of BRT-7 will add the section from Signboard (Dhaka-Chittagong Highway) to
Purbachal Expressway, a distance of about 16 km. This could be completed by end-2025, for
opening in early 2026.
The MRT-1 metro line to Purbachal is due to be completed by 2026 and will provide a good
transit interchange for the BRT-7. However, if the MRT-1 line was delayed, then a short-term
arrangement could be for BRT-7 to turn-around at the Kuril interchange, which is a major hub
for bus services to north Dhaka and also the proposed BRT-3 southern extension.
Phase 3 of BRT-7: Purbachal Expressway to Gazipur:
Construction of BRT-7 Phase 3 can begin simultaneously with Phase 2, though it may take
longer as it is a new alignment, unlike Phase 2 where the alignment has already been kept by
private housing companies in their layout plans.
206
Draft Final Report
Phase 3 implementation is also a longer section (22km) with more structures (6 interchanges
and a bridge over the Tongi Khal). Hence it is proposed that Phase 3 is completed by end-
2026, for opening in 2027.
Fig. 9.2: Proposed Phasing of BRT-7
Phase 4 of BRT-7 – Gazipur to Kapasia and Rajendrapur:
The northern section of the corridor is developing fast, especially along the R312 Rajendrapur-
Kapasia highway (e.g. garments and other factories). The fourth phase of BRT-7 is proposed
for implementation by 2030. Motor traffic demand for the highway will be high, as this will
be an alternative route for regional traffic crossing Dhaka from north to south. Bus passenger
demand will be less to begin with, but construction of the new highway and a rapid bus service
will open up new urban areas and speed-up development (see Fig. 9.6).
207
Draft Final Report
BRT-7 services when the entire corridor is complete:
When Phase 4 has been completed, the total length of the BRT-7 corridor will be about 73km
from end to end, (plus various BRT links and feeder services). At an average operating speed
of about 20kph, it would take about 3.5 hours to travel from Chasara to Kapasia.
It is unlikely that many BRT-7 services would run the whole length of the corridor. Instead, it
is more likely that there will be several inter-linking BRT-7 services, each operating over a
section of the corridor. This is discussed further in Section 9.7 below.
9.5 Proposed Phasing of MRT
Over time, the BRT-7 corridor will become one of Dhaka’s main corridors. Passenger demand
will increase steadily and eventually outstrip BRT capacity. This is already apparent on the
Dhaka-Mymensingh Highway, where the new BRT-3 does not have enough capacity for peak
public transport demand. Hence it is recommended that space is kept for a future elevated
MRT on the same alignment as the BRT-7. It is primarily a question of ‘when’, not ‘if’, the
MRT will be needed.
It is very difficult to forecast future travel demand, even with a traffic model, as so many
factors can influence the outcome. On the other hand, when the increased capacity is
needed, the Right of Way may not be available due to urban developments. So it is important
to reserve the RoW now.
9.5.1 MRT-7 Alignment
The alignment for the future MRT will be the same as for BRT-7 (Fig. 9.3), except at three
places:
1. At Purbachal Expressway, it is proposed to divert the BRT-7 and future MRT alignment
to the east, to achieve a good transit interchange with MRT-1 Mastul Station (see
Chapter 8.3 for details)
2. At Gazipur, the MRT line will deviate south of the city, to provide a suitable geometric
alignment for connecting with Gazipur railway station (see Fig. 9.4)
3. North of Gazipur, it is proposed that the MRT line will follow the main railway line
from Gazipur station to Rajendrapur Station, and then re-join the BRT-7 corridor east-
west to Kapasia and N3 Dhaka-Mymensingh Highway respectively (see Fig. 9.5).
208
Draft Final Report
Fig. 9.3: Proposed Phasing of MRT-7
209
Draft Final Report
Fig. 9.4: Proposed separate MRT-7 alignment for connection to Gazipur railway station
Note: The proposed MRT alignment is shown in purple and the BRT-7 expressway/bus
alignment is shown in red
The reason for proposing separate alignments for the BRT-7 and MRT south of Gazipur is due
to MRT geometric design, to achieve a minimum 400m curve radius and a direct connection
with Gazipur mainline railway station. (See Appendix 10 for details of MRT geometrical
requirements)
Phase 6 MRT alignment, Gazipur to Kapasia and Rajendrapur Chowrasta:
Extension of the future MRT to Kapasia and Rajendrapur Chowrasta is a long-term proposal,
for implementation by 2040 under Phase 6 (depending on the extent of urban development
and the travel demand) – see Fig. 9.5.
It is recommended that the BRT-7 corridor cross-section includes sufficient width for the
future MRT, so that the metro can be easily implemented when needed. North of Gazipur,
an alignment along the existing railway line is recommended because:
• It facilitates the connection with Gazipur railway station

• Bigger catchment population (it will serve rapidly developing urban areas on both
sides of the rail line – see Fig. 9.6)
• It will allow other MRT lines to easily connect with, and use, the MRT-7 line
210
Draft Final Report
Fig. 9.5: Proposed MRT alignment (Phase 6) to Kapasia and Rajendrapur Chowrasta
211
Draft Final Report
Future Urban Expansion Areas and TOD Opportunities:
Fig. 9.6: Potential urban growth areas north of Gazipur
212
Draft Final Report
Opportunities for Transit-Oriented Development: The development of the expressway, BRT-

7 and future MRT will have an enormous impact on urban growth in the areas north of
Gazipur. There is an opportunity for a well-planned ‘Transit Corridor’ running north-south
from Gazipur to Rajendrapur Bazar, and then east-west from Rajendrapur Chowrasta (N3
Mymensingh Highway) to Kapasia.
This area should be developed on ‘Transit-Oriented Development’ (TOD) principles, meaning:
• High density development

• Long-distance transport focused on public transit
• Short distance transport focused on walking, cycling and non-car modes
• A well-planned local road and pedestrian network
• High quality public spaces and community facilities
• A mix of housing types and different income groups
There is also a great opportunity for RAJUK to use land assembly and land pooling techniques
to implement the new urban growth areas. This is considered further in Chapter 10.
9.6 BRT Stations, Terminals and Interchanges
The criteria for selecting the BRT-7 station locations were:
• Located approximately 0.7km apart (range 0.4 – 3km)

• At interchanges with east-west transit lines and highways and/or intersections of local
feeder roads
• Serving major trip generators (e.g. bazars, shopping centres, hospitals, universities,
etc.)
• Good TOD potential
Station details from other BRT projects in Dhaka are summarised in Table 9.1 below.
Table 9.1: Summary of BRT Station Number and Distance, from other Dhaka BRT projects
Average Minimum Maximum

Total No. of
Distance Distance Distance
Length BRT Stations
BRT Project between between between
(km) (including
Stations Stations Stations
terminals)
(km) (km) (km)
BRT-3 North
20.2 25 0.8 0.57 1.2
(Airport-Gazipur)
BRT-3 South
22.4 17 1.3 0.55 3.5
(Airport to Keraniganj)
Pilot Bus Corridor
17.4 25 0.7 0.45 2.05
(Airport to Saidabad)
213
Draft Final Report
The above Table 9.1 shows that the average distance between BRT stations was around 700-
800m, with a minimum of 450m and a maximum of more than 3.5 km.
9.6.1 Location of BRT-7 Stations
Using similar criteria, BRT-7 station locations were chosen by studying existing roads and
settlements, and future highway and transit proposals. In thinly populated areas, the BRT-7
stations were located based on average distance between stations and potential future road
crossings.
The recommended BRT-7 stations are summarised in Table 9.2 and listed in Table 9.3 and Fig.
9.7. In total, 87 stations are recommended, including 6 terminals. They are fairly evenly
divided between each of the four phases.
Table 9.2: Summary of BRT Station Number and Distance, from other Dhaka BRT projects
BRT BRT Bus

Phase Section Distance Stations BRT Terminals (No.) Fleet
(km) (No.) (No.)
1 Chasara to Gulistan 17.8 18 2, Chasara, Gulistan

Chasara to Purbachal /
2 27.2 18 1, Kuril
Kuril
3 Purbachal to Gazipur 20.4 23 1, Gazipur
Gazipur to Kapasia and 2, Kapasia,
4 29.8 22
Rajendrapur Chowrasta Rajendrapur Chowrasta
TOTAL See note 1 81 6
Notes:
1. Phase 1, Chasara to Gulistan includes a return loop connecting to Saidabad Bus
Terminal – see Section 9.7. Total BRT-7 distance is estimated at 85km (incl. links)
2. Phase 2 includes a BRT link to Kuril interchange. The 18 stations in Phase 2 are
ADDITIONAL to the Phase 1 stations
3. Phase 3 terminal at Gazipur will be the existing BRT-3 terminal, adapted for
interchange with BRT-7
BRT-7 Terminals:
Six BRT-7 terminals are proposed at:
1. Chasara
2. Gulistan
3. Kuril interchange
4. Gazipur BRT-3 interchange
214
Draft Final Report
5. Kapasia
6. Rajendrapur Chowrasta (N3 Mymensingh Highway)
Apart from Gazipur, these will be new BRT terminals. Land acquisition will be needed at two
terminals (Kapasia and Rajendrapur Chowrasta). At the other four, space must be obtained
from other government organisations: e.g. Chasara – BD Railways and BD Army; Gulistan –
highway land under the flyover; Kuril – highway land at the interchange; Gazipur – BD
Railways and BARI.
Table 9.3: BRT and (future) MRT Stations proposed for BRT-7 Corridor
(Terminals shown in RED)
Distance
from
BRT Stations Future MRT Stations Notes
Chasara
Mor (km)
PHASE 1 – CHASARA to SIGNBOARD PHASE 5 – MRT CHASARA TO GAZIPUR
1 Chasara Terminal 0.2 1 Chasara Terminal Southern Terminal
2 Zilla Parishad 1.3
3 Sibu Market 2.2 2 Sibu Market
4 Stadium 3.3 3 Stadium HST Rail interchange
5 Jalkuri 4.5 4 Jalkuri
6 NAME 5.3
7 Bhulgor 6.0 5 Bhulgor
8 Signboard South 7.2 6 Signboard South Bus interchange
PHASE 1 – SIGNBOARD TO DHAKA GULISTAN
9 N1 Saddam Market 8.4 Distance measured from Chasara
10 Matuail 9.2
11 Rayabagh 10.2
12 Shonir Ahkra 11.0
13 Dania 11.8
14 Jatrabari 12.8
15 Saidabad At-Grade 13.8
16 Baldha Garden 14.6
17 Gulistan 15.6 Dhaka Terminal
18 Hathkola (southbound) 16.5 BRT-7 southbound only here (circular distance)
19 Flyover approach (s’bound) 17.0 BRT-7 southbound only here (circular distance)
20 Saidabad Depot (s’bound) 17.8 BRT-7 Depot
PHASE 2 – SIGNBOARD TO PURBACHAL EXPRESSWAY
21 Matuail Road, DND 8.6 7 Matuail Road Distance from Chasara
22 Dogair Bazar, DND 9.5
23 Old Demra Road 10.4 8 Old Demra Road Bus interchange
24 NAME 11.2
25 Amulia 12.0 9 Amulia
26 Matual New Town Road 12.7
27 Shekher Jaygar 13.4 10 Shekher Jaygar Bus interchange
28 NAME 14.2
29 Khilgaon East 14.8
30 Aftabnagar 15.6 11 Aftabnagar MRT-5 South
215
Draft Final Report
31 Tirmohani 16.6
32 Fakirkhal 17.7
33 NAME 18.7
34 Madani Avenue 19.9 12 Madani Avenue MRT-5 North
35 Bashundara Block M-N 20.6
36 Bashundara South 21.2
37 Bashundara North 22.2
38 Matual (Purbachal Ex’way) 23.6 13 Matual MRT-1
39 Kuril Interchange 27.2
PHASE 3 – PURBACHAL EXPRESSWAY TO GAZIPUR
40 Sarnali East 24.3 Distance measured from Chasara
41 Barua South 25.0
42 Barua 25.7 14 Barua
43 NAME 26.4
44 Bepari Para 27.0
45 Uttar Khan 27.7 15 Uttar Khan
46 Charmukhan 28.4
47 Termukh 29.3
48 Mausaid 30.0 16 Mausaid
49 Tongi Khal South 30.7 Dhaka Circular Road
50 Tongi Khal North 31.3
51 Markhua 32.0
52 Majukhan South 32.9
53 Majukhan Centre 33.8 17 Majukhan Centre Rail interchange
54 Kudabo 35.2
55 Meghdubi N105 Bypass 36.3 18 Meghdubi N105 Bypass Bus interchange
56 Dhirasram Rail Link 37.4 19 Dhirasram Rail Link Rail interchange
57 NAME 38.3
58 NAME 39.2
59 Niler Para 40.2 20 Niler Para
60 Gazipur Link Road Junction 41.3
GAZIPUR LINK ROAD
61 Dokshin Chayabithy 42.4 Link road
62 Rothkhola 43.2 21 Hajibagh South Link road
63 Gazipur BRT-3 Terminal 44.0 22 Gazipur Rail Station Gazipur Terminal
PHASE 4 – GAZIPUR TO KAPSIA and RAJENDRAPUR CHOWRASTA
64 Titarkhul Road 42.6 Distance excludes Gazipur Link Road, 2.6km
65 R310 Kapasia Road 43.5
66 Gazipur North Link Road 45.2
67 Arshnagar 47.6
68 Barua 48.8
69 Shimultoly Road Bridge (E) 49.7
70 Shaheb Bari 51.2
71 Faugan Bazar Road 53.4
72 R312 Junction, Chatiabari 54.2 R312 interchange
R312 WEST
73 Rajendrapur Bazar 54.9 Distance measured from Chasara
74 Nestle 56.0
75 Nayanpur Notunpara 57.2
216
Draft Final Report
76 Rajendrapur Cantonment W. 58.1

77 Forest Settlement 59.5
78 Rajendrapur Chowrasta 61.0 North-West terminal at N3 interchange
R312 EAST
79 NAME 55.0 Distance measured from Chasara
80 NAME 56.0
81 Doladia 57.2
82 NAME 58.3
83 Rajabari 59.6
84 Pabur Rasta 61.4
85 NAME 62.7
86 Kapasia West 63.5
87 Kapasia Terminal 64.3 North-East Terminal
Note: MRT stations north of Gazipur not shown here – to be determined after future MRT
alignment confirmed
9.6.2 Location of Future MRT Stations
The locations for future MRT stations should also be determined now so that sufficient space
is kept for them. Similar criteria were adopted for choosing the MRT station locations, plus
two other criteria:
1. Coinciding with BRT-7 stations (for future interchange)

2. At an average distance of about 2km (consistent with other MRT systems in Dhaka) 26
The recommended future MRT stations are listed in Table 9.3 above. 22 stations are
proposed, including two terminals at Chasaria and Gazipur rail stations respectively.
9.6.3 BRT-7 Station Design
For the centre-running BRT-7, two main station layout options were considered:
1. Rectangular platform (Fig. 9.8)

2. Staggered platform (Fig. 9.9)
A rectangular platform is generally favoured in most BRT systems because it is simpler to

design and operate, is wider and takes up less space lengthwise. This layout was proposed in
the BRT-3 South design (Fig. 9.8) and also in the Dhaka Pilot Bus project.
The main advantage of the staggered platform is that it takes up slightly less width, which is
why it was chosen on some sections of BRT-3 North (Tongi to Chowrasta) where road width
is limited (33m RoW). However, on wider sections of the BRT-3 North corridor, rectangular
platforms are being constructed (e.g. at Uttera).
26
MRT-5 North stations are 1.5km apart on average (19.5km length and 13 stations)
217
Draft Final Report
Fig. 9.7: Maps showing location of proposed BRT-7 stations and terminals
218
Draft Final Report
219
Draft Final Report
220
Draft Final Report
221
Draft Final Report
Fig. 9.8: BRT-3 Station, Rectangular Platform (Option 1)
94m
Source: Sunjin, 2015, BRT-3 SOUTH, Operational Plan and Basic Design, for DTCA CASE Project (Note: crossings not included)
Fig. 9.9: BRT-3 Station, Staggered Platform (Option 2)

237m
Source: SMEC, 2015, BRT-3 NORTH, BRT Design Report, for RHD Dhaka SUTP Project
222
Draft Final Report
Recommended Station Design for BRT-7:
For the BRT-7 Corridor, the rectangular type platform (Option 1) is recommended for the
whole corridor. With a substantial Right of Way of 61-85m, the corridor has significantly more
width than the BRT-3 corridor (33m ROW on Mymensingh Road). The rectangular platform is
more compact, easier to operate, and may also be cheaper. Recommended station design
parameters are shown in Box 9.2:
BOX 9.2: Recommended BRT-7 Station Design Parameters
Bus lanes: 4 BRT lanes at each station (two are overtaking lanes)
Platform width: 6m (min.) at BRT-only stations (and wider if high passenger demand)
7m (min.) at combined BRT/MRT stations (to accommodate pillars)
10m (min.) at all BRT terminals
Number of bus bays: 3 in each direction, and 4 at stations with Express services
Platform length: 140m (3 bus bays) (Note: excludes taper at each end)
160m (4 bus bays) (Note: excludes taper at each end)
Pedestrian access: Chasara to Signboard: At-grade, signal-controlled crossings

Signboard to Gulistan: Footbridges/At-grade crossings
Rest of Corridor: Footbridges/Underpasses
Accessible: All stations to have disabled access (e.g. footbridges/ underpasses/

escalators/ lifts/ dropped kerbs/ disabled-friendly traffic signals)
A typical BRT-7 station layout is shown in Fig. 9.10. Two critical elements in the design are:
(i) station platform widths; (ii) number of footbridges/underpasses. Both must have sufficient
capacity for high volumes of pedestrians.
Platform Widths: At peak periods, there could more 400 BRT passengers crowding on a
platform.27 The impact of this load on a 5m-wide platform is compared with a 7.7m-wide
platform (Fig. 9.11). Clearly, the 5m platform is severely crowded. Hence platform widths of
6m or more are recommended for the whole BRT-7 Corridor.
27
Assumptions: 7,500 passengers/hour boarding/alighting at the station; 3- bus platoons departing every 3
minutes in each direction; peak 3-minute loading is 30% above average peak hour loading; platform bunching
also occurring.
223
Draft Final Report
Fig. 9.10: Typical layout for BRT-7 Station: 3-bays per direction; 2 footbridges/underpasses (= high demand)
Adapted from BRT-3 North Design Report, 2015, SMEC, for RHD Dhaka SUTP Project
Number of Footbridges / Underpasses: The number of footbridges / underpasses at a BRT station is also critical to the design. The crossings
must not only cater for BRT passengers but also for all pedestrians crossing the road. TWO FOOTBRIDGES/UNDERPASSES are recommended AT
ALL BUSY STATIONS to cater for the high pedestrian volumes. This will increase overall costs, but is necessary for safety, comfort, convenience
and efficiency. The advantages of two crossings include: (i) one-way passenger flow along the station platform becomes possible, which reduces
friction and increases capacity, comfort and safety; (ii) simplifies management control over entrance and exit; (iii) reduces crowding at roadside
footways by spreading the pedestrian volume over two crossing points; (iv) doubles the pedestrian capacity.
It should be noted that at some stations, the second footbridge/underpass can be constructed some years later, when demand has increased
to justify the second crossing.
224
Draft Final Report
Fig. 9.11: Effect of Platform Width on Peak Passenger Crowding
3 bus bays per direction; 400 passengers on the platform during a three minute period
Note: Peak 3-minute passenger loads can be 30% higher than average peak hour loads, and ‘bunching’ can increase localised crowding by 40%.
Breakdowns and delays will also increase peak crowding. Hence platforms and all pedestrian facilities must be designed for very high volumes.
225
Draft Final Report
9.7 BRT Bus Fleet and Equipment
9.7.1 Difficulty of Forecasting Future Passenger Demand
It is very difficult to forecast future BRT passenger demand on the corridor because of so
many variables: e.g.
• Timing of other infrastructure projects

• Growth rate of urban development
• Levels of traffic congestion on other roads (more congestion elsewhere will boost
demand on the BRT-7 corridor)
• Economic growth rates, vehicle ownership rates, etc.
• Government transport policies (e.g. parking charges, fuel prices, import duties, etc.)
With a long 70km corridor running the length of Dhaka and so many variables, any forecast
will have a large error margin.
9.7.2 Bus Fleet and Facilities Estimated based on other BRT Studies
The type of BRT facilities and size of the BRT-7 bus fleet can be estimated with reference to
other recent BRT studies in Dhaka.
Bus Type:
The 2015 Sunjin BRT-3 South study recommended that vehicles for the BRT route should be:
• Articulated buses
• Single-decker
• 18m length
• High-floor (90cm height from the pavement surface)
• Capacity for 140 passengers
• 41 seats
• 3 lateral service doors in the right hand side
Fig. 9.12: Recommended BRT-7 Internal Vehicle Layout
Source: Sunjin, 2015, BRT-3 Operational Plan and Basic Design, page 74, for DTCA under
the World Bank-funded CASE Project
226
Draft Final Report
Bus Operations and Fleet Size:
The Pilot Bus Corridor Study (for DTCA, 2017-18) assumed the following parameters for the
Operational Plan for the proposed Airport-Saidabad BRT route (with signalised at-grade
junctions along the whole route):
• Corridor length = 17.0 km

• Daily bus operating hours = 16 hours/day, i.e. from 6am to 10pm
• Bus layover time at the completion of each trip = 10 minutes
• Peak headway 1.5 minutes, Off Peak: 3 minutes
• The same services operate 7 days per week
• Number of depots = 1
• Average operating speed goal is 17 km/hr.
Based on the above parameters, the Study estimated the total bus fleet requirement at 105
buses (95 in service and 10% spares) – see Fig. 9.13:
Fig. 9.13: Pilot Bus Corridor – Results of Cost Modelling
Source: Operational Plan and Specification for Pilot Bus Project, 2017, Safege Consultants,
DTCA Capacity Building Project, Fig. 5.1
The Study noted that the proposed BRT system would be profitable, for three main reasons:
• Large passenger numbers

• 100% capture of revenue (through electronic ticketing and good BRT management)
• Productivity increase from increased average speed of the buses
227
Draft Final Report
9.7.3 BRT Line-3 Gazipur to Keraniganj, Joint Operational Plan, 2015 28
In 2015 a Joint Operational Plan was prepared for the combined BRT-3 North and South line
from Gazipur to Kodomtoli, Keraniganj (42km). The plan assumed:
- Buses operate in platoons of 3 buses at 3-minute headways (i.e. 20 platoons/hour)

- Express services (single bus, limited stop, peak hours) operate at 2-minute headways
- Six main bus services along the corridor (i.e. not all buses travel the full length of the
corridor)
- Stations with express services to have 4 bus bays in each direction
- From Gazipur to Airport, all BRT junctions grade-separated
- From Airport to Kodomtoli, BRT junctions mostly at-grade and signalised
- Traffic signals set at fixed cycles:
o 3-phase signal = 60 seconds/phase (less amber time)
o 4-phase signal = 45 seconds/phase (less amber time)
- Traffic signals controlled by a central Control Room (which also monitors bus
movements and controls signals for station arrivals/departures)
- Traffic signals synchronised between junctions so that bus platoons pass through
each junction in a ‘Green Wave’ with minimum waiting time (see Box 9.3 and Fig.
9.13)
BRT-3 Target Capacity:
The 2015 Operational Plan estimated that peak hour capacity for most of the BRT-3 corridor
(Joydevpur Chowrasta to Amtali) would be >15,000 pphpd initially, rising to >20,000 pphpd
eventually.
Required Bus Fleet for the Combined BRT-3 services:
For calculating the required bus fleet, the following parameters were assumed:
- Bus capacity: 140 passengers / bus

- Route speed: Average 23kph for 3-bus platoons; 35kph for express services
- Buses per hour: 20 x 3 buses (regular platoons); 30 x 1 buses (express services)
- Route length: Varies from 21km (Uttera service) to 37km (Gazipur-Gulistan)
Based on these parameters, the Operational Plan estimated that 345 buses would be needed
plus 10% spare capacity (35 buses), making a total fleet strength of 380 buses (for the 42km
route length).
28
BRT Line 3, Gazipur to Kodomtoli, Keraniganj, Draft Joint Operational Plan, Prepared for DTCA,
v5, April 2015
228
Draft Final Report
BOX 9.3: Managing Traffic Signals for a BRT ‘Green Wave’ at Intersections
A 3-bus platoon operating every 180 seconds (3 minutes) allows sufficient time for cross-
traffic at intersections. Synchronizing the traffic signals and buses is critical. A signal on
the station platform tells the bus platoon when to depart, to arrive at the next intersection
when the traffic signals are at green. The signals along the corridor are all programmed
for a ‘green wave’ so that platoons have a green phase at each intersection (see Fig. 9.13).
The Operations Control Centre (OCC) can intervene to adjust signal timings in case of an
exceptional event or failure. Managing this traffic light sequencing from both directions
may require slightly extended green time, or allowing slightly longer bus dwell time at a
station. If the signals for both directions cannot be coordinated, a split green phase can
be used to manage the opposing bus movements at an intersection.
Figure: Bus platoons passing through three junctions in a ‘Green Wave’
Managing Signal Risk: This high level of synchronisation between buses and intersection
signals is often considered at risk of interference and failure; but controlling the BRT bus
movement at each station with a ‘green to go’ signal in fact allows control to be re-
established at each station. Station Marshalls will also control passenger behaviour at bus
boarding and alighting to ensure buses depart promptly. Audible door-closing apparatus
will be used to inform passengers and drivers of door closing and departure. Should a bus
(or the whole platoon) be delayed from leaving the station, the driver can contact the OCC
for instruction. The OCC may be able to hold the next green light phase or create a short
green phase to clear the buses across the intersection.
229
Draft Final Report
9.7.4 Estimated Bus Fleet for BRT Line-7
In previous BRT studies in Dhaka, the following fleet sizes were recommended:
Table 9.4: Summary of BRT Bus Fleets recommended in previous studies
Route Length Bus Fleet

BRT System Study
(km) Proposed
BRT-3,
20 126 GDSUTP, Package 2, EPCM, Dec. 2014
Gazipur-Airport
BRT-3, GDSUTP, Package 3, ODBM,
20 141
Gazipur-Airport Operational Plan 3.1, Aug. 2014
BRT-3, Joint Operational Plan, Prepared for
42 380
Gazipur–Kodomtoli DTCA, v5, April 2015
Pilot Bus Corridor, DTCA Capacity-Building, CPBN
17 105
Airport-Saidabad Infrastructure Design 3.1, Dec. 2018
Using the above figures as a guideline, the following bus fleet is recommended for the four
phases/sections of the BRT-7 Corridor (Table 9.5). It should be noted that these are
‘eventual’ fleet sizes when the whole corridor is open and the BRT system is operating at full
capacity. In the shorter term, the bus fleet can be increased in stages, according to demand
and system viability.
The ‘eventual’ bus fleet estimates are appropriate because: (i) they determine the scale of
other BRT facilities required, such as Operations Control Centre, depots, etc.; (ii) they are
needed for estimating total costs over the duration of the project.
Table 9.5: Proposed Phasing and Bus Fleet Requirement for BRT-7
Phase Route Section Route Date of Eventual Bus

Length (km) Opening Fleet
Requirement
1 Chasara – Gulistan 17 2024 150
2 Signboard – Purbachal 16.4 2026 150
Expressway (20 to Kuril)
3 Purbachal Expressway – Gazipur 20.5 2027 150
4 Gazipur – Kapasia / Rajendrapur 30 2030 220
Total 82 670
230
Draft Final Report
9.8 BRT-7 Depots
9.8.1 General Requirements
Operation of a BRT fleet requires specific depots and lay-over facilities, as described below:
1. Main depot: The home base for the bus operating contract and includes all depot
functions and main business administration for the contract, including major
workshop facilities
2. Satellite depot/ bus layover yard: A secondary facility located where buses can be
parked during daytime layover or as additional night parking. (It may also need
facilities for fuelling, cleaning and driver sign-on/sign-off)
3. Daytime Layover: Where buses park during off-peak times, typically a holding area
with driver amenities (which could be on-street, or using space under a flyover)
4. Terminus: This refers to the passenger terminus only
5. Bus Turnaround: An on-line bus facility used to:

• Turn buses at the end of line
• Hold buses temporarily during the service period
• Allow for shift changeovers and provide amenities for drivers’ break and rest
• It can be part of the last station or an off-road facility
Main Depot:
The main depot is the BRT’s operating base. It serves multiple functions including overnight
bus parking, refuelling, maintenance, stores, and driver rest facilities, as well as
accommodating the operational control and administrative offices. Operational control
involves (i) allocation of buses and crews to each duty, (ii) dispatching buses according to
schedule and (iii) pre-departure and post-arrival inspections of buses.
Smaller Places for Short Layovers:
Smaller stopping places are needed for drivers’ short breaks, and also passing places where
buses can wait to synchronise with other buses. Lay-bys are needed at each end of the
route, with 3-4 bus spaces so that drivers can take a minimal break (5 minutes or less). When
longer breaks are needed, drivers hand over the bus to the next driver so the buses continue
their cycle uninterrupted. After the meal break the driver will take over another bus from a
driver stopping for a meal break.
231
Draft Final Report
Depot Location:
For a BRT system, the overnight parking should be as close as possible to the route start and
end to avoid ‘dead-running’. Roughly half of the buses should be parked at opposite ends
of the route so that services can commence from each end at the same time. If not possible,
the last movement of buses on the relocation leg can be offered as a ‘point to point’ express
service to recover some of the cost of operation.
Other key depot location factors include:

• Land availability
• Land cost
• Avoiding sites that would be better suited for Transit-Oriented Development (TOD)
• Good road access for both vehicles and staff (on the BRT-7 corridor this favours a
location close to an expressway interchange)
• Space available for further fleet expansion
Depot Size:
Bus depot size is usually stated according to the number of buses that can be
accommodated. Sizes vary considerably, from less than 10 buses to several hundreds. The
area required similarly varies, but a ‘rule of thumb’ is that 100 full-size buses will need about
2 ha (5 acres), including maintenance facilities and buildings.
As the BRT-7 bus fleet will grow over time, the depot area should allow for long-term
expansion.
Some of the depot expansion can be vertical. For example, the BRT-3 depot at Gazipur (1.89
ha, 126 buses) has a two-storey building (4,116 m2), with maintenance at ground level and
offices/warehouse on the first floor, and provision for a third floor in the future. Similarly,
the future Mohakhali terminal is also proposed for multi-level operations.
Depot Facilities:
The depot’s main facilities are:
• Parking and circulation for buses (a typical bus bay size is 20m x 3.2m)
• Bus cleaning and washing area
• Refuelling station with pumps, fuel storage and control room
• Maintenance area – a central workshop with maintenance bays, pits and equipment
storage. Also separate areas for painting, welding, tyre changing and compressor
machines
• Warehouse and stores
• Depot security room to control entry, exit and site security
232
Draft Final Report
• Control centre and administrative offices

• Staff facilities – canteen, rest rooms, etc.
• Other on-site facilities – e.g. standby generator, tubewells (if necessary), wastewater
treatment building, other environmental treatment facilities (e.g. waste oil)
Further details of BRT depot requirements in Dhaka are available in various studies carried
out for the Government in recent years (see Box 9.4 below).
BOX 9.4: Technical References on BRT Depot Design in Dhaka
2015: BRT-3 Operational Plan Report, Chapter 13, BRT Terminals and Depots, ALG
Consultants for the Greater Dhaka SUTP (Sustainable Urban Transport Project), Package 3,
Operational Design and Business Model
2015: BRT-3 Operational Plan and Basic Design Report, Chapters 5.6 and 5.6, Depot
Requirements, Sunjin et al. Consultants for the Dhaka CASE Project (Clean Air and Sustainable
Environment), Detailed Engineering Design Work
2017: Operational Plan and Specification for Core Pilot Bus Corridor (CPBN), Safege et al.
Consultants for the DTCA Capacity Building Project
2018: Guidelines for Evaluation of Depot, Terminal and Layover Location Options for DTCA
Bus Corridors, Safege et al. Consultants for the DTCA Capacity Building Project (Note: this
study includes an analysis of potential depot locations for the BRT-7 Corridor – Chapter 7)
2018: Core Pilot Bus Corridor (CPBN), Infrastructure Concept Design, Draft Report – Chapter
6, Depot and Terminus Requirements, Safege et al. Consultants for the DTCA Capacity
Building Project
9.8.2 Review of Previous Proposals for BRT and MRT Depots in Dhaka
Previous studies have considered locations for BRT bus and MRT rail depots in Dhaka and
are reviewed below. In total, more than 40 different sites – both existing and new locations
– have been considered in previous studies and also in this BRT-7 study – see Appendix 9,
Table A9.1.
BRT-3 Depots: Previous BRT-3 studies considered possible depot locations at Gazipur,
Airport, Mohakhali and Keraniganj. For the current BRT-3, the main depot is at Gazipur, a
1.85 ha site that previously belonged to T&T, with capacity for between 64 and 112
articulated buses (see Fig. 9.25 below)
233
Draft Final Report
CPBN Depots: In 2018, consultants on the DTCA Capacity-Building project considered

possible depot locations for a proposed BRT service from Airport to Saidabad via Pragati
Sarani and Malibagh. The project recommended depots at:
(i) Joarshahara – a 2.5 ha site at south Nikunja next to Airport Road, owned and
operated by BRTC as a bus depot. The consultants proposed using this site for up to
123 CPBN buses, with BRTC buses shifting to a new depot on government-owned
land at Purbachal (which would be more suitable for the Purbachal-Kuril BRTC bus
services) – see Fig. 9.24.
(ii) Saidabad Bus Terminal – this is a 6 ha existing bus terminal with capacity for over 300
buses, and was proposed as a satellite depot for the CPBN BRT service – see Figs. 9.21
and 9.22.
The consultants looked at other possible depot locations (see Appendix 9, Table A9.1) but
did not consider them suitable.
DTCA Capacity-Building Project, 2018 – Possible BRT-7 depots: The consultants on the
DTCA project were also requested to find possible locations for future BRT-7 depots. They
identified and evaluated 12 sites between Narayanganj to Pubail (Figs. 9.22, 9.24 and
Appendix 9), and concluded:
• Two main depots would be needed for the BRT-7 Narayanganj-Pubail corridor
• No suitable sites were found in the southern part of the corridor due to limited land
availability, high cost, flooding, etc.
• None of the investigated sites seemed obvious choices
In fact, the consultants’ review was limited because they did not consider land values or
current ownership, and many of the sites were at interchanges which might be more suitable
for TOD rather than depots.
In short, the DTCA Capacity-Building consultants found it very difficult to identify suitable
depots for the BRT-7, and concluded:
“The fact that no location has been found in the southern part of the corridor is a
major issue, because such a long corridor requires 2 depots, one at each end, when
considering the need to divide buses between both ends, with a view to avoiding too
many dead kilometres. Since a suitable location with the required 2ha acreage
cannot be found in the southern part of the corridor, we may try to search for smaller
locations, with just enough acreage to host buses which need to start service at the
southern terminal.” (Working Paper on Depot Location Options for DTCA Corridor,
Jan. 2018, Chapter 4).
234
Draft Final Report
MRT and Railway Depots:
As well as BRT projects, the different MRT and rail projects in Dhaka are also looking at
potential MRT/rail depots, which are considerably larger in size. Proposals in recent
feasibility studies are shown in Appendix 9 and include:
• Fatulla: High Speed Rail station near Narayanganj Osmani Stadium

• Demra: 26 ha depot proposed by Dhaka Circular Rail feasibility study (note that this
conflicts with the BRT-7 alignment)
• Dasherkandi: Three 40 ha depot sites considered in MRT-5 (south) feasibility study
(note that one of these options conflicts with the BRT-7 alignment)
• Rupganj: Two 25 ha depot sites considered for MRT-1
• Trimukh, Mausaid: 17 ha rail stabling yard proposed by Dhaka Circular Rail feasibility
study (note that this is located immediately next to the BRT-7 alignment)
• Daripara: 67 ha railway workshops proposed by consultants to BD Railway under
Pubail-Dhirasram new rail line project
• Dhirasram: New ICD container depot
Hence the BRT-7 project has to compete with these other transit projects in finding land for
depot facilities, and in some cases the proposed rail/MRT depots actually conflict with the
BRT-7 corridor alignment.
9.8.3 Recommended depots for BRT-7
As detailed in Section 8.7 above, it is proposed to introduce the BRT-7 in four phases, with
eventually 670 buses in total (Table 9.5). With such a long corridor ( >82km, including the
links to Gulistan and Gazipur), a number of depots will be needed at different locations along
the route.
After reviewing possible depot locations identified in other studies, and from the BRT-7
Team’s own investigations, the following depots are recommended for the BRT-7 corridor
(see Table 9.6 and Figure 9.14):
235
Draft Final Report
Table 9.6: Proposed Location of Depots for BRT-7
Serial Location Approx. Capacity Comments

No. Size (Ha.) (buses)
1 Narayanganj: Alauddin Khan Stadium, 1 50 New site, with new sports pitch to be built on top of proposed
Nitaiganj BRT-7 depot
2 Narayanganj: Launch Ghat 0.4 20 Existing bus terminal to be re-organised
3 Narayanganj: Kalagachia (east bank of 2.6 130 New site. Longer-term opportunity to utilise new bridge and
Sittalakhya) connect east bank
4 Saidabad Bus Depot 6 300 Existing bus terminal to be re-organised
5 BRTC Purbachal Depot, Sector 3 2.8 150 Vacant site owned by BRTC
6 South-east Gazipur 4 200 New site, next to proposed expressway interchange
7 Kapasia 2.6 130 New site, combined with BRT-7 terminal
8 Rajendrapur Chowrasta 2.6 130 New site, combined with BRT-7 terminal
TOTAL 1,110 Theoretical long-term total capacity
Note: Site capacity is based on 100 buses per 2 hectares. The proposed depot area takes into account local land availability and BRT fleet
requirements
236
Draft Final Report
Fig. 9.14: Location of Depots proposed for BRT-7
7
8
1 2 3
237
Draft Final Report
Phase 1 Depots: Narayanganj to Dhaka Gulistan
For Phase 1, the depot requirement is to eventually accommodate about 150 buses. Depots
are needed at both ends of the corridor, so that services can start and finish at both ends, and
located close to the corridor ends to minimise ‘dead-running’.
Four depots sites are recommended for Phase 1, as follows (Fig. 9.15):
1. Alauddin Khan Stadium, Nitaiganj, Narayanganj

2. Launch Ghat / Rail Station
3. Kalagachia (east bank of Sitalakhya, long-term option)
4. Saidebad bus terminal
Fig 9.15: Narayanganj BRT-7 depot locations studied / proposed
1. Alauddin Khan Stadium, Nitaiganj, Narayanganj
This is a 1 ha site very close to the proposed BRT-7 extension to Nitaiganj. The site is currently
a public playing field, bordered by Adarsha Girls' High School & College and other buildings
(see Figs. 9.16 and 9.17).
It is recommended that the site is used for a BRT satellite depot which could accommodate
about 50 articulated buses. To retain and improve the stadium as a public facility, it is
recommended that the playing field and sports facilities are re-located on the roof of the new
BRT depot (see Figs. 9.18 and 9.19 for examples).
238
Draft Final Report
Fig. 9.16: Close-up of Alauddin Khan Stadium, Nitaiganj
Fig. 9.17: Alauddin Khan Stadium, Nitaiganj
239
Draft Final Report
The proposed site would be excellent for a BRT satellite depot on account of:
• Existing public land (no land acquisition involved)

• Large enough to provide satellite depot facilities for 50 buses
• Very close to the start of the proposed BRT-7 corridor at Nitaiganj
• Construction of an all-weather roof-top sports field with spectator seating would be a
great asset for the people of Narayanganj.
As the examples from USA and China show, provision of a rooftop playing field is feasible and
would be a great asset for central Narayanganj.
Fig. 9.18: Two images of University of California San Diego, Rooftop Sports Field and Parking
Complex
The structure is located at the Health Sciences Faculty at La Jolla, California. It is a two-level
car park with 428 spaces, and a rooftop synthetic-turf soccer field and archery range
240
Draft Final Report
Fig. 9.19: Shanghai’s rooftop stadium at the New Jingan Sports Center
The stadium is built entirely on a rooftop which is 13 meters above the ground. The rooftop section is
16,253m2 (1.6 ha) and can hold up to 750 people to watch a game. It’s also equipped with a 6-lane,
standardized running track.
2. Satellite Depot and bus layover at Narayanganj Launch Ghat
The existing bus terminal at Narayanganj Launch Ghat is approximately 0.4 ha and
government-owned. It is used only for long-stay bus parking (with some informal repair
work), hence it is currently under-utilised and would be very suitable as a small satellite depot
and day-time layover for BRT-7 services. Being next to the Launch Ghat, it would be ideal for
commencing/finishing early morning and late evening services (see Fig. 9.20).
241
Draft Final Report
Fig. 9.20: Aerial view of existing bus terminal at Narayanganj Launch Ghat
3. Kalagachia Depot, east bank of Sitalakhya River
In the long-term a large-scale depot will be needed in Narayanganj, when the BRT-7 fleet has
increased to serve the whole corridor. However, as described in the DTCA Capacity-Building
report (Section 9.8.2 above), there is an acute shortage of suitable locations in the south of
the corridor.
If the proposed bridge at No. 5 Guderaghat goes ahead and is dedicated to BRT vehicles (see
Section 7.8.8 above), this would open up the possibility of establishing a full BRT-7 depot on
the east bank of the Sitalakhya.
The proposed location for this depot (Fig. 9.15) is indicative only. However, it would be of
great value to the growing population on the east bank of the Sitalakhya, as it would enable
fast congestion-free services direct to Narayanganj centre and the rest of Dhaka.
Although the Kalagachia depot may not be required until Phase 2 or Phase 3, it should be
included in the BRT-7 detailed design.
242
Draft Final Report
4. Saidebad Bus Terminal
This is one of Dhaka’s three main bus terminals. First developed in the 1980’s, it is about 6
ha in area and well-located in relation to the Hanif Flyover and Dhaka-Chittagong Road (Fig.
9.21).
Like the Narayanganj Launch Ghat bus terminal, it is greatly under-utilised. It is mainly used
for long-stay parking of buses and the workshop facilities are under-utilised. Previous studies
such as the DTCA Capacity-Building project proposed Saidabad as the southern satellite depot
for the proposed Airport-Saidabad BRT service.
Fig. 9.21: Saidabad bus terminal – proposed for BRT-7 depot
Saidabad would be an ideal location for a depot at the western end of the proposed BRT-7
Phase 1 (Fig. 9.22) as it is:
• Government-owned (hence no land acquisition required)

• Close to the proposed start of BRT-7 services (1.8km from Gulistan)
• Already functioning as a bus depot
• Excellent access to the Hanif Flyover and Dhaka-Chittagong Road
• Current under-utilisation means that an efficient BRT-7 depot could be introduced
without detriment to other bus services
243
Draft Final Report
This would be the main depot for BRT-7 Phase 1, and capacity for 80 buses would be needed
initially, with scope for further expansion as the BRT-7 services increase.
Fig. 9.22: Proposed Saidabad depot and other potential locations
Note: Letters refer to potential depot locations identified in this study and other previous BRT
/ MRT studies – see Appendix A9.1 for full list of locations identified
Phase 2 Depot: Narayanganj to Purbachal Expressway
For Phase 2 of the BRT-7 service, a northern depot will be needed close to the Purbachal
Expressway. The recommended location is at Purbachal Sector 3, which is a government-
owned site already allocated in the Purbachal Master Plan for a bus depot (see Fig. 9.23).
5. Purbachal Bus Depot
The Purbachal site is approximately 2.8 ha. It was recommended to the DTCA Capacity-
Building project as a northern depot for the Airport-Saidabad BRT (Core Pilot Bus Network).
However, the CPBN project consultants did not recommend this location as it was 13km from
the northern end of the BRT corridor and would have involved a huge amount of ‘dead-
running’ costing about $800,000 annually.
The site is about 5.4km to the east of the BRT-7 alignment, hence this location would also
involve a large amount of ‘dead running’. However, if buses travelling to and from the depot
are also used for local services, this will reduce the cost of ‘dead-running’. The CPBN study
prepared a depot layout plan for 150 buses at this site, with full depot facilities (Fig. 9.23).
244
Draft Final Report
Fig. 9.23: Proposed Purbachal BRT depot layout for 150 articulated buses and workshops
Source: Core Pilot Bus Corridor (CPBN), Infrastructure Concept Design, Mission 3.1 Draft
Report, Dec. 2018 – Chapter 6, Fig. 90, Depot Layout, Safege et al. Consultants for the DTCA
Capacity Building Project
Alternative Phase 2 Northern Depot:
If the Purbachal depot was not considered suitable for the BRT-7 project, then alternative
depot locations may be found close to Kuril Interchange (at locations Q, R or S in Fig. 9.24).
245
Draft Final Report
Fig. 9.24: Proposed Purbachal depot and other potential locations
Phase 3 Depot: Purbachal Expressway to Gazipur:
BRT-7 Phase 3 extends for about 20.5km to Gazipur, and will eventually require an estimated
150 articulated buses. A new depot will be needed in the Gazipur area to serve the northern
end of the route, and also Phase 4 services to Kapasia and Rajendrapur.
6. South-east Gazipur BRT-7 Bus Depot
The new Gazipur depot should be a large site with capacity for up to 200 buses, as it will serve
both southbound and northbound services. For this a new site will be needed, as the current
BRT-3 facilities (Gazipur terminal and Gazipur depot) will not be large enough for such a
sizeable fleet. Moreover, the Gazipur BRT-3 depot is located 2.5km from Gazipur centre and
5km from the main BRT-7 corridor, hence it would involve a lot of ‘dead-running’.
Various locations around Gazipur were explored in this study, and the preferred location is a
4 ha site at the intersection of BRT-7 corridor and the proposed Narayanganj link road (see
Fig. 9.25).
246
Draft Final Report
Fig. 9.25: Proposed BRT-7 depot at south-east Gazipur
Fig. 9.26: Close-up of proposed BRT-7 depot (6) at south-east Gazipur
This location is recommended because:
247
Draft Final Report
• It has good access to the intersection of the north-south BRT-7 corridor and the
Gazipur link road
• It is undeveloped and relatively cheaper agricultural land
• It is a large area capable of accommodating a 4 ha depot serving 200 buses in the long
term
• As an expressway interchange with limited access, this area is not proposed for TOD
development
Phase 4 Depots: Kapasia (7) and Rajendrapur Chowrasta (8):
Phase 4 of the BRT-7 will extend from Gazipur to Kapasia and Rajendrapur Chowrasta. This
extension will potentially provide THREE BRT services in the long-term:
i. Gazipur to Kapasia (27km terminal to terminal)

ii. Gazipur to Rajendrapur Chowrasta (22km terminal to terminal)
iii. Rajendrapur Chowrasta to Kapasia (18km terminal to terminal)
The exact number of buses needed to serve these three BRT routes will have to be determined
at the detailed design stage. For this study, a tentative allocation of 220 buses is made, with
two Phase 4 depots required at the route ends, Kapasia and Rajendrapur Chowrasta – see
Figs. 9.27, 9.28 and 9.29.
Fig. 9.27: Location of Phase 4 Depots at Kapasia (7) and Rajendrapur Chowrasta (8)
248
Draft Final Report
Fig. 9.28: Close-up of proposed BRT-7 depot at Rajendrapur Chowrasta
The proposed depot site is approximately 2.6 ha with capacity for 130 buses. It would also
serve as the north-west BRT-7 terminal
Fig. 9.29: Close-up of proposed BRT-7 depot at Kapasia
The proposed depot site is approximately 2.6 ha with capacity for 130 buses. It would also
serve as the north-east BRT-7 terminal
249
Draft Final Report
9.9 Design for the future MRT on the Corridor
This study has not gone into detail regarding the design of a future MRT along the BRT-7
Corridor. However, three aspects of the proposed future MRT have been considered in this
report:
1. Future MRT alignment and elevation

2. Future MRT stations – location and interchange with BRT-7 and other transit
3. How to accommodate a future MRT at the intersections and interchanges
Details of the above are contained in Chapters 5, 6, 8 and 9.
The physical and operational design of the proposed future MRT should be fully compatible
with the other MRT lines being developed in Dhaka. The technical specification for the MRT
system is shown in Appendix 10, based on the design parameters for MRT-6 and MRT-1.
250
Draft Final Report
Appendices
251
Draft Final Report
Appendix 1: BRT-7 Feasibility Study Terms of Reference
252
Draft Final Report
253
Draft Final Report
254
Draft Final Report
255
Draft Final Report
Appendix 2: Details of Existing Land-Use along the BRT-7 Corridor

Southern Section: Narayanganj to Old Demra Road
Residential land use is central in the

southern region as it occupies more
than 45% of the total land. This is
followed by Waterbody and
agricultural land which covers
respectively 24% and 17% of the total
land area. Urbanized housing areas
are located in Sidhhirganj, and
Narayanganj Pourashavas (NCC
Area), Fatullah, Kanchpur, etc. In
Transport
Industrial 6%
7%
Agriculture Residential
17% 46%
Water body
24%
Fig. A2.1: Narayanganj to Demra Landuse
addition, almost all are rural home

stead areas for
the low-income group that resulted

Fig. A2.2: Existing Landuse (Narayanganj to Demra Road)
from the lack of approved detailed
plan.
The southern region has the largest industrial area in RAJUK, especially Narayanganj that is
known as the industrial city of Bangladesh. Industrial activities have been mainly developed
along the Shitalakhhaya River, Buriganga River, Dhaka-Chittagong Highway, and Dhaka-Sylhet
Highway.
Shitalakkhya River passes through at the south-eastern part and western part of Balu River of
this region. This region also situated besides Old Brahmaputra River. Agricultural Land use
occupies almost half of the region because of its large water network and irrigation facilities.
Water body is third in order in terms of their occupied land, supportive for cultivation. Total
area of water body is 24% in respect of total land area of this region.
256
Draft Final Report
Middle Section: Old Demra Road to Purbachal Link Road

The main point of the region is Bonsree
area, Madani Avenue and Purbachal Area.
The Bonosree to Purbachal link road
region is a predominantly agricultural
area that occupies more than 37% of the
entire region. The built-up area, which is
mainly residential (see Error! Reference
source not found.6), occupies only 20%.
The agricultural land is mostly low-lying
land.
Since the eastern region is located at the

peripheral area of DMA, sub-urban
housing areas are situated on both sides
of the roads within this area. Several
numbers of private housing estate like
Bashundhara, Amin Mohammad Group
are also available in this region. More
urbanization would occur surrounding the
peripheral semi-urban area of this zone
being within the vicinity of the urbanized
area.
Though the region is already declared as a Fig. A2.3: Existing Landuse (Demra road to Purbachal link road)
new urban area in the Master Plan then
the region is undeveloped just for
wetland. About 19% of total area is water body.
Transport Industrial
3% 1%
Water body
19%
Agriculture
37%
Vacant
Land
20%
Residential
20%
Fig. A2.4: 300 ft road (near pink city)
Fig. A2.5: Landuse Bonosree to Purbachal Link Road
257
Draft Final Report
Middle-Northern Section: Uttarkhan to Dhirasram
The map depicts the landuse of Uttarkhan

to Dhrisram area. The region is mostly
occupied by the Residential land. About
43% of the total area is used for residential
purpose. Major residential areas are
Termukh (Uttarkhan), Pubail, Megh dubi.
Major development of the area is termed
as semi-urban and mostly accommodate
middle incomepeople.
Majukhan Bazar, only commercial hub of

this region is located at the centre of this
region. This is also a major growth centre
of this region.
Agricultural land are scattered in all over
the region. More than one-third of the area
Fig. A2.6: Existing Landuse (Uttarkhan to Dhirasram)
Fig. A2.7: Majukhan Bazar
38% can be classified under this category.

Major part of this category lies in Uttarkhan area. Both side of agricultural land are bounded
by peripheral semi- urban area.
Balu River passes through the middle part of this region. Waterbody situated in a compact
ways and mostly located in Termukh (Uttarkhan) area. Agricultural Land use occupies both
side of the Balu River. Total area of water body is 9% in respect of total land area of this region.
258
Draft Final Report
Dhirasram to Gazipur
Dominant landuse of this region is

residential. About 42% of the region is
covered with this land category. Gazipur is
the major commercial centers in this region
which is also responsible for high residential
landuse. In general, urbanized housing areas
have been developed for middle-income
group, and the rural homestead areas are for
low-income group. New planned residential
areas are also being developed as private
housing projects.
Commercial and industrial landuse are

intensively located in this region. Easy
proximity with Dhaka provide scope for
these categories to thrive. No planned
demarcation can be found in these
categories development.
Large part of the agricultural land is

considered to be relatively of “high-value
agricultural land.” The swampy areas used
for agriculture are situated by the side of the
Fig. A2.8: Existing Landuse (Dhirasram to Gazipur) Chalai Khal in the south-northern parts of the
region.
Restricted land of 4% is mainly occupied by the Taksal in the western side of the region.
259
Draft Final Report
Appendix 3: Details of Highway Projects Planned and in Progress

This appendix gives details of major highway projects in progress or proposed on Dhaka’s east
side. The projects are highly relevant to the BRT-7 corridor as they are either in parallel north-
south, or else cross the corridor east-west. It is essential that they are integrated with the
the BRT-7 corridor, especially at intersections.
Table A3.1: List of major highway projects relevant to the BRT-7 Corridor
Sl. Highway Project Lead Scope Implementation
No. Agency Status
In Progress, North-South:
1 Dhaka Elevated BBA 47km, 4-lane tolled In progress,
Expressway (DEE) expressway completion 2022
2 Rampura-Demra RHD, Part-elevated 4-lane tolled Approved. Now
Elevated Expressway PPPA expressway seeking PPP funding
3 R111 Narayanganj Link RHD Upgrading to 6-lane highway Approved by
Road ECNEC, Jan 2020
4 N3 Joydevpur – RHD 87km, upgrading to 8-lane Joint venture
M’singh Expressway expressway approved 2020
In Progress, East-West:
5 N301 Purbachal BD Army, Upgrading under Jolshiri Under construction
Expressway RAJUK Project, with grade-separated
intersections
6 Madani Avenue BD Army, Upgrading under Jolshiri Under construction
RAJUK Project to 4-lanes with grade-
separated intersections
7 N105 City Bypass RHD Upgrading to 4-lane PPP toll Contract signed Jan.
highway 2019
8 Jatrabari-Demra RHD 4-laning of Jatrabari-Demra Tenders floated,
Highway highway July 2019
9 Dhaka-Ashulia BBA 4-lane elevated expressway Land acquisition in
Elevated Expressway with 4-lanes underneath progress
10 Narayanganj Bridge, LGED, 2-lane road bridge crossing Feasibility study
No. 5 Godarghat NCC Sitalakhya from rail station commissioned
2018
Proposed Highways, North-South:
11 Dhaka Flood BWDB, 4-lane highway and circular DPP in preparation
Embankment Road / RHD, BR rail on proposed flood
Dhaka Circular Road, embankment
Phase 1 (near
Trimukh)
12 Dhaka Circular Road, RHD 65km road Demra to Tong on PDPP already
Phase 2 Dhaka’s west side, passing prepared
through Chasara Junction. 4-
lane, limited access
260
Draft Final Report
13 New highways in DNCCC (& Feasibility Study of Roads, Feasibility Study

newly-added 18 wards IWM Drainage, Footpaths in 18 completed in 2017
in DNCC eastern fringe consultan newly-added wards
ts)
14 North-south highway, RAJUK Proposed in 1st DAP and RSTP Continuous route
Matuail to Mousaid as 4-lane highway unlikely due to
sections blocked by
urban development
15 Dhaka-Sylhet Highway RHD 214km, upgrading to 4-lane Dhaka-Sylhet
highway plus service lanes, section still under
starting at Kanchpur Bridge consideration
Proposed Highways, East-West:
16 Dhaka East-West BBA 39km elevated 4-lane highway Feasibility Study
Elevated Expressway (part of Middle and Outer Ring completed in 2017
Road). Crosses BRT-7 approx.
5.8km n of Chasara
17 Jahurul Islam Avenue RAJUK Eastward extension Proposed in First
DAP and new DAP
18 R301 Tongi-Ghorashal RHD New highway alignment on Proposed project in
Highway south side of rail line New DAP, 2015-35
19 Outer Ring Road and GCC, Expressway (Ring Road) and Mostly still in
Improvements around LGED and Local Roads planning stage
Gazipur RHD
20 R312 Rajendapur- RHD Widen to 4-lane RHD proposal
Kapasia Highway
261
Draft Final Report
1. Dhaka Elevated Expressway

The 46.73km Dhaka Elevated Expressway will link the Shahjalal International Airport and the
Dhaka-Chattrogram Highway.
Fig. A3.1: Alignment of Under-Construction Dhaka Elevated Expressway
Source: Daily Star, 9th August 2018 and 26th Feb. 2020
The project is in three parts: Airport to Banani – 7.45 km; Banani to Moghbazar – 5.85 km;
Moghbazar to Kutubkhali – 6.43 km
The 47km length includes the length of the mainline (20km) and 27km of the 31 ramps in the
original design. The entire scheme requires 220 acres of land. The government had to acquire
26 acres of private land along the entire route and at least 7 acres for the first segment alone.
Work on the Tk 135 billion ($1.66bn) project began in 2011 but hit several snags, with only 22
percent of the construction work being completed up to 2019. Scheduled completion date is
now Oct. 2022.
262
Draft Final Report
2. Rampura – Amulia – Demra Elevated Expressway Project
The 4-lane Rampura-Amulia-Demra Elevated Expressway is a proposed PPP project of RHD. It

is 13.5km and extends from the Rampura Bridge near Hatirjheel to the Chittagong Road
(National Highway N1), with a spur to the N2 Sylhet Highway at Tarabo junction. Based on a
feasibility study by WSP/MMM Group Limited of Canada, construction cost is expected to be
approximately $262 million and traffic is forecast to reach 55,000 vehicles per day in 2035.
Fig. A3.2: Proposed alignment for Rampura-Demra Elevated Expressway
Source: BRT-7 Study Team
263
Draft Final Report
Fig. A3.3: Proposed Rampura-Demra Elevated Expressway: grade-separated junction with

Sheikher Jayga east-west road
BRT-7 corridor
approximate
alignment
Source: Video presentation of proposed Rampura-Demra Expressway, 2019

https://www.youtube.com/watch?v=m1JJqtp5EqY
NOTE: The above image shows the approximate location of the interchange with BRT-7, but
no BRT-7 corridor is shown in the video
3. R111 Narayanganj Link Road Upgrade to 6 Lanes

Source: Dhaka Tribune, 28th January 2020
ECNEC approved upgradation of Narayanganj Link Road (from Signboard to Chashara) into
six-lanes at a cost of Tk449.58 crore.
264
Draft Final Report
4. N3 Joydevpur-Mymensingh highway to be upgraded to expressway

Extracts from: Daily Star, 1st October 2020, by Tuhin Shubhra Adhikary and Rejaul Karim
Byron
A South Korean joint venture is likely to be engaged in turning the Dhaka-Mymensingh

highway into an expressway under a public private partnership (PPP) initiative.
The Cabinet Committee on Economic Affairs yesterday approved a proposal to convert an 87-
kilometre section from Gazipur's Joydebpur to Mymensingh into an expressway under a
government-to-government contract.
An expressway is a highway especially planned for high-speed traffic, usually with no or very
few intersections, limited points of access or exit, and a divider between lanes for traffic
moving in opposite directions.
South Korea has already selected three companies -- SK E&C, Korean Expressway Corporation
and Lotte E&C -- for implementing the Joydebpur-Mymensingh project. The SK E&C will be
the lead company, said an official of the Ministry of Road Transport and Bridges.
The preliminary cost of the new project has been estimated to be Tk 3,353 crore, said an
official of the Roads and Highways Department (RHD), adding that the estimate may vary. As
the project would not require too much land, the duration of the project will be relatively
short, he said.
Under the project titled "Improvement of Dhaka (Joydebpur)-Mymensingh into Expressway

with Service Lane on Both Sides through PPP," the authority aims to ensure better
connectivity between the capital and Mymensingh division, where 10 economic zones will be
established, said the RHD officials.
Once complete, this would be the first expressway in Bangladesh with eight lanes – four main
lanes, two emergency and two service lanes, they said. It will also be the first road in the
country with dedicated emergency lanes, they added.
Public Private Partnership Authority (PPPA) and Korea Overseas Infrastructure and Urban
Development (KIND), a Korean organisation for providing support to global PPP businesses,
signed a memorandum of understanding in April last year.
The RHD submitted two projects and South Korea so far accepted the Dhaka-Mymensingh
Highway project, said Shishir Kanti Routh, additional chief engineer of the RHD.
Then the RHD, following the endorsement of the PPPA and through the Ministry of Road
Transport and Bridges, recently sent the proposal to the Cabinet Committee on Economic
Affairs for "in-principle approval", he said.
265
Draft Final Report
Now, an adviser would be hired to carry out a detailed feasibility study and physical and
financial assessments before the final contract is signed, he added.
WHY EXPRESSWAY?
Between July 2010 and June 2017, the RHD had upgraded the two-lane Dhaka-Mymensingh
highway to a four-lane one spending around Tk 1,800 crore.
However, the cost of the project was Tk 902 crore when the Executive Committee of the
National Economic Council (Ecnec) approved the project in June 2010 and the deadline was
June 2013.
But poor development project profiling forced the authority to change the cost and deadline
of the project several times, according to a report of the Implementation Monitoring &
Evaluation Division (IMED) of the planning ministry published in June this year.
The IMED report mentioned poor maintenance and presence of a huge number of illegal
markers on the road and absence of mechanisms to control overloading as poor aspects of
the project.
The report also recommended upgrading the national highway to six or eight lanes as a huge
number of industrial units had developed on both sides of the road.
5. N301 Purbachal Expressway – new carriageway and grade-separated

intersections
The Bangladesh Army is currently constructing major highway and drainage works along
Purbachal Expressway as part of the Jolshiri Project. This project is developing road access
and drainage for the Jolshiri Abashon army housing scheme (https://jolshiriabashon.com/).
The work on Purbachal Expressway is part of the >Tk.1700 crore project and includes
construction of 100 foot canals either side of the 300 foot highway, plus re-profiling of the
length between Kuril Flyover and Purbachal, 5 grade-separated intersections (including at the
BRT-7 Corridor), 6 river/khal bridges, and several underpasses. (Fig. A3.4)
Further details of the intersections with BRT-7 are given in Chapter 7, Concept Design.
266
Draft Final Report
Fig. A3.4: Main components of Purbachal Expressway and Madani Avenue upgrades
BRT-7
Corridor
Source: Bangladesh Army, Project Engineers, 2019
6. Madani Avenue – upgrade to 4-lane Highway
Madani Avenue is currently being upgraded and extended eastwards as a 4-lane highway, as
part of the Project around the Jolshiri.
The highway upgrade includes three grade-separated junctions: (i) with the BRT-7 corridor;
(ii) at two link roads running north through the Jolshiri development to Purbachal Expressway.
Further details of the intersection with BRT-7 corridor are given in Chapter 7, Concept Design.
267
Draft Final Report
7. N105 Dhaka City Bypass – upgrade to tolled 4-lane expressway
Fig. A3.5: A layout plan of Dhaka bypass to be implemented under the PPP initiative
Construction work of Dhaka Bypass begins

Dhaka Tribune, 26th December 2019, by Shohel Mamun
(Extracts): The government is all set to transform a two-lane highway into a four-lane
expressway that will allow travellers and goods vehicles between Rangpur and Sylhet-
Chittagong route to avoid hectic Dhaka traffic. The new road will bypass Dhaka through
Gazipur and Narayanganj, and construction is scheduled to finish in four years. Road
Transport and Bridges Minister Obaidul Quader will inaugurate the construction work of
Dhaka Bypass project today at Kanchan near Purbachal.
Dhaka Bypass — a part of Asian Highways which is also known as the Great Asian Highway —
is a cooperative project among countries in Asia and Europe and the United Nations Economic
and Social Commission for Asia and the Pacific, aimed to improve the highway systems in Asia.
Acting as an alternative route for commuters, the expressway is known as Dhaka Bypass will
not only save travel time, but also help reduce vehicle operating cost on the National Highway
(N105). “The project will be completed in the next four years,” said Sabuz Uddin Khan,
director of Support to Joydevpur-Debogram-Bhulta-Madanpur Road (Dhaka Bypass) PPP
Project. Once built, it will be the second-largest expressway after the Dhaka-Mawa
expressway. No slow-moving vehicles will be allowed on it.
268
Draft Final Report
The 48-kilometre expressway will allow vehicles to drive at a speed of 120kmph speed, which
means the vehicles will not take more than 40 minutes to travel from Narayanganj’s
Madonpur to Gazipur’s Kodda. The commercial road will have service lanes on both sides for
vehicles operating without paying tolls. These lanes will make the road communication easier
between Dhaka, Gazipur and Narayanganj cities, through Purbachal Residential Area.
The existing road between Kodda and Madonpur faces huge traffic congestion as truc and
covered vans are not allowed to ply through Dhaka city during the daytime.
On January 4 this year, Chinese consortium Sichuan Road and Bridge Group, Shamim
Enterprise Ltd, and UDC Construction Limited had signed a concession contract with
Bangladesh government to upgrade the road under a public-private partnership (PPP)
agreement. The consortium will design, build, finance, operate, and maintain the tolled
expressway over a 25-year concession period, and will be able to charge tolls based on vehicle
types.
The total cost of the project is Tk3,500 crore, with the government offering viability gap
funding of Tk310 crore and a minimum revenue guarantee to the consortium to optimize the
cost of financing. The contract also provides the government with a share of revenues
generated by the consortium over a certain threshold.
According to the detailed project plan, five flyovers will be built under the project at Bhogra,
Mirerebazar, Bastul, Dhirashram, and Kanchan points of the bypass road to avoid railway
crossings and intersections. Three four-lane bridges will also be constructed over the
Shitalakshya River at Kanchan, Ulokhola and Nagda, according to the plan.
8. R201 Dhaka Jatrabari-Demra Highway – upgrading to 4-lane highwayway
ECNEC approves Tk 369cr Jatrabari-Demra highway 4-lane project

Source: Daily Star, 22nd January, 2019
(Extracts): ECNEC today approved the upgradation of the Jatrabari (Mayor Hanif Flyover)–
Demra (Sultana Kamal Bridge) highway into four-lane project with Tk 368.87 crore in a bid to
facilitate vehicular movement and reduce traffic congestion. The Roads and Highways
Department under the Roads and Highways Division will implement the project by June 2020
with entire government fund.
Planning Minister MA Mannan said the Jatrabari-Demra-Shimrail-Narayanganj (Chashara) is

an important regional highway which is connected with two important highways Dhaka-
Chattogram National Highway (N-1) and Dhaka-Sylhet National Highway (N-2). “Under the
269
Draft Final Report
circumstances, the project was placed in the day’s meeting and was approved,” added the
official.
The main project objectives include upgrading the Jatrabari-Demra Highway into four-lane,
ensuring smooth plying of vehicles through minimizing traffic congestion, introducing
separate service lanes for the plying of engine-based and engine-less vehicles and thus
reducing accident tendency to a big extent.
An official at the Roads and Highways Division said that the vehicles to and from Sylhet usually
avoid the Kanchpur Bridge due to traffic congestion and use the Tarabo-Jatrabari road which
is 10 kilometer long and 7.3 meter wide.
Under the proposed project, the road would be upgraded into four-lane with a width of 15.60
meter. Besides, there will be separate service lanes for the slow-moving vehicles.
The main project operations include 0.0728 hectare land acquisition, some 4.1633 lakh cubic
meter earth works, construction of four-lane main carriage way, construction of 6.645
kilometer service lane, construction of eight underpasses, construction of PC girder bridge,
over bridge, and drains with footpath.
9. Dhaka-Ashulia Expressway Project

Source: Bangladesh Post, 7th Nov. 2019
The Bangladesh government and Chinese government are implementing the project on
government to government (G2G) basis to ease the city communication with Ashulia
industrial area and EPZ. The Dhaka-Ashulia Elevated Expressway will be connected with the
Dhaka Elevated Expressway which is under construction. The 24-kilometer elevated
expressway will start from opposite Dhaka Airport (Kawla) and end at Savar EPZ via
Abdullahpur-Bipail-Ashulia over the rail line from Kowal. The project is scheduled to be
completed by December 2024.
The feasibility study of this project was done on March 25, 2017. The DPP was approved on
September 25, 2017 for a five-year period.
Taka 16,901 crore will be spent in constructing the elevated expressway. Of the total amount,
Taka 10,949.90 crore will come from the loan from Exim Bank of China and Taka 5,951.41
crore from the government treasury. Under the project, a three-kilometer four-lane bridge
will be built instead of existing road embankment in Ashulia for the sake of environment and
14-kilometer road under the expressway will be upgraded to four-lane, the project officials
said.
270
Draft Final Report
Two flyovers will be constructed in Nabinagar under Savar upazila while length of each flyover
will be one kilometer, they said, adding that 18 kilometers drainage will be constructed along
both sides of the expressway.
For the acquisition of land, Tk 230 crore has already been paid to the Deputy Commissioner
of Dhaka and Tk 70 crore to the Deputy Commissioner of Gazipur.
Bangladesh will pay a total of 25 (3 years construction work and the next 4 years) a year by
collecting tolls from these roads. [NOT CLEAR]
The Dhaka-Ashulia elevated expressway project director is currently (Nov. 2019) BBA
Engineer Md Shahbuddin Khan.
10. Kadamrusul Bridge, No. 5 Gudaraghat, Nayayanganj
From LGED Website:

The Government of Bangladesh is implementing using its own funds 'Construction of
Kadamrasul Bridge over the river Shitalakhya near No. 5 Gudaraghat of Narayanganj City
Corporation (NCCKB) Project' through Local Government Engineering Department (LGED) and
Narayanganj City Corporation (NCC) under MoLGRD&C with a view to connect a large part of
NCC that falls under Bandar Upazila on the east side of Shitalakhya to the rest of the NCC
(Sadar Upazila) located to the west side of Shitalakhya.
Short Title: NCCKB

Ministry: LGRD
Executing Agency: Local Government Engineering Department &
Narayanganj City Corporation
Approval Ref: 46.093.014.01.00. 369.2017-945 Dated:18/12/2018
Project Code: 224257700
Sector: Urban
Status: Ongoing Investment Project
Funded By:
Budget: 59075 Lac
Start Date: Jul-2018
Completion Date: Jun-2022
Name of PD: Abu Saleh Md. Hanif
Continued……….
271
Draft Final Report
From EQMS Website: https://eqms.com.bd/index.php/details/84-portfolio/374-feasibility-and-

detailed-structural-design-of-bridge-over-the-river-shitalakhya-2nd-connection-in-narayanganj-city
Fig. A3.6: Artist’s Impression of No. 5 Gudaraghat Bridge over Sitalakhya, Narayanganj
Feasibility And Detailed Structural Design of Bridge Over the River Shitalakhya (2nd
Connection) in Narayanganj City
Ghat 5 of Narayanganj Sadar Upazilla and Ekrampur Ispahani Ghat of Bandar Upazilla River
Crossing is considered to be the most important river crossing and lifeline of commerce in
Narayanganj City Corporation (NCC) and goods and passenger by water based transport to
Bandar Upazilla and other places in the country.
Considering the above facts, the Ministry of LGRD & Co-Operatives and LGED have committed
to program for the Feasibility Study and Detailed Design of the Ghat 5 of Sadar Upazilla and
Ekrampur Ispahani Ghat of Bandar Upazilla River Crossing by a multi-purpose bridge over the
River Shitalakhya.
Accordingly, an agreement for consultancy services for the above was signed between LGED
and the Consultants, JPZ Consulting (BD) Ltd. in joint venture with EQMS to carry out the
feasibility study and detail design including Environmental Impact Assessment and
Resettlement Action Plan.
272
Draft Final Report
11. Dhaka Circular Road, Phase 1 (also known as Eastern Flood Embankment
Road and ‘Eastern Bypass’)
The Eastern Flood Embankment-cum-Bypass Road project was initiated by the Water
Resources Ministry in 1998. The alignment follows the west bank of the Balu River from Tongi
Railway Bridge (Abudullapur) to Demra (see Fig. A3.7). The primary purpose was a flood
embankment to protect Dhaka’s low-lying eastern fringe; construction of a bypass road was
a secondary objective. A circular railway was also proposed.
The first DAP 2010-2015 reserved a 300-foot alignment for the embankment-cum-highway
and this has been maintained in the new draft DAP 2016-2035.
Over the years there have been numerous attempts to mobilise funds for the project. In 2008
the Bangladesh Water Development Board (BWDB) announced it would initiate the project
with its own funds as donor-funding had not been obtained (see Appendix 3 for more details).
In 2014 the government announced that RHD and BWDB would construct a four-lane circular
road, including the Eastern bypass, around Dhaka with the assistance of Bangladesh Army.29
In 2016 BWDB submitted a Preliminary Development Project Proforma (PDPP) for the ‘Dhaka
Integrated Flood Control Embankment-Cum-Eastern-Bypass Road Multipurpose Project’. The
estimated cost was Tk.11,277 crore (about $1.3bn) for a 28.6km flood wall-cum-road
between Tongi Railway Bridge and Demra (see Fig. 4.1). 30
In 2019 Bangladesh Railways commissioned consultants31 to carry out a feasibility study for
an 81km circular railway around Dhaka, basically following the alignment of the proposed
Inner Ring Road and Eastern Bypass
In view of the importance of the flood embankment proposal to the BRT-7 project, the
following pages present further details about the project, taken from previous studies and
various newspaper reports.
2005 Dhaka STP Assessment of the Eastern Flood Embankment Road
The following extracts are taken from the 2005 STP Final Report and show the consultants’
views of the merits/de-merits of a highway on the proposed eastern flood embankment
compared with an ‘Eastern Bypass’ (on the current BRT-7 alignment).
29
Daily Star, 28th July 2014, ‘Save Buriganga from Grabbing’
30
Daily Star, 9th September 2016, ‘Eastern Bypass, the same mistake again?’
31
The appointed consultants are China Railway SIYUAN Survey and Design Group, in association with
Bangladesh consultants BETS and EAL
273
Draft Final Report
Extract from 2005 STP, Chapter 8, page 8-8 Three Eastern Bypasses
There has been some confusion over terminology regarding the Eastern Bypass. In clarification,
there are three routes which bypass the urban area to the east.
1. The Dhaka Bypass is currently under construction and is being implemented by RHD at an
estimated cost of $36m. It is located to the east of the Balu River and is included in the STP
Exhibits 8-3 and 10-1 as project #20.
2. The Eastern Bypass (note – this is the current alignment of BRT-7) is being developed by RHD
at an estimated cost of $100m and is located to the west of the Balu River. It is denoted as
project #23 in Exhibits 8-7 and 10-1. The STP study considers this highway as a spine road to
the eastern development and is a key element in that area’s road planning.
3. The third highway is referred to as the Eastern Embankment Highway and is under
consideration by a combination of BWDB/WASA/RDH/DCC/DOE/MOL at a cost of over $400m.
It is listed as project #54 in Exhibits 8-5 and 10-1. The proposal is to develop this highway as a
dual 2-lane road located on top of the dyke to the west of the Balu River. Analysis by STP has
shown that this is over designed in traffic terms and could be reduced to a 2-lane service road.
This reduction will have considerable effects on reducing the overall costs for this project, in
which the key aspect is the dyke itself not the highway associated with it.
STP Exhibit 10-4 Highway Schemes Included in Phase 2 (2010 to 2014)

54 Eastern The real justification for the embankment will be made by $300m
Embankment others on the basis of flood protection. However, the STP
(excluding
(the proposed study has shown the justification of some form of highway
land
flood on this alignment. Traffic figures vary from 500 pcus/hr to
acquisition)
embankment) 1,000 pcus/hr and do not warrant the planned dual 2-lane
highway primarily because of the presence of the Eastern
By-pass (scheme #23 as distinct from the Dhaka Bypass
scheme #20) further to the east. It is recommended that
scheme #54 be reduced to a 2-lane road. The costs have
been reduced from the estimated US$413m but much more
work is required on this scheme to identify an accurate cost
and a viable scheme. However, it has been included since
without the embankment (with or without the highway) it
will not be possible to develop the areas to the east of the
city and the west of the Balu River in a safe environment. It
should be noted further that a large part of the cost is for
the embankment itself and might reasonably be removed
from the STP estimates.
274
Draft Final Report
STP Exhibit 10-6 Highway Schemes for Phase 3a (2015 to 2019)

23 Eastern Bypass This is a key highway in the plan to open-up development in $100m
(note – this is the areas to the east. Proposed by RHD as a dual 3-lane
(excluding
the current BRT- highway it stretches for 30 kms from the Chittagong Road in
land
7 alignment) the south to just north of Tongi in the north. It links with
acquisition)
Scheme #62 (see below and also scheduled for this phase) to
create a continuous link to Narayanganj. The scheduling has
been delayed for two reasons – firstly the assumption that
the Eastern Embankment will have a higher priority due to
flood control and secondly due to the timing for the
development of the areas to the east. There is also some
concern that traffic figures varying between 1,500 pcus/hr
and 3,000 pcus/hr do not appear to justify the dual 3-lanes
throughout, It is recommended however, that right-of-way
of 60m be secured so that a dual 3-lane highway can be
achieved when required.
2008 Project Proposal for Eastern Flood Embankment Road

Govt to implement eastern bypass project at own cost
Fails to attract donor for the Tk 2,750 crore mega project
Source: New Age BD, 19th July 2008 – reported by Taib Ahmed
http://www.newagebd.com/2008/jul/19/met.html
The government has decided to implement the Dhaka Integrated Flood Control Embankment-
cum-Eastern Bypass Road Multipurpose Project with its own fund as it failed to manage any
donor to finance the Tk 2,750 crore mega project.
The government, however, will welcome donor agencies to fund the project even at a later
stage, official sources said, adding that the Bangladesh Water Development Board has already
sent the project proposal to the water resources ministry.The project proposal was finalised
after Halcrow Group Limited, UK in association with the Housing of Constant Ltd Bangladesh and
Centre for Environment and Geographical Information Services had conducted a feasibility
study, sources in the WDB said.
The main objective of the project is to protect the people in the 124 square kilometres eastern
part of the Dhaka city from flooding, they said, adding that improving the road infrastructure is
the second prominent goal of the project, expected to begin under the current fiscal and to be
completed by 2016.
The project area is surrounded by the Tongi Khal at the north, Dhaka-Demra Road at the south,
the Balu River at the east and Pragati Sarani at the West, they said.
275
Draft Final Report
Although the World Bank initially agreed to fund the project, it later retreated on ground of non-
implementation of the project without a master plan, a precondition set by the Bank for funding
the project, sources said.
The Eastern Bypass, as experts and the bank believe, will be another concrete jungle in the
eastern side of the capital unless it is implemented without a well-designed master plan.
‘As lending agencies declined to fund, we have decided in principle to start the project with our
own funding,’ Liaquat-al-Faruque, chief engineer of the Water Development Board, told New
Age on Thursday.
‘We have already sent the project proposal to the ministry and the government is working on
arranging the fund internally.’
The Bangladesh Water Development Board, Roads and Highways Department, Dhaka Water
Supply and Sewerage Authority, Dhaka City Corporation, Local Government Engineering
Department, forest department, Department of ……… Environment and Rajdhani Unnayan
Kartripakkha will be the implementing agencies of the project, he said.
According to the project proposal, there will have seven regulators in 24 kilometres long flood
control embankment-cum-eastern bypass of the city and three pumping stations to drain out
waters from six retention points.
Setting up of two water control structures has also been suggested in the proposal for the
project, which will require acquisition of 1,556 hectares of land in the area.
The Eastern Bypass Project was taken by water resources ministry in 1998, but it could not be
implemented due to unavailability of funds. The project’s initial estimated cost was Tk 2,476
crore.
The original project also included planned Dhaka City Circular railway and road. Some 70
hectares of land was also acquired for this project.
Urban planners believe that traffic congestion in the city would be eased significantly with the
implementation of the eastern bypass project. The transports from northern and southern parts
of the country will be able to bypass Dhaka through the Tongi-Demra Road.
276
Draft Final Report
2016 Project Proposal for Eastern Flood Embankment Road

Eastern Bypass – The Same Mistake Again?
Source: Daily Star, 9th September 2016, reported by Helemul Alam
Fig. A3.7: Proposed Eastern Bypass (or Eastern Flood Embankment)
Though the eastern bypass is necessary for the residents of Dhaka city to save its areas from
flood but like the western part, its planning is also not done considering the environmental
aspect properly.
According to the Tk 11,277 crore Preliminary Development Project Proforma (PDPP) of

Dhaka Integrated Flood Control Embankment-Cum-Eastern-Bypass Road Multipurpose
Project, it did not keep any scope to maintain the waterway till the Balu or other rivers,
though some canals at the eastern fringe are maintaining the waterways.
If the design of the project is not changed, like the western part, mouths of all the canals
will be blocked, which still have links with the Balu and Shitalakhya rivers.
277
Draft Final Report
According to environmentalists and urban planning experts, during the construction work
it is vital considering the environmental aspect and keeping provision of waterway for boats
to row through the different canals and maintain a link with the rivers.
Prof Nazrul Islam, former professor of economics, Dhaka University, in an article published
in The Daily Star, said that the eastern bypass should not be constructed as a cordon;
instead, it should be constructed with adequate passages left for water to pass between
the city and the river. He said the embankments with adequate sluice gates can provide a
way of retaining monsoon water in the city's canals for the dry months.
Abul Kamal Azad, chief engineer (central zone) of Bangladesh Water Development Board,
said they did not keep any provision to keep the mouth of the canals open. He said there is
still scope to change the plan as it has not been finalised yet.
The possibility of the eastern bypass being constructed in the form of an elevated road may
also be explored, said Prof Nazrul. Comprehensive cost-benefit analysis may actually show
the latter to be a better option, he said. Though the 136 square km areas of the western
part are protected from flood but the 124 square km areas in eastern part of the city
remained unprotected, for which the government is planning to construct the eastern
bypass.
BWDB chief engineer said during the 1998 flood the subject of flood protection came up in
the discussion again and the multipurpose eastern project was undertaken based on a Jica
and Halcrow study.
The project got the government's approval in 1999 with a cost of Tk 2,475 crore. An
initiative was taken in 2001 to implement the project with the soil of the Balu river, which
would come from dredging the river but it could not progress much due to soil problem.
Floods during 2002 to 2004 in the eastern part brought forth the issue again and the
feasibility study was decided to be upgraded again, he said, adding, the Halcrow Group Ltd
of the UK and its associates were given the charge to complete the upgrade in 2006. He
said they are now searching for donors for the project's implementation.
Ainun Nishat, Professor Emeritus of Brac University, and a water resources and climate
change specialist, said the government is going to do the same mistake during the
construction of the eastern bypass like the western part's flood protection embankment.
He said the eastern bypass should be evaluated in terms of environmental compliance, and
suggested protecting all the water bodies of the eastern side during the construction and
creating retention pond areas by purchasing sufficient land. Nishat suggested reviving the
Begunbari khal and coordinating waterway communication through it. Continued……..
278
Draft Final Report
“We are objecting the project so that it is not constructed like the western side, which is a
cordoned embankment,” said architect Iqbal Habib, joint secretary of Bangladesh Paribesh
Andolon. “If the eastern bypass is also built following the same method, then rain water
will be blocked and the canals will dry up,” he added. Necessity of the bypass is there but
the government should not build it as an embankment, he stressed. “We are suggesting a
'viaduct' concept like the Hatirjheel project to keep the mouths of all the canals open,” Iqbal
said. He said many development activities are going on centring the eastern bypass as a
master plan but these development work and housing projects will only be feasible if the
eastern bypass is being constructed. When ring roads are being constructed building cross
dam, then canals lose its navigability, and flow of water through them stops, which
eventually force the canals to become target of grabbers, Iqbal said. Due to the delay of
the bypass construction, people are continuing with their development works and housing
projects filling the canals and water bodies in a rapid way as they are considering that a
bypass or embankment will be constructed there, he said. So the government should……
……..recover and protect the canals strictly and develop the eastern side of the capital in a
hydro-ecological way, connecting the bypass with the canals, Iqbal added.
Contacted, Managing Director of Wasa Taqsem A Khan said there is a tendency to use the
cordoned approach while thinking about flood management. “With this approach, I always
say authorities concerned first make the city a bucket then they tell to pump out the water
from it, which is a wrong idea,” he said. If the government avoids constructing a “Bucket”
like the western flood protection embankment then it would not be necessary to pump out
water, Taqsem added. the history of the embankment had come from 1954 or 56 when the
East Pakistan had faced severe floods. Then the Pakistan government sought help from the
US to protect their people from flood and a commission was sent to East Pakistan (now
Bangladesh) and they submitted a set of recommendations.
“Our water management is still following those recommendations, but their cordoned
approach is not suitable for the current time. An open approach is more fitting and
environment friendly,” said Taqsem. He suggested making an elevated road or railway
under the eastern bypass project to protect the water body. “There is no need to go for
the cordoned approach anymore, if we do, then the natural drainage system will be
destroyed again,” he added.
There are some people who think that cordons are needed for urbanisation and that the
open approach will obstruct it, said Prof Nazrul. In fact, cordons lead to a wrong kind of
urbanisation by encouraging below-flood-level settlement that ultimately makes people
more vulnerable to inundation from either rainfall inside or from any accidental breach in
the cordons or overflow of river water from outside, he added. Continued………
279
Draft Final Report
Fig. A3.8: Alternative Cross-Sections proposed for Eastern Flood Embankment, Eastern
Bypass and Circular Rail, 2019
Option 1: Railway viaduct in middle of embankment
Option 2: Railway viaduct in middle of Eastern Bypass, inside flood embankment
Option 3: Combined railway viaduct and Eastern Bypass, inside flood embankment
Source: Bangladesh Railways, Feasibility Study for Construction of Circular Rail System around
Dhaka City, First Interim Report, Siyuan Consultants, Sept. 2019, Figures 45, 46 and 47
280
Draft Final Report
12. The Dhaka Circular Road, Part 2
Fig. A3.9: Proposed Alignment for Dhaka Circular Road
Source: Protom Alo, 19th October 2019
65km Circular Road in Dhaka likely next year
Source: Protom Alo, Saddam Hossain, 19th October 2019

https://en.prothomalo.com/bangladesh/news/203532/
The government is planning to implement a 65km long and 55.8m-wide 4-lane circular road
in the western part of the capital. The Roads and Highways Department (RHD), of the road
transport and bridges ministry has already carried out the feasibility study and submitted a
proposed development project plan (PDPP) titled 'Circular Road-Part-2' to the planning
division. The estimated cost of the project is Tk 121.25 billion (about $1.4bn).
Officials hope that the project would get the ECNEC (Executive Committee of the National
Economic Council) nod next fiscal year. According to the PDPP, the proposed road would
start at Abdullahpur and end in Dhaka’s Demra via Dhour, Gabtali, Bosila, Sowarighat,
Chunkutia, Postagola, Chashara and Shimrail of Narayanganj. The road will mainly go along
281
Draft Final Report
the existing Abdullahpur to Babubazar road, known as the Dhaka Metropolitan

Embankment Road, implemented by RHD in the early 2000s.
Cost and components
Out of the total estimated cost of Tk. 121.25 billion, about half would be spent for around
61.8 hectares of land acquisition and related tasks. A Development Project Plan (DPP) is
being prepared by RHD for this purpose.
The proposed circular road will have four service lanes, a 10-meter wide lane dedicated for
MRT line and 3.5-meter space for bus bays in parts of the road, according to PDPP. The
officials said the road will be a modern one with a ‘utility-duct’ for water, electricity and gas
lines and a footpath stretching 87km. The utility duct would not require digging up the road.
An RHD official said that there would be two bridges along the road, one at Sowarighat and
another at Postagola, stretching 1,435 metres. Vehicles will run without any interruption
due to sufficient numbers of u-loops, overpasses and underpasses, the RHD official added.
Advantages
A huge number of people will get advantage once the road is implemented, said the RHD
official. Currently, Gazipur and Manikganj bound passengers from Sadarghat need to use
airport or Mirpur road which adds to traffic congestion and more travel time. Once the
circular road is implemented, travel time and fare will be reduced from 50 to 100 per cent,
concerned persons of the department claimed.
Project progress
RHD is expecting foreign funds for implementation of the project, said Mohammad Mehedi
Iqbal, executive engineer of the department’s Dhaka district office. He said, the Asian
Infrastructure Investment Bank (AIIB) has already shown interest to fund this project but it
is yet to be finalised.
The project would be implemented in three phases by domestic funds if foreign funds are
not available, Mehedi said. He hoped that the project would start from the next fiscal year.
282
Draft Final Report
13. 2017 IWM Feasibility Study of new Infrastructure for the newly-added
18 Wards of DNCC (Eastern Fringe) – proposed n-south 6-lane highway
In 2016 seven Unions in Dhaka’s eastern fringe were added to Dhaka North City Corporation’s
area: Beraid, Badda, Bhatara, Satarkul, Uttarkhan, Dakkhinkhan and Dumni. In 2017 a
feasibility study was carried out by consultants IWM for DNCC for improvement of roads,
drainage and footways in the area. The study area was approximately 18km long (Uttar Khan
to Aftabnagar) and 3 to 4.5km wide (existing Dhaka urban area up to the Balu River) – see
Figs. A3.11 and A3.12. 32
The project recommended infrastructure improvements totalling Tk.10,666 crore (about

$1.25bn) in three phases up to 2030. Land acquisition accounted for a large share of the total
project cost. The proposals were presented in a PDPP (preliminary development project
proforma).
The project’s road proposals included:

• Two north-south 6-lane highways (one of which is the BRT-7 corridor)
• Seven east-west 4-lane highways (four north of Purbachal Expressway and three south
of the Expressway)
• Different types of intersection along the two 6-lane highways (clover leaf,
overpass/underpass and at-grade junctions)
• Two dedicated bus lanes on the BRT-7 corridor (Fig. A3.10).
Fig. A3.10: Highway cross-section proposed for road NSC-2 (i.e. BRT-7 corridor)
Source: IWM Feasibility Study of Infrastructure in Newly-Added Eastern Areas, 2017
32
Source: DNCC, 2017, Feasibility Study and Planning, Designing & Cost Estimating for Construction and
Improvement of Roads, Drainage and Footpath Infrastructure for Newly Included 18 (Eighteen) Wards, by IWM
Consultants, Dhaka
283
Draft Final Report
Fig. A3.11: Map of IWM-proposed roads & DAP roads for 18 newly-added wards in DNCC
BRT-7
corridor
284
Draft Final Report
Fig. A3.12: Map of IWM-proposed roads and intersections for 18 new wards in DNCC area
BRT-7
corridor
285
Draft Final Report
The main features of the three 6-lane highways proposed in the IWM feasibility study are
summarised in Table 3.2.
Table A3.2: Summary of 6-lane Primary Roads Proposed in 2017 IWM Feasibility Study for
Newly Added Wards of DNCC
Highway Length Lanes Min. RoW Unit Total Cost

(km) Required Construction (Tk. Cr.)
(m) Cost
(Tk. Cr./km)
Primary Road NSC-2
15.1 6 51.7 Tk.27 408
(BRT-7 Corridor)
Primary Road NSC-1
(a second north-south 14.4 6 32.5 Tk.20 289
road)
Primary Road EWC1-0/1
(east-west link from 1.2 4-6 21.2 Tk.27 33
Abdullahpur to NSC-1)
Source: IWM Feasibility Study of Infrastructure in Newly Added Eastern Areas, 2017, Tables
7.2 and 8.4. NOTE: the above costs do not include land acquisition
Cost of Road Construction and Intersections for NSC-2 (BRT-7 corridor)

The construction cost of NSC-2 (the BRT-7 corridor) was estimated at Tk.408 crore, plus the
cost of intersections, which had the following unit costs:
• Clover leaf junction Tk.221.3 crore each

• Underpass/overpass Tk.98.5 crore each
• At-grade junctions Included in roadway costs
For NSC-2, two clover-leaf junctions and five overpasses/underpasses/bridge were proposed
(see Fig. 4.5), which added a further Tk.935 crore to the highway construction cost, making
Tk.1,343 crore ($158 mill) in total.
Land Acquisition Cost
However, the cost of acquiring the land for the highway was nearly four times as much as the
construction cost: Tk. 4,586 crore ($0.54 bn) – see Table 3.3.
Overall, including land costs, the 15.14 km of 6-lane highway (4 mixed traffic lanes, 2 bus lanes
and 2 service roads) was estimated at Tk. 5,929 crore (about $0.7 bn).
286
Draft Final Report
Table A3.3
Estimated Land Acquisition Cost for the BRT-7 Corridor within the IWM study area*
* 15.14km from proposed flood embankment in Uttar Khan to proposed Jahurul Islam
Avenue east of Aftabnagar
Length of corridor 15,140m

Width of corridor 51.7m
Area of corridor 782,738m2 = 78.27ha
Average Mouza land value, 2017/18 Tk. 19.53 crore/ha
Three times average Mouza value Tk. 58.6 crore/ha
times area of corridor Tk. 4,586 crore (land acquisition cost) = $0.54 bn
Source: IWM Feasibility Study of Infrastructure in Newly Added Eastern Areas, 2017
14. New north-south 4-lane highway proposed in 1st DAP and RSTP
Parallel to the BRT-7 corridor, and approximately 1.5 to 2.5km to the west, a new north-south
highway was proposed in the First DAP 2010-2015, and also in the RSTP and DSP (see Figs.
1.1, 2.8, 2.9, 2.10, 2.13, 3.1 in Chapters 1, 2 and 3).
The RSTP proposed a 4-lane highway from Matuail to Mausaid (Uttera ABM City) (24.2km),
and labelled it highways S-20 and S-22. The latter is an existing road (Matuail to Dhaka-
Chittagong highway, 3.5km) to be widened, and S-20 would be an entirely new 4-lane highway
(20.7km) running parallel to the BRT-7 corridor. The RSTP estimated the cost of the new
highway at Tk.824 crore, of which 95% was for the new S-20 road.
The First DAP 2010-2015 designated this corridor as a 120 feet (36.6m) highway.
In practice, this road has only partially been implemented, and is below the standard
recommended in the First DAP and the RSTP. Some sections have been included in private
housing society layout plans as a 4-lane road, but in other places the full Right of Way is
unlikely to be achieved, if at all. In some areas new urban development has been built on the
alignment (e.g. Nandipara), while some housing societies have not followed the First DAP
proposals (e.g. at Bashundara only a 40 foot (12.2m) road has been kept, which is sufficient
for only a local 2-lane road).
287
Draft Final Report
Hence it is very unlikely that the road will be implemented as a continuous Type B highway (>
60,000 PCU’s per day, both directions) as recommended in the DAP and RSTP. 33
This also means that the BRT-7 corridor is very important, as it will potentially be the only
continuous, high-standard north-south highway between the Pragati Sarani and the Balu
River.
15. Dhaka-Sylhet highway to be upgraded to 4-lanes

Source: Dhaka Tribune, 26th September 2019
Road Transport and Bridges Minister Obaidul Quader has said the development work to
upgrade the Dhaka-Sylhet highway into a four-lane one will begin soon. The minister came
up with the announcement while responding to a query in the parliament on Wednesday,
reports BSS. He said the Dhaka-Chittagong and Dhaka-Mymensingh highways have already
been turned into four lanes, and work to similarly upgrade the Dhaka-Tangail highway is
almost over. Note: the Sylhet highway upgrade is expected to begin at Kanchpur Bridge
16. Dhaka East-West Elevated Expressway Project (DEWEEP)
40km Elevated Expressway: Govt moves to link highways

Source: Daily Star, 25th March 2018, by Rejaul Karim and Tuhin Shubhra Adhikary
The government plans to build a nearly 40km elevated expressway from Hemayetpur in Savar
to Madanpur in Narayanganj for creating a vital link between major highways.
The East-West Elevated Expressway would allow traffic to switch highways and skip the
congested streets of the capital. Vehicles on Dhaka-Aricha highway would be able to speed
towards the Dhaka-Chittagong highway with options to go in the direction of Mawa and
Sylhet. In turn, vehicles from Chittagong and Sylhet would be able to bypass the city and head
towards Mawa, Aricha, and northern districts.
The Dhaka-Mawa highway is directly linked with the under-construction Padma Bridge and to
Narayanganj via Dhaka-Narayanganj Road. “By making these connections between these
major highways and thus the north, south and west of the country, the expressway will have
33
RSTP, Interim Report 2, August 2015, Table 13.5, Proposed Road Development Projects
288
Draft Final Report
some effect on diverting traffic from Dhaka, and thereby reducing congestion in the capital,”
according to a project document.
Fig. A3.13: Proposed alignment of DEWEEP Expressway
Fig. A3.14: Three alignments considered in DWEEP Feasibility Study, 2017
Source: DEWEEP Feasibility Study, Exec. Summary, Aug. 2017, Section 1.5.1
289
Draft Final Report
The project is a component of the strategic road network planning of the Dhaka Structure
Plan (2016-2035) and the Asian Highway Network.
In January, Malaysia expressed its willingness through it embassy in Dhaka to invest in the
project under a government-to-government arrangement, confirmed officials at the Bridges
Division and the Economic Relations Division (ERD). Under this system, there is no
competition and the foreign government selects one or multiple companies for the work.
Two Chinese companies were also keen on investing and implementing the toll expressway.
But the government preferred the Malaysian proposal as it wants investment from new
countries, beyond the usual countries that invest in development projects in Bangladesh. An
official of the bridges division said a Malaysian company is likely to implement the project
with funds from the Malaysia government.
Last month (in 2018), the ERD sent details to the Malaysian High Commission in Dhaka
through a letter. Earlier this month, it requested Malaysia to send a detailed proposal with
information on financing and other matters. The next step will be taken after getting a
technical proposal from Malaysia, sources said.
Fig. A3.15: 3-level interchange proposed at Narayanganj intersection with BRT-7 corridor
Source: DEWEEP Feasibility Study, Exec. Summary, Aug. 2017, Section 1.5.3
According to the ERD letter, the project has two components -- Dhaka East-West Elevated
expressway, which would cost an estimated $1,673.56 million, and a bridge on Bhulta-
290
Draft Final Report
Araihazar-Bancharampur-Nabinagar Road over the Meghna, which would cost around

$182.43 million.
The proposed route would be Hemayetpur-Nimtoli-Keraniganj-Ekuria-Janzira-Fatullah-

Hajiganj Bandar-Modonpur on Dhaka-Chittagong highway. It would be an important part of
Asian Highway-1, which goes through Benapole-Jessore-Kanchpur-Dhaka-Sylhet-Tamabil.
There might be a need for two separate contracts -- one for the western section from
Hemayetpur to Dhaka-Mawa highway and another for the eastern section from Dhaka-Mawa
highway to Madanpur of Narayanganj.
The eastern section is expected to take five years while the western section four years to
complete.
In January 2018, the Planning Commission approved in principle the Preliminary Development
Project Proposal and said Dhaka Transport Coordination Authority's opinion was mandatory
for formulating a Development Project Proposal.
The authority's Executive Director Syed Ahmed said they have asked the Bridges Division to
conduct a feasibility study and report back.
17. Aftabnagar Main Road (Jahurul Islam Avenue) – eastward extension
Both the First DAP, RSTP and the DSP include a proposal to extend the Aftabnagar Main Road
(also known as Jahurul Islam Avenue) eastwards from Merul Badda to the N2 Sylhet Highway
at Parain, just south of Bhulta (Figs. A3.16 and A3.17).
Fig. A3.16: Alignment of Merul Badda-Parain Highway proposed in First DAP
Source: First DAP, 2010-2015
291
Draft Final Report
Fig. A3.17: Proposed alignment for the Merul Badda – Parain Highway
Source: JICA Study Team, August 2015, RSTP Interim Report 2, Figure 13.7, Proposed Road
Network in the RAJUK Area by 2035
The RSTP proposed this as a 4-lane highway extending for 14km between Merul Badda - Babur
Jaiga - Balirpar – Parain. The estimated cost was Tk.536 crore.
It would therefore be one of the main east-west corridors on Dhaka’s east side, and is also
part of the alignment for MRT-5 (south). Hence the highway’s intersection with the BRT-7
corridor has the potential to be a major interchange and sub-centre (as indicated on the RSTP
drawing above).
292
Draft Final Report
18. R301 Tongi – Ghorasal highway re-alignment
The R301 is an important highway from Tongi to the north-east via Kaliganj and Ghorasal.
Currently it is just a 2-lane road, and frequently congested as it passes through Majukhan
Bazar and the intersection with N105 Dhaka City Bypass.
The RSTP proposed widening the S-4 road between S.A.M. (Shahid Ahsanullah Master) Flyover
to Kaliganj Bypass (25km) to a 4-lane highway, at a cost of Tk.252 crore
The new DAP 2015-2035 proposes re-aligning the R301 highway to the south side of the
railway line (see Fig. A3.18). This would give three main benefits: (1) much easier to widen
the highway to four lanes (compared with widening at existing bazars); (2) eliminates several
railway crossings that delay traffic; (3) removes through-traffic from the bazars.
Fig. A3.18: Proposed re-alignment of R301 Tongi-Kaliganj highway
19. Outer Ring Road and road improvements around Gazipur
The Dhaka Outer Ring Road was proposed in the RSTP with an approximate alignment running
along Joydevpur Road and eastwards through Gazipur city (Fig. 1.1).
In 2016 the Cities Development Initiative for Asia (CDIA) funded a pre-feasibility study of
various projects around Gazipur on behalf of Gazipur City Corporation. The Transport Sector
Report (Annex E, 9th November 2016) recommended various road improvements. Some key
recommendations are as follows:
293
Draft Final Report
• Recommended alignment of Outer Ring Road through Gazipur – along Joydevpur

Road, then passing south of the railway station (Fig. A3.20 and A3.21)
• A programme of improvements to local roads around Gazipur – mostly widening

existing local roads to 7 to 10m wide (see Figs. A3.20 and A3.21, and Table A3.4)
• New railway flyover proposed in Gazipur City Centre under the City Governance
Project (CGP – JICA-funded)
Fig. A3.19: Outer Ring Road at Gazipur, and RSTP/CGP proposed road improvements
Source: CDIA Pre-Feasibility Study for Gazipur City Corporation, 2016, Annex E, Sectoral Report
on Transport (Roads), Fig.1
294
Draft Final Report
Fig. A3.20: Outer Ring Road at Gazipur, and RSTP/CGP proposed road improvements, 2016
Table A3.4: Details of some local road improvements in Gazipur proposed under CDIA pre-
feasibility study, 2016
Sl. No. Road Location Length Road Type and
(km) Implementation
TR-4 New Road along the north side of the Chilai Khal 1.2 New road, 7.3m in
short term
TR-9 Pajulia to Nandibari and Harbaid Gudaraghat 21 Widening to 10m in
medium term
T-12 Bonnaipara to Pubail College Gate 12 Widening to 10m in
medium term
TR-13 Porabari to Gazipura Railway Station, Phulchan 6 Widening to 7m in
market medium term
295
Draft Final Report
Fig. A3.21: Detail of proposed road improvements around Gazipur City (east side)
Outer Ring Road to be Approved Soon

Source: The Independent, 27th March 2019
After introducing circular waterways around Dhaka city, the government is going to construct
an "Outer Ring Road" surrounding the capital city to make movement of commuters easier.
The roads and highways department (RHD) will implement the mega project at a cost of Tk.
10,200 crore, sources in the Road Transport and Highways Division said. According to the
sources, the proposed project would be implemented under government-to-government (G
to G) deal in cooperation with Marubini Corporation of Japan through a public-private
partnership (PPP) project.
The Road Transport and Highways Division has prepared a proposal to construct the proposed
ring road. It would be placed at the next meeting of the Cabinet Committee on Economic
Affairs, seeking its approval for the project, the sources added.
Secretary of the Road Transport and Highways Division, Md Nazrul Islam, said in the proposal
that a 129km outer circular road would be constructed. The proposed route would be
296
Draft Final Report
Hemayetpur- Kalakandi- third Shitalakhya bridge- Modonpur- Bhulta- Kodda- Baipail-

Hemayetpur.
“For this, new 46km of roads will be constructed and 86km of roads developed,” the proposal
said.
“Three different roads -18km from Hemayetpur to Kalakandi, 18km from Kalakandi to third
Shitalakhya bridge and 12km from third Shitalakhya bridge to Madanpur will be constructed,”
according to the proposal.
The proposal said that vehicle owners would have to pay toll for using the outer ring road.
According to the proposal, the ministry concerned will conduct a pre-feasibility study under
the Dhaka Transport Coordination Authority (DTCA) before construction begins.
The RHD will conduct the field-level survey and detailed design after completion of the pre-
feasibility study by the coordination agency, the proposal added. Recently, railway minister
M Mujibul Haq said that the government is planning to a construct circular railway
surrounding Dhaka city to ease traffic congestion in the capital.
20. R312 Rajendrapur-Kapasia Highway – upgrading to 4-lane highway
The R312 east-west highway from Rajendrapur Chowrasta (on the N3 Dhaka-Mymensingh
highway) to Kapasia is approximately 18km long. The road is currently 12m wide and passes
through several built-up bazars, and is also lined with new high-rise garments buildings and
other factories along its route.
RHD has recently undertaken a project to improve the road with new culverts, road surfacing,
etc.. However, the highway has not been significantly widened, and remains a 2-lane road.
It is understood that RHD has a proposal to upgrade the road to a 4-lane highway. (Further
details not yet obtained by the BRT-7 study).
297
Draft Final Report
Appendix 4: Details of Transit Projects with Impacts on the BRT-7

Corridor
This appendix presents details of various transit projects (railway, MRT and BRT) that are in
progress or under consideration for Dhaka, that will have a direct impact on the BRT-7
corridor.
SL. Transit Project (from south to north)

1 Narayanganj railway dualling and new rail terminal
2 Narayanganj LRT (Light Rail Transit)
3 Dhaka Circular Railway – Narayanganj section
4 (i) MRT-4, Kamalapur-Narayanganj
(ii) MRT-2 Kamalapur-Demra
(iii) Dhaka Subway (BBA feasibility study), Route ‘T’, Narayanganj-Aftab Nagar-JU
5 Dhaka-Chittagong High Speed Train (HST)
6 MRT-5 (south) at Jahurul Islam Avenue
7 MRT-5 (north) at Madani Avenue
8 MRT-1, interchange at Purbachal Expressway
9 Dhaka Subway (BBA feasibility study), Other routes in Eastern Fringe
10 Dhirasram-Pubail new rail link to new Inland Container Depot (ICD)
11 MRT-1 northern extension, Tongi-Gazipur
12 BRT-3 northern terminal, Gazipur
13 Expansion of rail line capacity from Dhaka to Joydevpur to Mymensingh
298
Draft Final Report
1. Narayanganj Rail Dualling and New Rail Terminal at Launch Ghat
Fig. A4.1: Location of dual rail line and new rail terminal in Narayanganj
Details:
• Existing single rail line is being upgraded in situ to a dual line

• Alignment is remaining the same (i.e. at-grade railway crossings at Chasara,
Bangabandhu Avenue and Sahed Surawadi Sarak)
• New railway terminal is being constructed on the site of the old terminal, with longer
platforms and increased capacity
• Existing multi-modal transport hub at the launch ghat, rail station and bus terminal
Issues for BRT-7:
• Need to connect BRT-7 terminal (which is proposed at Chasara Junction) with the
new railway station/launch ghat/bus stand
• Dualling of railway will reduce width of Sahed Surawadi Sarek (launch ghat approach
road) to approximately 2 lanes, making it less suitable for a BRT-7 route
• Approach road to launch ghat is already congested, and increased rail services will
increase congestion at the rail crossings
• Therefore it is proposed to terminate the BRT-7 at Chasara Junction and provide a
feeder service or shuttle bus to connect to the launch ghat and new rail station
299
Draft Final Report
Box 1: ECNEC okays Tk 378cr dual-gauge project, 2015

Daily Star, 21 Jan. 2015, Staff Correspondent
The ECNEC yesterday approved a project to lay a dual-gauge track on the Dhaka-
Narayanganj route to increase railway's passenger carrying capacity fourfold.
Once the track is laid, Bangladesh Railway will be able to transport 93,000 passengers on
the route every day against its current capacity of 23,000 commuters, said a planning
ministry statement.
Chaired by Prime Minister Sheikh Hasina, a meeting of the Executive Committee of the
National Economic Council (Ecnec) gave the nod to the Tk 378 crore project. Of the
amount, Japan will provide the railway with Tk 249 crore as grant.
Under the project, a dual-gauge track will be laid parallel to the existing meter-gauge track.
Seventy-six trains would run on the route every day after completion of the project in June
2017. At present, 32 trains ply the route.
Planning Minister AHM Mustafa Kamal said the new track would save valuable time
wasted in traffic jam on the Dhaka-Narayanganj road.
Fig. A4.2: Passengers waiting for buses to Dhaka at the Narayanganj multi-modal hub at
launch ghat
300
Draft Final Report
Fig. A4.3: Details of Bangladesh Railways dualling project, Narayanganj to Dhaka
301
Draft Final Report
Fig. A4.4: Detail of Sahid Surawadi Sarak section of Narayanganj Rail Dualling Project
Source: DDC Ltd., project consultants
302
Draft Final Report
Fig. A4.5: Details of new Narayanganj Rail Terminal under Dualling Rail Project
Source: DDC Ltd., project consultants
303
Draft Final Report
2. Narayanganj LRT (Light Rail Transit)
Narayanganj to get electric train service

Daily Star, 21 Nov. 2018
The government has taken up a project to introduce electric train service in
Narayanganj under a public-private partnership with Singapore.
The cabinet committee on economic affairs with Finance Minister AMA Muhith in the
chair yesterday approved the local government division's proposal to reduce the
district's traffic congestion.
Nasima Begum, additional secretary to the cabinet division, told reporters afterwards
that 388 cities around the world used the transport system.
She said 23 kilometres of the rail line will be set up in two parts, one covering 11
kilometres from Nitaiganj via Chashara to Signboard and another 12 kilometres from
Chittagong road to Panchabati. She also said the interchange station or the place
allowing passengers to change routes would be at Chashara.
Bangladesh and Singapore have already signed a government-to-government
agreement and the cost and other issues would be determined following a feasibility
study.
Fig. A4.6: Proposed Phase

A alignment, Narayanganj
LRT (10km)
304
Draft Final Report
Details:
• Proposal in 2017 by Narayanganj City Corporation for a 10km elevated LRT

• Alignment: two corridors proposed for Phase A, intersecting at Chasara Junction:
(i) Route A – north-south (Shibu Market to Nitaiganj), 5km
(ii) Route B – east-west (Panchabati to Nabiganj), 5km
• Estimated Phase A capital cost in 2017: Tk. 805 crore (excluding land)
• Potential for longer-term extension (under Phase B) in all four directions (to
Signboard, Chittagong Road, Shampur and Muktapur) – see Figs. A4.8 and A4.9
Fig. A4.7: Artist’s impression of LRT cross-section
Source: Presentation by Urban Planner, Narayanganj City Corporation, 12 th Oct. 2017
Fig. A4.8: Proposed Narayanganj LRT, Phase A
Source: Presentation by Urban Planner, Narayanganj City Corporation, 12 th Oct. 2017
305
Draft Final Report
Fig. A4.9: Proposed Narayanganj LRT, Phase B
Source: Presentation by Urban Planner, Narayanganj City Corporation, 12th Oct. 2017
Issues for BRT-7:
• Current status of LRT: not being actively promoted at present

• Duplication of LRT alignment with BRT-7 corridor (hence either one or the other
should be developed, but not both)
• Duplication of LRT alignment with proposed future MRT on BRT-7 alignment and also
with MRT-4 Kamalapur to Narayanganj
• LRT would involve different technology, rolling stock, etc., hence questions about
compatibility with future MRT network
• Phase A does not have well-defined end-points
• Longer distance travellers using LRT Phase A would have to change modes to continue
their journey
306
Draft Final Report
3. Proposed Circular Rail for Dhaka
Dhaka to have Circular Rails

Railway prepares route map, begins feasibility study, targets June next year to start work
Daily Star, 9th March 2019, by Tuhin Shubhra Adhikary
Construction of a rail track around the

capital is expected to begin in June next
year, to further ease the city's perennial
traffic woes, officials said.
This would be the first large rail project,
worth an estimated $8.5 billion, centring the
mega city of over 1.5 crore people.
Once built, commuters would be able to
travel from the capital's one end to the other
without having to get into the city, thus
decreasing the traffic pressure on the city
streets.
The 82km elevated and double-line system
would have 20 stations and 10 interchanges
with metro rail, according to a pre-
feasibility study done by a Chinese firm.
Bangladesh Railway “successful
negotiated” with a China-Bangladesh
consortium, which is expected to start the
feasibility study within two months. The
consortium would also prepare the Detailed
Project Proposal (DPP), officials said
“If everything, including financing of the project, goes according to the plan, we are hopeful
about starting the construction of the circular rail network by June next year,” said Project
Director Monirul Islam Firozi.
China Railway SIYUAN Survey and Design Group Company Ltd, along with local firms
BETS Consulting Services Ltd and Engineers and Advisors Ltd, will carry out the feasibility
study within a year at a cost of Tk 18.92 crore.
“We are hopeful that the contract with the consortium will be signed within two months and
feasibility study will start,” Mofazzel Hossain, secretary of railways ministry, told The
Daily Star last month.
Continued……………………
307
Draft Final Report
……Continued from previous page
The stations will be located at Tongi, Termuk, Purbachal, Beraid, Kayetpara, Demra,
Siddhirganj, Chowdhury Bari, Chasara, Fatullah, Shyampur, Sadarghat, Babu Bazar,
Nawabganj, Sankar, Gabtoli, Dhaka Zoo, Birulia, Uttara, and Dhour, according to project
documents. The project cost as well as the number of stations and interchanges with metro
rail could be revised after the feasibility study, said Firozi.
WHY CIRCULAR RAIL?
Even though the project is yet to break ground, Railways Minister Nurul Islam Sujan in
parliament on February 4 said 19 percent progress had been made until December last year.
Project Director Firozi, also director (engineering and estate) of Bangladesh Railway, said it
was not possible for road, as a single mode, to handle the huge number of passengers in the
city. “It [circular rail] would play a vital role in reducing traffic jam in the city,” he added.
Traffic jams in Dhaka eat up around 5 million working hours every day and the average speed
of vehicles during rush hours in the city has come down to 5kmph, according to the Accident
Research Institute of Buet.
ARI's former director Prof Moazzem Hossain said success of the circular rail would depend
on its proper integration with road and other rail [metro rail and commuter train] routes inside
the city. He said people would use the circular rail and at one point his or her journey would
require entering the city. “So a proper integration between rail and road routes inside the city
is a must.”
As per the Revised Strategic Transport Plan (RSTP) for Dhaka city and its adjacent areas, the
government would build five metro rail lines and two Bus Rapid Transit, dedicated lane for
buses, routes to ease congestion. The circular rail line is not in the RSTP. Asked, Firozi said
the RSTP was not something that was locked. It needed to be revised every five years. “We
have asked the Dhaka Transport Coordination Authority, which is now revising the RSTP, to
incorporate the circular rail in the plan,” he said.
The DTCA is responsible for preparing strategic transport plan, providing regular
supervision, and coordinating all possible planning for transportation infrastructure
development within Dhaka city and nearby districts. An official of the DTCA said they were
considering the inclusion of the circular rail in the plan. “The rail authorities have informed
us about the feasibility study and we would decide after going through the study report,” the
official added, asking not to be named.
FINANCING
Last year, more than a dozen Japanese companies had shown interest in investing in eight
infrastructure projects in Bangladesh under a new government-to-government initiative. The
Dhaka circular rail line was one of them. Under the new arrangement, Japanese companies
would invest without participating in any bidding. Mofazzel Hossain, secretary of the
railways ministry, said it was yet to be decided how the project would be financed
308
Draft Final Report
Fig. A4.10: Route of Proposed Circular Railway for Dhaka
Source: Dhaka Circular Rail Feasibility Study, Interim Report, Sept. 2019, Fig. 1
309
Draft Final Report
Fig. A4.11: Alternative Cross-Section Options from Dhaka Circular Rail Study, 2019
Circular Railway Option 1: Railway viaduct in middle of embankment
Option 2: Railway viaduct in middle of Eastern Bypass, inside flood embankment
Option 3: Combined railway viaduct and Eastern Bypass, inside flood embankment
Source: Bangladesh Railways, Feasibility Study for Construction of Circular Rail System around
Dhaka City, First Interim Report, Siyuan Consultants, Sept. 2019, Figures 45, 46 and 47
Issues for BRT-7:
• Duplication of Circular Rail alignment with BRT-7 corridor

• Duplication of Circular Rail alignment with proposed future MRT on BRT-7 alignment
(hence either one or the other should be developed, but not both)
310
Draft Final Report
• Circular Railway may involve different technology, rolling stock, etc., hence questions
about compatibility with future MRT network
• Circular Railway catchment population is greatly curtailed on the EAST side by the
River Balu, hence passenger demand will be reduced and likewise TOD opportunities
• Circular Railway catchment population also reduced on WEST side by proposed water
retention ponds
• Possible conflict at Demra between proposed Circular Railway vehicle depot and BRT-
7 Corridor alignment (see Fig. A4.12)
• Possible conflict at Termukh between proposed Circular Railway stabling yard and
BRT-7 Corridor alignment (see Fig. A4.13)
Fig. A4.12: Proposed location for Circular Rail vehicle depot at Demra
311
Draft Final Report
Fig. A4.13: Proposed location for Circular Rail stabling yard at Termukh
312
Draft Final Report
4. Proposed MRT-2, MRT-4 and BBA Subway Line ‘T’ to Narayanganj

Fig. A4.14: Proposals for MRT and Subway Lines in southern Dhaka/Narayanganj area
MRT-2
BRT-7
BBA
Subway
Line T
DEWEEP
MRT-4
Source: TYPSA Consultants for BBA, 18th Feb. 2020, Feasibility Study and Preliminary Design for Dhaka
Subway, Proposed Dhaka Subway Network
313
Draft Final Report
MRT Line-4 Details:
• MRT Line 4 Kamalapur-Narayanganj Chasara was originally proposed in 2015 RSTP,

length approximately 14.5km
• Follows similar alignment as rail line between Narayanganj and Kamalapur
• No feasibility study undertaken yet, but demand forecasts were included in 2015 RSTP
and 2019 MRT-5 (south) pre-feasibility study, Chapter 4
• Terminal proposed at Chasara rail station (this will interchange with Line BRT-7)
MRT Line-2 Details:
• MRT Line-2 Kamalapur-Demra is proposed as an extension of the main MRT-2 line

from Gabtoli to Kamalapur
• No feasibility study undertaken yet for this line, hence not known whether elevated,
at-grade or underground
• Demand forecast for the extended MRT Line-2 was included in 2019 MRT-5 (south)
pre-feasibility study, Chapter 4
• BBA Subway Study (2020) proposes terminating the MRT-2 at N1 Dhaka-Chittagong
Highway (instead of R201 Demra highway, as earlier proposed)
BBA Dhaka Subway Network, Line ‘T’ Details (Narayanganj-Khilgaon-Bashundara-Airport-

Jahangirnagar University):
• The BBA feasibility study for Dhaka Subway Network, currently being carried out by
TYPSA, proposes a 47km subway from Narayanganj to Jahangirnagar University via
Khilgaon and Bashundara
• This is one of 10 or more potential subway routes identified in the feasibility study
(not including MRT lines and BRT lines)
• Line ‘T’ runs more or less parallel with the BRT-7 corridor between Narayanganj and
Bashundara, approximately 2-2.5km to the west
Key Issues for BRT-7:
1. Future interchanges between BRT-7 and proposed MRT Lines 2 and 4 will need to be
planned
2. BBA Subway Line ‘T’ would duplicate with a potential MRT-7 on the BRT-7 corridor.
Therefore a strategic choice must be made between MRT-7 or Subway Line ‘T’
314
Draft Final Report
5. Dhaka-Chattogram High Speed Train (HST) Project

Fig. A4.15: Proposed alignment for Dhaka-Chattogram High Speed Train Project
Source: Daily Star, 1st Jan. 2020, ‘Dhaka to Ctg in one hour’
Fig. A4.16: Indicative HST and DEWEEP alignment at Narayanganj BRT-7 Corridor
Source: BRT-7 study team, based on information from various published sources (NOTE: the above
alignment should be regarded as concept only and highly approximate)
315
Draft Final Report
Dhaka-Chattogram High Speed Train Project

Source: Daily Star, 1st Jan. 2020, ‘Dhaka to Ctg in one hour’
In March 2017, the planning minister approved the “Feasibility Study and Detail Design for
Construction of Dhaka-Chattogram via Cumilla/Laksham High-Speed Railway Project.” The
consortium of China Railway Design Corporation of China and Mazumder Enterprise of Bangladesh
conducted the feasibility study and are currently preparing the detailed design at a cost of Tk 110.16
crore.
Among four options, the 227.3km Dhaka-Narayanganj-Cumilla-Feni-Chattogram route was
recommended and Prime Minister Sheikh Hasina approved it along with the technical standards of
the railway. The total estimated cost of the project from Dhaka to Chattogram would be about $11.4
billion, which would be Tk 96,752 crore ($1=Tk 84.87).
Of the 668.24 hectares of land required for the project, Bangladesh Railway has to acquire 464.2
hectares. Prime Minister Sheikh Hasina, in March this year, directed the authorities concerned to
extend the route down to Cox’s Bazar.
The high-speed railway will be double-track and mostly elevated. It would be a ballast-less track and
for the first time in Bangladesh Railway, it will be operated through electric traction. It will be mostly
elevated so access control is ensured. It will require less land acquisition and has less impact on
agriculture, drainage, and the environment, according to the Project Director Md Quamrul Ahsan.
In total, there are six stations on the proposed route -- Dhaka, Narayanganj, Cumilla, Feni, Pahartali
and Chattogram. At the beginning, the railway is planning to operate around 40 pairs of trains, he
said, adding that the number of trains will increase with passenger demand. “We are now preparing
a DPP to carry out a feasibility study for the extended route,”
Alternative suggested by BUET Transport Experts:
Where we don’t yet have the capacity to operate a train at 100km/hr, we are going to operate a
300km/hr train. It is a huge jump, but our approach needs to be gradual.” The authorities should
first opt for electric trains instead of high-speed trains. Construction of a chord line from Dhaka to
Laksham in Cumilla would reduce the Dhaka-Chattogram route length by around 99km from the
existing 320km.
Also, doubts about the viability of a high-speed train within this ‘short distance’.
The high-speed train will also face challenges once the Dhaka-Chattogram expressway, now at the
planning stage, is operational, as people will choose “door to door” connectivity buses rather than
station-based fixed schedule trains.
I don’t think the railway has the capacity for such a project “If we can’t improve our overall
performance, it [the new project] will create management and operational problems.”
316
Draft Final Report
6. MRT Line 5 (South)

Details:
• MRT-5 (south) proposed in 2015 RSTP from Gabtoli to Balu River

• JICA-funded feasibility study of MRT-5 (north) carried out in 2016-18
• ADB-funded feasibility study of MRT-5 (south) in 2018-19
• DMTCL advised MRT-5 (n) as priority route and MRT-5 (s) to be extended to Borpa (Fig.
A4.17) in two phases:
o Phase 1 MRT-5 (s), Gabtoli to Dasherkandi, 17.4km
o Phase 2 MRT-5 (s), Dasherkandi to Borpa, 7.5km (Fig. A4.18)
• MRT-5 (s) proposed as underground from Gabtoli to Aftabnagar West (12.8km) and
elevated from Aftabnagar West to Dasherkandi (4.6km) – see Fig. A4.19
• MRT station proposeds at Aftabnagar East (S16) and Dasherkandi (S17), both located
at some distance away from BRT-7 corridor. For future interchange with BRT-7, an
additional new station was proposed (Fig. A4.19)
• However, feasibility study did not include any details of transit interchange with BRT-
7,and only very sketchy details for possible TOD at BRT-7 interchange (Fig. A4.20)
• Three possible train depot locations were identified at Dasherkandi (Fig. A4. ) –
Alternative 3 is the preferred option, elevated to avoid occupying flood retention
ponds
Fig. A4.17 : MRT-5 (south) alignment, 2019
MRT-1
MRT-5 (n)
MRT-5 (s)
BRT-7
MRT-2
Source: Pre-Feasibility Study on MRT Line 5 (south), Final Report, March 2019, Location Map
317
Draft Final Report
Fig. A4.18: MRT-5 (south) proposed Phase 2 extension to Borpa (7.5km)
BRT-7
Source: Pre-Feasibility Study on MRT Line 5 (south), Final Report, March 2019, Fig. 5.1.37.
Note: Alternative alignment 2 is the preferred alignment
Fig. A4.19: MRT-5 (south) proposed elevation
BRT-7
Source: Pre-Feasibility Study on MRT Line 5 (south), Final Report, March 2019, Fig. 5.1.9
318
Draft Final Report
Fig. A4.20: MRT-5 (south) – Transit-Oriented Development (TOD) proposals at Dasherkandi
Notes: (1) Alignment of BRT-7 is approximate only

(2) MRT-5 (s) station locations are also approximate
Fig. A4.21: MRT-5 (south) – alternative depot locations
319
Draft Final Report
MRT-5 (south) – Key Issues for BRT-7 Corridor:
1. Very important to create good transit interchange between MRT-5(s) and BRT-7 lines
– i.e. their stations must located very close together
2. Tremendous possibilities for developing a major commercial hub at the interchange –

hence need to prepare TOD plans for the area, including possible land acquisition
3. 2019 MRT-5(s) feasibility study did not consider the highway arrangements at the BRT-
7 interchange. This will also be a major highway interchange, hence the design must
also accommodate two major highways (n-s and e-w), as well as local service roads,
access roads and corridor crossings
7. MRT Line 5 (North)

Details:
• Previous studies:
o RSTP, 2015
o Dhaka MRT east-west line study, 2016
o RSTP, Supplemental study for Line 5, 2016
o Pre-Feasibility Study for MRT-5, 2018
• Designated as a ‘fast-track’ project in 2020 – it will be Dhaka’s third metro (after MRT-
6 and MRT-1)
• Phase 1 alignment is 20km from Hemayatpur to Vatara via Gabtoli, Mirpur and
Gulshan (see Fig. A4.22)
• Phase 2 alignment is 14km from Vatara to Bhulta (see Fig. A4.17)
• Phase 1 estimated cost is approx.. $5bn (Tk.41,239 crore)
• 14 stations proposed; depot at Hemayetpur
• Metro is underground between Amin Bazar and Notun Bazar (13.5km), and elevated
in west at Hemayatpur (5.6km) and in east at Vatara (0.9km)
• Most easterly terminus station is Vatara, which is approx.. 2.3km west of the BRT-7
corridor
• No BRT-7 / MRT-5 (north) interchange considered in 2018 pre-feasibility study
• No consideration of design of Madani highway and MRT-5 (north)
• TOD proposals for MRT Line-5 (north) and MRT Line-1 were considered in a separate
report, Preparatory Study of MRT in Dhaka, TOD, Final Report, 2018
320
Draft Final Report
Fig. A4.22: Proposed alignment for MRT Line 5 (North), Phase 1
Source: Daily Star, 11th June 2020, Nippon Koei to supervise work of MRT Line-5
Fig. A4.23: MRT-5 (North) proposed elevation)
BRT-7: 2 km
to east
Source: Preparatory Study on MRT Line 5 Development Project, Final Report, Oct. 2018, Fig.
3.2.14 (Option 3)
Fig. A4.24: Proposed station layout for end terminals at Vatara and Hemayatpur
Platform
LEVEL 1
Concourse
LEVEL 2
Source: Preparatory Study on MRT Line 5 Development Project, Final Report, Oct. 2018, Fig. 4.2.60
321
Draft Final Report
MRT-5 (north) – Key Issues for BRT-7 Corridor:
4. Very important to create a good transit interchange between MRT-5(n) and BRT-7.
This (BRT-7 project) recommends to extend MRT-5 (N) Phase 1 alignment eastwards
for a further 2.3km to allow interchange with BRT-7
5. BRT-7 / MRT-5 (N) interchange will also require a highway interchange between
Madani Avenue and north-south BRT-7 expressway. This will be highly complex and
require a lot of land. Hence MRT-5 (N) design should also consider Madani highway
arrangements in detail
6. BRT-7 / MRT-5 (N) interchange will have enormous potential for high-density
development – therefore need to prepare TOD plans for the interchange, including
possible land acquisition of surrounding land
8. MRT Line 1
Details:
• 31.2km metro rail project (see Figs. A4.25 and A4.26), in two parts:
o 19.9km underground, Airport to Kamalapur
o 11.4km elevated, Notun Bazar to Purbachal / Pitalganj
• 12 stations on underground section and 9 stations on elevated section (of which 7 will
be elevated)
• Detailed design currently in progress (but work temporarily delayed due to Covid-19)
• Target date for implementation is 2026
• Estimated cost is Tk.52,562 crore ($6.33 bn)
Relationship with BRT-7:
• The Preparatory Study of MRT-1 (Dec. 2018) did not consider BRT-7 alignment or
interchange (the latter not mentioned in final report or supplementary TOD report)
• In current Detailed Design work (as of May 2020), still no consideration of future
transit interchange between MRT-1 and BRT-7
• Also, the MRT-1 stations proposed at POHS and Mastul are located at a distance of
0.5km and 0.7km respectively from the BRT-7 corridor (see Figure A4.27)
• Some basic TOD ideas at POHS and Mastul stations have been developed (Fig. A4.28)
• Extensive study of TOD possibilities in MRT-1 supplementary TOD report, 2018 (436
pages). Key TOD conclusions (see BOX below):
(i) the new rail line is likely to increase land values around 34 MRT stations (0.5km
radius) by $60bn over the next 30 years (2025-2055);
322
Draft Final Report
(ii) Only 4% of this increase in value will be taxed by the government – the
overwhelming majority of the increase will be gained by private owners;
(iii) The TOD study recommends early land acquisition (including private land) and
the use of Land Re-adjustment schemes
Fig. A4.25: Route Map of MRT Line-1
Source: Preparatory Study on MRT Line-1, Draft Final Report, Nov. 2018, Figure 4.11.1
Fig. A4.26: MRT-1 routes and stations
BRT-7
Source: Preparatory Study on MRT Line-1, Draft Final Report, Nov. 2018
323
Draft Final Report
Fig. A4.27: Location of MRT-1 stations relative to BRT-7 corridor
Source: MRT-1 Preparatory Study, Final Report, Dec. 2018. Note: The proposed POHS and
Mastul stations are located 0.55km and 0.7km respectively from the BRT-7 corridor
Fig. A4.28: TOD Concept Plan around MRT-1 Mastul Station
Source: Preparatory Study on MRT (TOD), Final Report, Dec. 2018. Fig. 3.3.77
324
Draft Final Report
BOX: TOD Lessons:

Some Key Conclusions from MRT-1 TOD Report, Dec. 2018
Chapter 5: Economic Analysis of TOD:
58: The rise in total land price of the area within 500m of [stations] both Lines 1 and 5 after
their construction is expected to exceed Tk. 5 trillion (US $60bn) by 2055. This greatly
exceeds the railway construction cost that has a big influence on the rise in the surrounding
land price.
59. However…. the tax revenues obtained from the rise in land prices are limited and the
increase in tax revenue is only about 4% against the rise in land price. Land owners, private
sector, and developers holding land in the vicinity of the station will benefit, while the
public's profits are limited. It is indispensable to enhance the institutional aspect just so
that the public profits from the increase in land price…..
Chapter 6: Conclusions:
1(d) Land Acquisition: The provision of station plazas should be integrated with rail transit
development and land acquisition should be implemented at an early stage of the project,
targeting not only public land and construction sites, but also private land. An effective
measure to ensure space for station plazas is the rearrangement of land use rights; the
“Land Adjustment” scheme should be introduced. Additionally, incentives for private
developers to build high density mixed-used buildings should be provided through zoning
9. BBA Dhaka Subway Feasibility Study, 2020 – Other relevant routes
1. Subway Route ‘T’ (Narayanganj-Khilgaon-Badda-Bashundara-POHS-Airport-

Jahangirnagar University): Subway Line ‘T’ continues north parallel to BRT-7 as far as
POHS (on the Purbachal Expressway, which is also a station on the MRT-1 alignment), and
then branches westwards towards the airport and Jahangirnagar University. As the line is
parallel and close to BRT Line-7 (only 1km distant in some places), it would be a duplication
with any future MRT line on the BRT-7 alignment.
2. Other East-West proposed Subway Routes: Between Demra and Dakshin Khan, FIVE
east-west subway lines are proposed in the 2020 Feasibility Study. This is in addition to
the FOUR proposed east-west MRT lines (MRT 1, MRT 5-north, 5-south, MRT 4). All of the
east-west subway lines would require interchanges with the BRT-7 corridor – see Fig.
A4.29.
325
Draft Final Report
Fig. A4.29: Proposed subway routes in Dhaka’s Eastern Fringe area
Source: TYPSA Consultants for BBA, 18th Feb. 2020, Feasibility Study and Preliminary Design for Dhaka
Subway, Proposed Dhaka Subway Network
326
Draft Final Report
10. Transit Interchange with new Dhirasram Rail Line
Bangladesh Railways is implementing a new rail link from Pubail to Dhirasram. This also
connects with the new Inland Container Depot (ICD) being developed on the north side of the
Dhaka City Bypass (Fig. A4.30).
Fig. A4.30: New rail line from Pubail to Dhirasram
ICD
BRT-7 line
(approx.)
Source: Dhaka-Chattogram-Cox’s Bazar Rail Project Preparatory Facility, Location Map,

Component 5
The BRT-7 Eastern Corridor (proposed alignment) will cross the proposed new rail line
approximately 1.9km east of the main Dhaka-Gazipur railway line. A north-south flyover will
be needed here for the BRT-7 corridor. As this will also be a crossing point for two major
transit lines (and three lines if a future MRT-7 is developed), a TRANSIT interchange will also
be needed here.
327
Draft Final Report
11. MRT Line-1, Northern extension to Gazipur
Fig. A4.31: Extension of MRT-1 to Gazipur/Joydevpur
BRT-3
BRT-3 MRT-1 BRT-7

extension proposed
alignment
BRT-3
BRT-7
Airport alignment
328
Draft Final Report
Details:
• RSTP 2015 shows MRT-1 alignment from Gazipur to Jhilmil via Airport, Pragoti Sarani
and Kamalapur, with an eastward link to Purbachal (total length – 52km)
• The northward extension of MRT-1 from the Airport would follow the mainline railway
as far as Gazipur (approximately 16,4km)
• Currently, MRT-1 project is implementing only the Airport-Kamalapur section, plus

Notun Bazar to Purbachal section (31.2km in total)
• Currently, the northern extension to Gazipur remains a proposal only
12. BRT Line-3, Phase 1 (Airport to Gazipur)
Details:
• BRT-3 extends from Airport to Gazipur, via Dhaka-Mymengingh highway and

Joydevpur-Gazipur link road
• Total length = 20.2km
• Current estimated project cost = Tk. 4,238 crore ($511m)
• Construction work is currently underway (contracts first signed in 2016-17)
• Target completion date was June 2020, but now to be revised
• Design work for southern extension of BRT-3 to Mohakhali, Moghbazar, Gulistan and
Jhilmil currently being considered, with World Bank funding
Key Issues for BRT-7 Corridor:
1. BRT-3 is Dhaka’s first BRT project, hence its design and implementation lessons very
important for BRT-7
2. Design of BRT-7 should be as compatible with BRT-3 as possible
3. Northern terminus of BRT-3 in Gazipur should be an transit interchange with BRT-7, to

create an integrated network (see Fig. A4.32)
4. Potential to develop a link and interchange between BRT-7 and BRT-3 at Tongi
Abdullahpur, via the proposed Dhaka Circular Road Phase 1
329
Draft Final Report
Fig. A4.32: Concept Design of BRT-3 terminal at Gazipur
Source: Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015, Final Design
13. Additional Railway tracks between Dhaka, Tongi, Joydevpur,

Mymensingh and Jamalpur
2017-18: Several Bangladesh Railway (BR) projects are underway to increase rail track
capacity between Dhaka, Tongi, Joydevpur, Mymensingh and Jamalpur. One project (started
in 2018) involves constructing third and fourth dual gauge tracks on the Dhaka-Tongi section,
and a dual gauge double line on the Tongi-Joydebpur sections.
Another project (costing Tk.8,808 crore / $1.06bn) involves constructing a dual gauge rail line
parallel to the existing meter gauge rail line in the Joydebpur-Mymensingh-Jamalpur section.
The outcome of the projects will be to significantly increase the line’s capacity. According to
BR, more than 50,000 passengers travel on 38 trains per day on the Joydevpur-Jamalpur
corridor. Besides, freight trains also carry fertiliser, food grains, fuels to and from greater
Mymensingh and Jamalpur and to the country’s some other western and northern parts and
cross border freights to Nepal through this section on a regular basis.
Currently, the trains cannot run without interruption in the single line section which has been
failing to meet passengers’ demand from densely populated Dhaka, Mymensingh, Gazipur,
Tangail, Narsingdi, Narayanganj and Jamalpur.
Source: New Age, 23/10/2017 and 25/07/2018 Continued……..
330
Draft Final Report
Three China-Funded Rail Projects: PMO to review plans and costs

Daily Star, 2nd October 2020, by Tuhin Adhikary
2020: The Prime Minister's Office has formed a committee to review negotiated contract
costs of three railways projects and whether the projects should go ahead as they have been
planned. The projects were supposed to be implemented with Chinese finance and by
Chinese companies. The decision came at a meeting held Wednesday at the PMO over four
projects that have Chinese links. Prime Minister's Principal Secretary Ahmad Kaikaus chaired
the meeting.
The committee, led by Shamima Nargis of the physical infrastructure division of the Planning
Commission, would have members from the railways ministry, Bangladesh Railway (BR),
Economic Relations Division (ERD), and Implementation Monitoring and Evaluation Division
(IMED).
The Daily Star learnt about the developments from five railways officials who sought
anonymity. "The committee will review all three projects. It will review both cost and
technical issues," one of the officials said.
(i) Conversion of metre-gauge rail into dual-gauge between Akhaura and Sylhet;
(ii) Construction of dual-gauge double line between Joydebpur and Ishwardi;
(iii) Construction of dual-gauge double line between Joydebpur and Mymensingh and
Jamalpur.
Of the three, Executive Committee of the National Economic Council (ECNEC) has approved
the first two projects and Chinese companies have been selected and contract costs have also
been negotiated. However, final loan and commercial deals have not been signed.
The third project has not been approved by ECNEC yet. However, a Chinese company has
already been selected and a tentative contract cost has been negotiated.
The ECNEC in April last year had approved the project to convert the metre-gauge railway line
into dual-gauge from Akhaura to Sylhet for over Tk 16,104 crore.
The contract cost negotiated with China Railway Construction Bridge Engineering Bureau
Group Co Ltd is Tk 12,079 crore.
But many questioned the "huge cost" while others asked as to why the government would
convert the existing line when it was possible to build new dual-gauge lines with some extra
money.
The government took up a Tk 14,250 crore project in January last year to turn Joydebpur-
Ishwardi section into a dual-gauge double line. It is scheduled to be completed by December
2024.
331
Draft Final Report
The negotiated contract cost for this project is Tk 9,839 crore and the selected company is
China Civil Engineering Construction Corporation.
The tentative negotiated cost for constructing dual-gauge double line alongside the existing
Joydebpur-Mymensingh-Jamalpur section is Tk 8,808 crore and the selected company is China
Railway International Group.
A BR official said the committee was asked to examine why the cost of Akhaura-Sylhet and
Joydebpur-Ishwardi project was "so high" compared to Joydebpur-Mymensingh-Jamalpur
project.
The committee was also asked to examine whether the construction of a new dual-gauge
double line on Akhaura-Sylhet section would be better than just converting the existing
metre-gauge into dual gauge, the official said.
The committee would also review whether conversion of the existing metre-gauge line on
Joydebpur-Mymensingh-Jamalpur section into dual-gauge would be enough or a dual-gauge
double line was needed, he said.
The officials were asked to submit a report within seven to 10 days.
The fourth project, Padma Bridge Rail Link Project, was not discussed much during
Wednesday's meeting, a BR official said.
Bangladesh Railway is implementing Padma Bridge Rail Link Project to connect the capital
with Jashore with a 169km rail line for Tk 39,246 crore.
China Railway Group Ltd is the contractor and Exim Bank of China is providing Tk 21,036.70
as loan for the project.
332
Draft Final Report
Appendix 5: Bridges and Culverts proposed for the BRT-7 Corridor

Table A5.1: List of Bridge and Culverts proposed for the BRT-7 Corridor
SL No Type Name Width (m) Chainage

1 Culvert 3.5x3.5 1+582
2 Culvert 4x4 1+860
3 Culvert 4.5x4.5 double 2+342
4 Culvert 5x5 3+135
5 Culvert 4x4 3+684
6 Culvert 5x5 4+110
7 Culvert 3.5x3.5 4+735
8 Bridge Del Para Bridge 20 5+240
9 Culvert 5x5 5+824
11 Culvert 3.5x3.5 7+440
12 Bridge Pagla Khal Bridge 25 8+168
13 Culvert 3.5x3.5 8+535
14 Culvert 5x5 9+025
16 Culvert 3.5x3.5 10+132
17 Culvert 3x3 double 10+405
18 Bridge DND Khal Bridge 80 10+718
20 Culvert 4x4 11+788
22 Culvert 5x5 13+615
23 Culvert 3.5x3.5 14+650
24 Bridge Begunbari Khal Bridge 50 15+618
25 Culvert 5x5 16+472
27 Bridge Mangakhali Khal Bridge 82 18+810
28 Bridge Satarkul Bridge 20 19+858
29 Culvert 4x4 20+480
30 Bridge Barail Khal 01 Bridge 40 21+070
31 Bridge Barail Khal 02 Bridge 105 21+355
32 Culvert 5x5 21+670
33 Culvert 3.5x3.5 22+152
35 Culvert 4x4 23+352
36 Bridge Purbachal 100' Khal South Bridge 35 23+620
37 Bridge Purbachal 100' Khal North Bridge 35 23+730
38 Bridge Senoti Khal Bridge 40 24+360
39 Culvert 4.5x4.5 24+804
333
Draft Final Report

41 Bridge Ashian City Bridge 50 25+510
42 Culvert 4x4 25+955
44 Culvert 3.5x3.5 27+245
45 Culvert 5x5 27+863
47 Culvert 3.5x3.5 30+816
48 Bridge Turag Bridge 110 31+135
49 Culvert 5x5 32+380
50 Culvert 3.5x3.5 33+312
52 Culvert 3.5x3.5 35+892
54 Culvert 3.5x3.5 38+722
55 Culvert 5x5 40+000
57 Culvert 4x4 41+390
58 Culvert 5x5 42+304
59 Bridge Chetal Khal Bridge 40 43+765
61 Culvert 5x5 46+379
62 Culvert 5x5 47+265
63 Bridge Chilai Khal Bridge 40 49+365
65 Culvert 3.5x3.5 51+427
66 Culvert 3.5x3.5 52+750
Rajendrapur Chowrasta (N3) (ch 0+000) -Rajendrapur Rail Station-Kapasia Road (ch 17+976)
68 Culvert 3.5x3.5 01+816
69 Culvert 4x4 02+469
70 Culvert 4x4 03+118
71 Culvert 3.5x3.5 03+904
73 Culvert 3.5x3.5 04+757
74 Culvert 3.5x3.5 05+393
75 Culvert 4x4 06+309
77 Culvert 5x5 07+790
78 Culvert 3.5x3.5 08+966
79 Bridge Bara Khal Bridge 35 10+148
80 Culvert 5x5 11+725
81 Culvert 4x4 12+191
334
Draft Final Report
83 Culvert 5x5 12+897

85 Bridge Jamimar Char Bridge 20 14+689
86 Culvert 4x4 15+897
87 Bridge Kapasia Sitalakhya Bridge 210 17+127
Number of Culverts = 69 nos

Number of Bridges = 18 nos
335
Draft Final Report
Appendix 6: Examples of Grade-Separated Highway Interchanges

Fig. A6.1: Simple Diamond Junction with Slip Roads
Fig. A6.2: Simple Grade-Separated Junction with Loops
336
Draft Final Report
Fig. A6.3: Trumpet Junction
Fig. A6.4: ‘T’ Junction
337
Draft Final Report
Fig. A6.5: Cloverleaf
Fig. A6.6: Single Point Diamond with Underpass
338
Draft Final Report
A6.7: Single point Diamond Configuration in a Restricted Right of Way
339
Draft Final Report
A6.8: Simple Grade Separated Roundabout Junction
340
Draft Final Report
Appendix 7: Assessment of Alignment Options for Purbachal

Expressway Transit and Highway Interchange
This appendix summarises the advantages and disadvantages of alternative options
considered for the MRT-1 / BRT-7 interchange at Purbachal Expressway (see Section 8.3.4).
Table A7.1: Advantages and Disadvantages of Four Alternative Transit Alignments
Advantages Disadvantages
Option 1: Interchange with POHS Station
This was originally the preferred option, but • > 190m between stations
technical obstacles emerged to shifting POHS • POHS Station cannot be relocated
station. Advantages include: eastwards due to bridge over khal
• Shortest diversion of north-south transit • Potential opposition from POHS and
• Limited impact on POHS and Bashundara Bashundara plot owners
plots • Only 200m from Purbachal highway
interchange, hence noise and pollution
impacts on TOD development
Option 2: Interchange with Mastul Station (to west of station)
• Less diversion compared with Options 3 • Located 215m west of proposed Mastul
and 4 MRT-1 Station; design consultants would be
• More central for new urban developments requested to shift the new station
in the Eastern Fringe westwards so that transit stations are side-
• Less impact on housing plots on south side by-side
(avoids Pink City housing and affects fewer • Land acquisition needed for alignment, and
Bashundara plots) possible objections from plot owners
• On north side, runs next to boundary road
of Swadesh Sarnali approved housing
layout, hence potential to utilise this road
for the corridor
Option 3: Interchange with Mastul Station (next to west side of station)
• Avoids need to shift MRT-1 Mastul Station • Longer diversion for north-south transit
compared with Option2 (0.2km = higher
land and construction costs)
• Bigger impact on Bashundara plots
• Not clear whether a north-south road
would be available for alignment (if not,
then land costs will be very high)
• Alignment cuts through Pink City existing
housing (but if shifted eastwards to avoid
Pink City, will cut across even more
Bashundara plots)
• More track curvature (thus lower speeds at
bends)
341
Draft Final Report
Option 4: Interchange with Mastul Station (next to east side of station)

• Avoids need to shift MRT-1 Mastul Station • Significantly longer alignment (0.7km more
• Would support development of RAJUK’s than Option 2), hence higher land and
new CBD planned on north side construction costs
• Could utilise 150’ (45m) north-south road • Increased journey time for north-south
proposed for the RAJUK CBD and BCS trips
housing scheme
• Bigger impact on plots on south side of
Purbachal Expressway
• Alignment is less central to the main area of
urban development in the Eastern Fringe
Alternative Options Considered for Highway Interchange at Purbachal Expressway

(See Section 8.3.8)
Fig. A7.1: Purbachal Expressway Option A: Elevated U-Turns
This option is not recommended because:
1. The U-turns involve a long detour for turning traffic (almost 1km)
2. The U-turn ramps and flyovers take up a lot of road space, and the land underneath
will be mostly underutilised
3. The turning traffic increases the traffic flows in BOTH directions (rather than one
direction only), as vehicles travel left then right
4. Safety concerns due to excessive weaving/lane-changing at exit and on-slip ramps
342
Draft Final Report
Fig. A7.2: Purbachal Expressway Option B: Staggered Cloverleaf
Option B is not recommended because the staggered cloverleaf takes up a lot of land (the
interchange shown above is almost the same area as Kuril Interchange), but does not address
the problem of how or where to accommodate the transit interchange.
Fig. A7.3: Purbachal Expressway Option C: Elongated Cloverleaf
Above drawing shows an elongated clover-leaf as applied in Aftabnagar
The elongated cloverleaf interchange is not recommended for the Purbachal Expressway
interchange but might be suitable at some other junctions (e.g. Madani Avenue and
Aftabnagar) where the east-west road is of a lower standard and space is very limited for
providing the interchange roads and ramps.
343
Draft Final Report
Appendix 8: Examples of Junctions on BRT Corridors (Dhaka and

South Asia)
This appendix shows six examples of different junction types on BRT corridors in Dhaka and
South Asia, as follows:
A8.1: Lahore: 3-arm at-grade signalised junction on BRT corridor
A8.2: Dhaka: 3-arm at-grade signalised junction for the (proposed) Pilot Bus Corridor
A8.3: Dhaka: Elevated U-turn on Rafiqul Islam Avenue
A8.4: Dhaka: Flyover for mixed traffic and BRT on BRT-3 Corridor
A8.5: Dhaka: Flyover with BRT-only lanes on BRT-3 Corridor
A8.6: Pakistan: Underpass for BRT only, Peshawar BRT project
Fig. A8.1: Lahore: 3-arm at-grade signalised junction on BRT corridor
Note at-grade pedestrian crossings at traffic signal junction; permitted right turn for mixed
traffic; and semi-segregated service roads
344
Draft Final Report
Fig. A8.2: Dhaka: 3-arm at-grade signalised junction for the (proposed) Pilot Bus Corridor
Source: Concept Design for Pilot Bus Corridor, DTCA Capacity-Building Project, 2018. Above
drawing shows the junction of Atish Dipankar Road/ Kamlapur Road
Fig. A8.3: Dhaka: Elevated U-turn on Rafiqul Islam Avenue
U-turn is approximately 0.7km north of Rampura/Hatirjheel. Length of U-turn ramp is 230m
345
Draft Final Report
Fig. A8.4: Dhaka: Flyover for mixed traffic and BRT on BRT-3 Corridor
Source: Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015, Figure 3
Fig. A8.5: Dhaka: Flyover with BRT-only lanes on BRT-3 Corridor
Source: Govt. of Bangladesh / SMEC, BRT-3 Design Report, July 2015, Final Design, Sheet 35
(at Chainage 12,373)
346
Draft Final Report
Fig. A8.6: Pakistan: Underpass for BRT only, Peshawar BRT project
Source: Peshawar Sustainable Transport Project, BRT Design Project, May 2017
347
Draft Final Report
Appendix 9: Further Details of Depot Locations Considered in

various BRT and MRT Studies
Fig.A9.1: Narayanganj Middle Section: BRT-7 depot locations studied (but not
recommended)
/ MRT studies – see Table A9.1 for full list of locations identified
Fig. A9.2: BRT-7 Middle Section: BRT-7 depot locations studied (but not recommended)
348
Draft Final Report
Fig. A9.3: Narayanganj BRT-7 depot locations studied / proposed
349
Draft Final Report
Table A9.1: List of other sites evaluated by this study and other recent BRT / MRT projects in Dhaka
(Where reference numbers are given, please see end of table for Project Name)
Serial Location Project Name / Owner Approx. Comments
No. Reference Number ship Size (Ha.)
A Near crossroad of Sibu Road, 4 Not 2.04 Mostly occupied by structures
Fatullah Mouza, Narayanganj known
B Jalkundi Mouza, Narayanganj 4 Not 2.07 Low land. Very close to alignment of
known proposed High Speed Train
C Godenail, Chashara, Narayanganj 1 Private 3.24 Low land. Very close to alignment of
proposed High Speed Train
D Deul Para, Kutubpur, Fatulla 1 Private 3.5 Land here more costly than Option C
E Bhuigor Mouza, Fatullah Thana 4 Not 2.01 Low land, mostly under water at present
known
F Demra, 200m north of Signboard 4 Private 2.04 Currently vacant low land
Intersection
G Demra, Payati Mauza near PK 4 Private 2.07 Land has good potential for TOD
Group factory development
H Paiti, Demra (next to BD Institute 1 Private 3.65 Same location as Option I below
of Technology & Research)
I Demra depot and comprehensive 2020 Feasibility Study for Private 26 Conflicts with BRT-7 corridor alignment
railway stock maintenance Dhaka Circular Railway (approx)
J Maniknagar, DSCC playground 5 DSCC 1.47 Important local playing field
K Land between Shekya Jayga Road, 4 Amin Md 2.04 Not suitable, as land is part of a major
Banasree Road and BRT-7 corridor Group housing project
L Dasharkandi: Three possible MRT MRT-5 (south) Private 40 Option B location conflicts with BRT-7
depot locations Preliminary Study, 2019 (approx.) alignment. Option A occupies land that
would be suitable for TOD development
350
Draft Final Report
M Aftabnagar (next to Dasherkandi 1 Private 3.50

water treatment plant)
N S-west corner of Madani Avenue 4 Swadesh 2.02 Not suitable, as (i) owned by Swadesh
and BRT-7 corridor intersection Property Properties as part of housing project; (ii)
land should be used for TOD
O Purbachal South (Rupganj): Two MRT-1 Preparatory Study, Private 24 or 31
possible MRT depot locations 2018 ha
P South Barua, next to Purbachal 4 Swadesh 2.07 Not suitable, as location is part of Swadesh
Espressway Property Properties housing layout that has been
approved twice by RAJUK
Q Kuril flyover south waterbody 5 BD Rail 3.49 Land is currently occupied by DEE as a
construction storage area
R Kuril flyover north waterbody 5 BD Rail 3.49 Land is currently occupied by DEE as a
construction storage area
S Joarsahara BRTC Bus Depot 5 BRTC 2.54
T East of Hazrat Shahajal Airport 5 Dhaka 3.0
CAA
U West side of Airport Railway 2 BD Rail 0.7 Proposed as small off-peak staging area and
Station overnight bus parking. Would include small
offices and services for employees but not
main depot services. Not implemented
V Uttar Khan 4 Not 2.08 Locations considered in relation to old BRT-7
known alignment to Pubail. No longer appropriate
for revised BRT-7 alignment
W Trimukh Railway Stabling Yard 2020 Feasibility Study for Private 16 Overnight storage and inspection of railway
Dhaka Circular Railway (approx) rolling stock
X Daripara Railway Workshop 2020 Pubail to Dhirasram Not 105 BD Railways project is being implemented
Rail Link, Feasibility & known with ADB funds
Detailed Design Study
351
Draft Final Report
Y Mirer Bazar: south-east side 4 Not 2.00 Locations considered in relation to old BRT-7
known alignment to Pubail. No longer appropriate
for revised BRT-7 alignment
Z Mirer Bazar: north-east side 4 Not 2.02 - ditto -
known
AA Mirer Bazar: north-west side 4 Not 2.08 - ditto -
known
BB Next to BRT-3 Gazipur Depot 1 T&T 3.58 Extensive land available, but distant (3km)
from BRT-3 terminal at Gazipur, and 5.5km
from main BRT-7 corridor
CC Bangalgach,, Joydebpur 1 Private 3.60
DD Bhurulia, Joydebpur 1 Private 3.54
EE Dholadiya, Rajendrapur 1 Private 3.53
FF Kapasia, north side 1 Private 3.50
References:
1. 2020 BRT-7 Feasibility Study (this study)

2. 2015 BRT-3 Operational Plan Report, Chapter 13, ALG Consultants for Dhaka SUTP Project
3. 2015 BRT-3 Operational Plan and Basic Design Report, Sunjin Consultants for Dhaka CASE Project
4. 2017 Core Pilot Bus Project, Guidelines for Depots (and BRT-7 possible depots), Safege Consultants for DTCA Capacity-Building Project
5. 2018 Core Pilot Bus Project, Infrastructure Concept Design, Chapter 6, Depots, Safege Consultants for DTCA Capacity-Building Project
352
Draft Final Report
Appendix 10 – Design Parameters: Proposed future MRT

(Reference: MRT-1 Preparatory Study, Draft Final Report 2, Nov. 2018, Table 3.2.4)
353
Draft Final Report
354
Draft Final Report
Summary of MRT Geometric Design Parameters

(Reference: MRT-5 (south) Feasibility Study, Final Report, March 2019,
Chapter 5, Section 5.1.1)
Maximum operation speed:

Elevated 100 kph
Underground 90 kph
Maximum design speed 110 kph
Curve radius:
Minimum 400m
Exceptional case 140m
Maximum gradient 3.5%
Minimum gradient:
Elevated 0%
Underground 2% (0% in station yard)
NOTE: The above standards follow the Bangladesh Government’s “Technical

Standards for the Metrorail in Bangladesh”, and are also adopted in MRT Lines 1,
6 and 5 (north)
355

Draft Final Report Oct 29th 2020

Uploaded by

Copyright:

Available Formats

You might also like

Draft Final Report Oct 29th 2020

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Draft Final Report Oct 29th 2020

Uploaded by

Copyright:

Available Formats

THE FEASIBILITY STUDY ON BUS RAPID

TRANSIT (BRT) LINE-7

Draft Final Report

MAY 31, 2020

DEVELOPMENT DESIGN CONSULTANTS (DDC) LTD.

DOHWA ENGINEERING CO., LTD., KOREA

5.2 The Wide Range of Highway and Transit Options ................................................................ 55

7.3.1 The River System ........................................................................................................... 93

9.2 General Design Parameters for BRT-7 ................................................................................ 201

Fig. 8.73: Plan of Ground Level Layout of proposed Signboard Junction……………………………170

Fig. A4.18: MRT-5 (south) proposed Phase 2 extension to Borpa (7.5km)…………………………318

Fig. A8.5: Dhaka: Flyover with BRT-only lanes on BRT-3 Corridor……………………………………346

Table 7.8: Recommended Road Crest Levels………………………………………………………………………97

CRDP City Region Development Project

1.1 Project Aims and Objectives

1.1.2 Aims and Objectives

1. To investigate the feasibility of a new north-south highway between Narayanganj and

2. To investigate the feasibility of introducing a mass-transit system (BRT-7) along this

3. To propose an Alignment Plan with basic conceptual designs of intersections,

7. To prepare a project cost estimation;

9. To formulate a project implementation programme with phases.

1.2 The Study Area

1.3 Supporting Reports and Technical Papers

Date Report / Technical Paper

1.4 Consultations and Presentations

Date Meeting / Presentation

1.5 Contents of this Report

Further details on the above are also contained in the Appendices.

Chapter 2: Existing Situation – Land, Population and Transport

2.1.1 Overview of the Corridor

2.1.2 Existing Land Use on Four Main Sections

1. Southern-section Narayanganj to Demra Road 11km

2.2 Existing Population and Urban Settlements

SOURCE: ‘Evolving Urban Form: Dhaka’ by Wendell Cox, 08/08/2012

2.3 The Existing Transport Network

1. Strategic road network

2.3.1 Existing Strategic Road Network 2

North-South Corridors: Most north-south road movement in Dhaka is currently limited to

Fig. 2.7: Dhaka’s existing strategic road network

2.3.2 Existing Local Road Network

300 feet 91.4m Eastern Flood Embankment

Source: RAJUK, 2010, Detailed Area Plan, 2010-2015

Purple = existing wide road

Fig. 2.12: Shah Mazar Road, east-west link to Uttar Khan

Road Networks in the New Private Housing Estates (Eastern Fringes)

• Often the new layouts have poor circulatory arrangements: e.g.

2.3.3 Existing Public Transport Network

Existing Commuter Rail Services:

(i) Commuter services from Gazipur

(i) From Gazipur:

(ii) From Narayanganj:

New Rail and MRT services:

Chapter 3: Strategic Land and Transport Plans for Dhaka’s Eastern

• Continuing expansion of existing main urban areas in the RAJUK area

LD Objective 1 Reduce Government’s Burden in providing Essential Infrastructure

LDS 1.2 Initiate participatory land development techniques such as land

LD Objective 3 Promote Compact Urban Development

Fig. 3.1: Proposed Future Direction of Urban Growth in Dhaka, 2035