Vision 2035 : MRT (mass rapid transit) Station

VISION 2035: MRT (MASS RAPID TRANSIT) STATION MRT LINE-6 FARMGATE, DHAKA

Md. Imtiaz Ahmad Registration No. 2011335025

Thesis Supervisor: AR. Tanvir Hasan Assistant Professor, Dept. of Architecture, SUST

Submitted in Partial fulfillment of requirements For the degree of Bachelor of Architecture Department of Architecture Shahjalal University of Science and Technology, Sylhet December 2017

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Statement of Copyright The copyright of this dissertation rests to the author.

No quotation from it should be published without his concern and proper citation.

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ABSTRACT This Dissertation explores the pre-study of a Metro station set in the context of a city where such transportation concept did not exist in full scale. The study is aided basically

by JICA’s Phase 1 and Phase 2 study of the Metro rail project and Revised Strategic Transport Plan (RSTP) of Dhaka city. To understand the character of the project correctly, chronological study of Dhaka City’s urban growth and Road Network growth tendencies have been taken into consideration. The project is analyzed in various levels to understand the role of the project and the potential it poses to contribute to national and regional solutions. The major concern of Dhaka City’s traffic congestion and the monumental losses, be it financial or psychological, of everyday commuters and recreation deprived Dhaka City dwellers had been taken largely into consideration. The dichotomy of a strictly transportation project in a rare and scenic location with the last of the remaining greeneries inside the growing metropolis is discussed. Exploration includes the general requirements, fundamental architectural and transportation standards, structural triumph, use of renewable energies and ecological solutions.

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ACKNOWLEDGEMENT Throughout the long journey of this dissertation, I was immensely blessed to have been in the good looks of some experts and well-wishers.

My sincere gratitude to my course teachers during Studio X, namely, Ar. K. Taufiq Elahi, Assistant Professor, Ar. Shamsul Arefin, Assistant Professor, Ar. Rezwan Sobhan, Assistant Professor, Department of Architecture, SUST. They have guided me towards my goal, disciplined me throughout the semester. I would like to thank my Thesis Supervisor Ar. Tanvir Hasan, Assistant Professor who gave me support to execute my idea and push my boundaries of my every angle of imagination. A special thank you would go to Ar. Subrata Das, Assistant Professor, and Ar. Hossain Mohammad Nahyan, Assistant Professor from whom I’ve learned my ABC’s of Architecture. And lastly, I would want to express my gratitude to Ar. K. Taufiq Elahi, Assistant Professor, who had always inspired me and reminded me of my capacity throughout the bachelor’s degree.

I have come across many wonderful people, without whom this would not have been possible to conclude. I am thankful to Mr. Rashidul Hasan, DMG (Project Management), Dhaka Mass Rapid Transit Development Project who helped me in gathering information and showing interest in reviewing my ideas and criticizing it.

The constant association of my close senior brothers and especially my Kamlas was so overwhelming. The picked me up every time I fell, spent countless sleepless nights to accompany me. I would forever be grateful to my beloved brothers, Rrafi bhai, Reza Bhai, Hasib Bhai, Tasnim Bhai, Collins Bhai, Goutom Bhai, Sujon Bhai, Naeem Bhai for always being there.

Shah Mohammad Adnan for continuously taking care over the phone. My beloved Kamlas, Sagar Paul who lead the league of some extraordinary gentlemen, Ishtiaque Ahmad and Rezwan Mohammad fought bravely till the end along with Arnab, Anik, Prottoy, Rafid, Parthang, Arif – you guys are phenomenal!!

To my friends and juniors of Uniliver, I am much grateful for keeping me alive. All my classmates for maintaining a cooperative studio environment. I wish you all a colorful life ahead. A very special Thanks goes to my beloved partner in crime, Zannat Ara Dilshad Shangi for inspiring, tolerating and keeping me in one piece.

Finally, I will take the opportunity to thank my humble family – My father Mr. Faiz Ahmad, who kept me going thorough all my hardship and inspiring me with the experience and expertise. My mother Mrs. Ismot Ara Akter who gave me all the right reasons to struggle and become someone.

My two wonderful younger brothers Istiak Ahmad and Imdad Ahmad have tolerated the Absence of a brother at home. And my uncle Mijanur Rahman Roni who have supported me throughout the journey in many ways. Without them this journey wouldn’t have been completed.

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Dedicated to My Parents

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List of Abbreviations AAGR AC ADB AGT AIDS AFC ATC ATO BBS BDT BFY BIWTA BNP BPR BR BRT BRTA BRTC BUET BWDB CASE Project CBR CBD CCTV CNG CTC CWR DAP DC DC DCC DESCO DHUTS DMA DMDP DMP DMRTA DMTA DMTC DOE DPDC DTCB EB

Annual Average Growth Rate Alternating Current Asian Development Bank Automatic Guided Transit Acquired Immune Deficiency Syndrome Automatic Fare Collection Automatic Train Control Automatic Train Operation Bangladesh Bureau of Statistics Bangladesh Taka Bangladesh Fiscal Year (July to June) Bangladesh Inland Waterway Transport Authority Base Number of Passenger Bureau of Public Roads Bangladesh Railways Bus Rapid Transit Bangladesh Road Transport Authority Bangladesh Road Transport Corporation Bangladesh University of Engineering and Technology Bangladesh Water Development Board Clean Air and Sustainable Environment Project Cost Benefit Ratio Central Business District Closed Circuit Television Compressed Natural Gas Centralized Traffic Control Continuously Welded Rail Detailed Area Plan Deputy Commissioner Direct Current Dhaka City Corporation Dhaka Electricity Supply Company Limited Dhaka Urban Transport Network Development Study Dhaka Metropolitan Area Dhaka Metropolitan Development Plan Dhaka Metropolitan Police Dhaka Mass Rapid Transit Authority Dhaka Mass Transit Authority Dhaka Mass Transit Company Department of Environment Dhaka Power Distribution Company Dhaka Transport Coordination Board Emergency Brake

ECC EIA EJ EMI FOB GC GDA

Environmental Clearance Certificate Environmental Impact Assessment Expansion Joint Electro Magnetic Interference Foot Over Bridge General Consultant Greater Dhaka Area

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GDP GIBR GOB HIG HIS HIV JICA JICA STRADA JIS JVT LAO LGED LIG LRT MG MIG MIS MOC MOD MOE MRT MT MTS NHA NHBB NMT NOx NPV O&M OCC OD OHC PAHs P&R PAPs PAX PCU PPP PWD RAJUK RHD RTC SPV STP TAZ TFR TOD TTC UAP

Gross Domestic Product Government Inspector of the Bangladesh Railway Government of Bangladesh High Income Group Household Interview Survey Human Immunodeficiency Virus Japan International Cooperation Agency JICA System for Traffic Demand Analysis Japanese Industrial Standards Joint Verification Team Land Acquisition Officer Local Government and Engineering Department Low Income Group Light Rapid Transit Meter Gauge Middle Income Group Management Information System Ministry of Communications Ministry of Defense Ministry of Environment Mass Rapid Transit Motorized Transport Mass Transit System National Housing Authority Non-Home-Based Business Non-Motorized Traffic Nitrogen Oxide Net Present Value Operation and Maintenance Operation Control Center Origin and Destination Over Head Catenary Project Affected Households Park and Ride Project Affected Persons Passengers Passenger Car Unit Public Private Partnership Public Work Department Rajdhani Unnayan Karttipakkhya Road and Highway Department Regional Transportation Committee Special Purpose Vehicle Strategic Transport Plan Traffic Analysis Zone Total Fertility Rate Transport Oriented Development Travel Time Cost Urban Area Plan

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List of Figures o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o

Fig 2.1: Urban growth of Dhaka Fig 2.2: Dhaka during Pre-Mughal and Mughal period Fig 2.3: Dhaka during British rule 1924 Fig 2.4: Dhaka City across Buriganga River – a painting by Frederick William Alexander de Fabeck in 1861 Fig 2.5: Existing Railway Network in RAJUK Area Fig 2.6: Circular Waterway around Dhaka Fig 2.7: Distribution of Modal Share Fig 2.8: Current Road Network in Dhaka Fig 3.1: Current Road Network Performance (2014) Fig 3.2: Current Road Network Performance (2035) Fig 3.3: Proposed Road Network Performance (2035) Fig 3.4: Proposed Integrated Transport Network Plan for RAJUK Area Fig 3.5: Proposed Ring Roads for RAJUK Area Fig 3.6: Proposed Mass Transit Routes for RAJUK Area Fig 3.7: Proposed Transit Oriented Development (TOD) Along Mass Transit Stations Fig 3.8: Mass Transit lines (Line 6) Fig 5.1: Site Location Fig 5.2: Site Surroundings Fig 5.3: Alignment and location of Farmgate Station Fig 5.4: Existing Solid Void Ratio at Farmgate Fig 5.5: Existing Land Use Pattern at Farmgate Fig 5.6: Existing Informal Land Use Pattern at Farmgate Fig 5.7: Existing Pedestrian Behavior at Farmgate Fig 5.8: Existing Transport System at Farmgate Fig 5.9: Traffic count of Farmgate Node and Khamarbari Node Fig 5.10 Temperature Fig 5.11 Humidity Fig 5.12 Precipitation Fig 5.13 Wind Speed Fig 5.14 Sun Hours Fig 5.15 UV Index Fig 6.1: Delhi Metro Route Map Fig 6.2: Delhi Metro Fig 6.3: Various Features of Delhi Metro Fig 6.4: Dubai Metro Fig 6.5: Route Map & various features of Dubai Metro Fig 6.6: Taipei MRT Daan Park Station Fig 6.6: Plan of Taipei MRT Daan Park Station

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o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o

Fig 6.7: Section of Taipei MRT Daan Park Station Fig 6.8: Exterior of Rotterdam Central Station Fig 6.9: Interior of Rotterdam Central Station Fig 6.10: Birds Eye View of Rotterdam Central Station Fig 6.11: Plan of Rotterdam Central Station Fig 6.12: Elevation of Rotterdam Central Station Fig 6.13: Sectional Perspective of Rotterdam Central Station Fig 7.1: Relationship Diagram of Program Fig 8.1 Choosing the Site Location Fig 8.2: Design Development Scheme Fig 8.3: Site Plan Fig 8.4: Plan at 28’ Fig 8.5: Plan at 46’ Fig 8.6: Plan at 68’ Fig 8.7: South Elevation Fig 8.8: North Elevation Fig 8.9: Section AA’ Fig 8.10: Section BB’ Fig 8.11: Vertical Circulation Fig 8.12: Program Articulation Fig 8.13: 3D Visualization Fig 8.14: Phase 01 Model Fig 8.15: Phase 02 Model Fig 8.16: Phase 03 Model Fig 8.17: Phase 04 Model Fig 9.1: Bus Stop and Car Drop-off Measurements (Neufert Standards) Fig 9.2: Train Bogie Dimension Fig 9.3: Car and Platform Dimension Fig 9.4: Typical Section of Viaduct Structure Fig 9.5: Typical Cross Section of Double Track Fig 9.6: Typical viaduct drainage detail Fig 9.7: Escalator Details Fig 9.8: AFC Gate Details

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Contents Declaration Abstract Acknowledgement List of Abbreviations List of Figures Contents

02 03 04 06 08 10

Chapter 1: Introduction

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1.1. Introduction 1.2. Project title 1.3. Project Background 1.4. Role of the project 1.5. Project Objectives 1.5.1. Planning Objectives 1.5.2. Architectural Objectives 1.6. Scope of the Project 1.7. Limitations 1.8. Executing and Financing

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Chapter 2: Existing Transport Scenario of Dhaka City

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2.1 Urban Evolution History of Dhaka 2.1.1 Settlement at Mughal Empire (1608-1757) 2.1.2 Dhaka under British Rule (1757-1947) 2.1.3 Dhaka as capital of East Pakistan (1947-1971) 2.1.4 Dhaka as capital of Bangladesh (1971-Now) 2.2 Introduction to Transport History 2.3 Sector Overview of the Transportation System 2.3.1 Inland water transportation system 2.3.2 Road Transportation system 2.3.3 Rail Transportation system 2.4 Urban Transportation System 2.5 Present Transportation Systems of Dhaka City 2.5.1 Public Transport System 2.5.2 Private Transport System 2.6 Road Network in Dhaka City 2.7 Major Problems in Urban Transport System

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Chapter 3: Urban Transport Projects in Dhaka City 3.1 Urban Development Vision and Scenario 3.2 Future Plan and Direction 3.2.1 Goal 3.2.2 Objective and Policy 3.3 Transport Oriented Development (TOD) 3.4 Strategic Transport Planning VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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| 11 3.4.1 Bus Rapid Transit (BRT) in Dhaka City 3.4.2 Mass Rapid Transit (MRT) in Dhaka City 3.4.3 Circular Waterways around Dhaka City

Chapter 4: Methodology 4.1 Introduction 4.2 Literature Review 4.3 Site Selection 4.4 Data Collection 4.4.1 Primary Data Collection 4.4.2 Secondary Data Collection 4.5 Problem Recognition and Conceptualization 4.6 Case study 4.7 Data Processing 4.8 Data Analysis 4.9 Preparing Program Outline 4.10 Final Preparation for Broad Program and Presentation

Chapter 5: Site Analysis 5.1 Site Appraisal 5.2 Site Location 5.3 Existing Site Analysis 5.3.1 Solid Void Ratio and Land Use Pattern 5.3.2 Informal Land Use Pattern 5.3.3 Existing Pedestrian Movement 5.3.4 Existing Road network and traffic movement 5.3.5 Nodal Activity 5.4 Environmental Considerations 5.4.1 Climate 5.4.2 Topography 5.4.3 Temperature 5.4.4 Humidity 5.4.5 Precipitation 5.4.6 Wind Speed 5.4.7 Sun Hours 5.4.8 UV Index 5.5 S.W.O.T Chart

Chapter 06: Case Studies 6.1 Delhi Metro Rail 6.2 Dubai Metro 6.3 Taipei MRT Daan Park Station 6.4 Rotterdam Central Station

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48 49 49 49 49 49 49 50 50 50 50 51 51

52 53 53 55 55 56 56 57 58 59 59 59 60 60 61 61 62 62 63

64 65 68 71 74

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Chapter 07: Program Analysis 7.1 Space Allocation 7.2 Functional Linkage

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Chapter 08: Design Development

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8.1 Design Concept 8.2 Design Development 8.3 Architectural Drawings 8.3.1 Plans 8.3.2 Elevations 8.3.3 Sections 8.3.4 Program Articulation 8.3.5 Vertical Circulation 8.4 Visualizations 8.5 Model

82 83 85 85 88 89 90 91 92 93

Chapter 09: Transport Related Ergonomics

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Chapter 10: Conclusion

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Chapter 11: Bibliography

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Chapter 01: Introduction

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1.1 Introduction Transfer of people and products has been a concern for mankind since the prehistoric times. Nomadic people had to move from place to place in search of food and shelter. Even when man settled in a fully agricultural lifestyle, rapid growth insisted a diversity of profession and trade and commerce developed. Eventually, transfer of people and product of a new kind emerged, and the transformation goes forth and on. This concept of “transportation” still mingle a man’s mind after hundreds of centuries. Commuters in search of work still struggle to move in the busiest metropolises around the globe. Supplies that feed one of the most densely populated cities of the world need to reach the city before people wake up and then become redistributed on time. Dhaka is no exception.

A good transportation system is the pre-requisite of a nations development in the 21st century. Urban growth depends on the city’s ability to swiftly and efficiently transfer people and product from one point to another. Traffic congestion is also a 21st century problem. The exponential rise of merchandized vehicles and especially private vehicles have dwelled with the growth and scope of growth of roads. In a developing country like Bangladesh this problem is becoming severe day by day. Old colonial cities which grew in unplanned and in an organic way are prone to this problem. The government of Bangladesh is fighting this for the last two decades with phase wise plans and policies.

Dhaka City is the capital of the People’s Republic of Bangladesh. The Dhaka Metropolitan Area (DMA) has a population of 14.15 million. Currently the urban transportation in DMA heavily relies on road traffic using travel modes such as automobile, bus, and rickshaw are coexistent. This brings about serious traffic congestion in addition to aggravation of health condition of the people in Dhaka City due to air pollution. It is further expected that, in the years to come, DMA will experience growth of the economy and increase in the number of automobiles, and urban population. All these make the improvement of the urban public transport system pressing issues for the DMA. Hoping to improve the situation of DMA the Government of Bangladesh (GOB) formulated the “Strategic Transport Plan for Dhaka” (STP) in 2005 in cooperation with the world bank. The implementing agency is the DTCA under the ministry of communication. The STP includes a ‘‘20 years Urban Transportation policy (2015-2035)’’ and the identification of priority issues.

The Rapid Transit (MRT), also known as metro, subway, underground or colloquially as “the train”, is a type of high capacity public transport generally found in urban areas. Unlike buses or trams, rapid transit systems are electric railways that operate on an exclusive right on way, which cannot be accessed by pedestrians or other vehicles of any sort, and which is often grade separated in tunnels or on elevated railways.

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1.2 Project Title Project Name: Project Location: Client: Financing Authority: Strategic and Technical Partner: Project Type:

Vision 2035: MRT (Mass Rapid Transit) Station Khamarbari Road, Farmgate, Dhaka Dhaka Transport Coordination Authority (DTCA) Ministry of Road Transport and Bridges Government of the People’s Republic of Bangladesh Japan International Cooperation Agency (JICA) Urban Public Transport

1.3 Project Background The major factor behind rapid urbanization in Bangladesh has been rural urban migration. This phenomenon was little known prior to the partition in 1947. The pace of Urbanization slowly picked up speed and reached an unimaginable peak after the liberation war. This unprecedented growth coupled with the unplanned growth of settlements made preparation of new urban plan an imperative for fast growing towns.

Dhaka is capital city of Bangladesh with the functions of administrative, commercial, industrial, educational, and cultural centers. It is often called Megacity. According to the previous Master Plans like DMDP; it is proposed that Dhaka should be decentralized in population and employment opportunities from the inner city to the surrounding areas with satellite communities. The DHUTS study follows the concept of decentralization in population and work place from inner city to surrounding satellite communities such as Tongi, Gazipur, Savar and Narayanganj. Dhaka has extremely high density of population. Some areas in the old city area have a population density of more than 1000 persons per hectare, which causes serious traffic congestion and deterioration of living environment in Dhaka. It is further expected that, in the years to come, DMA will experience growth of the economy, and increase in the number of automobiles, and the urban population. All of these make the improvement of the urban public transport system pressing issues for the DMA. With due consideration of this situation, the Government of Bangladesh (GOB), through Dhaka Transport Coordination Board (DTCB) as the implementing agency, formulated the “Strategic Transportation Plan” (STP) in cooperation with the World Bank in 2005. The STP prepared an “Urban Transportation Policy” for the 20-year period from 2004 to 2024 and identified priority issues such as the establishment of an organization to manage project implementation and maintenance/operation, improvement of the mass transit system such as introduction of Bus Rapid Transit (BRT) and Mass Rapid Transit (MRT) and improvement of road network Since the STP is the official transport framework approved by the GOB, it is expected that each donor is expected to provide assistance based on the provisions of the STP to improve the current urban transportation situation. The study has inked out the following high priority projects:

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1. Public Transport Projects _MRT Line 6 Project _BRT Line 3 Project 2. Road Projects _Eastern Fringe Road Project _Southern Section of Middle Ring Road _Flyover Projects 3. Traffic Management _Comprehensive Traffic Management Project 4. Organizational Development for DMTA and DMTC The project falls within the number one priority project of the STP is the MRT Line 6 Project and thus carries national and regional and even international importance. The project aims to improve public transport system introducing first ever rail based MRT in Dhaka.

1.4 Role of the Project The project is located at the nerve center of Dhaka city, Farmgate. As a major commercial area of Dhaka, Farmgate serves as one of the significant business hubs of the city. Many Governmental, NGO (Non-government Organization), Educational Institutions, Commercial and Financial Institutions are located in Farmgate. The biggest wholesale market of Dhaka, Kawran Bazar is located right beside Farmgate. Furthermore, Ananda cinema hall, one of the city's traditional and crowded cinema hall is located here. Traffic congestion is a common scene of Farmgate. As a transportation hub of Dhaka, the area is most often remains crowded and thousands of cars, rickshaws, minibus, bus, trucks remain stranded for even hours in the roads and streets of Farmgate. So, it can be easily said that, The MRT Line 6 will enable a myriad of opportunities for the people of Dhaka city. The relief this connection will summon is limitless.

This site links the east and west sectors of Dhaka city. It links to major north to south roads of the city that parallelly run side by side each other. On the west end there is the Manik Mia Avenue and Begum Rokaya Sharani and the east end there is the Kazi Nazrul Islam Avenue (Old Aiport Road). The two-major part of Dhaka city will be connected by MRT Line 6 and vehicular pressure on roads will be released. The objective of lessening vehicular density on roads is going to be gradually achieved. The commuters MRT Line 6 will carry is 68000 PAX per hour in peak time according to JICA specifications and studies.

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1.5 Project Objectives 1.5.1 Planning Objectives _ Highlighting Urban issues that are relevant to the specific project & its urban location. _ Create a viable transportation option which is suitable for day to day commuters. _ Reduce dependency on private vehicles, while inspiring people to use public transports. _ To observe existing circulation patterns of the adjacent urban areas and try to find out major circulation problems. _ Increase the usability of public transportation system by ensuring easy accessibility. _ The impact will be economic activities, the environment, and health of residents of Dhaka improved.

1.5.2 Architectural Objectives _ Ensuring smooth traffic flow without hampering the ever so important pedestrian circulation. _ To explore and understand the architectural style of a non-existing architectural type of the country. _ To ensure sustainable use of energy. _ Ensuring proper use of daylight and natural air. _ To study and understand passenger and commuter psychology and provide a suitable and comforting space quality. _ Study the architectural standards of transportation projects and implement considering localized issues. _ Review and re-assess the design standards and program requirements provided by JICA on their Phase 01 and Phase 02 study.

1.6 Scope of the Project The project has tremendous value as it stands in one of the busiest transitional space of Dhaka city. Farmgate is the oldest transitional space where people’s movement overlap and houses the transitional routes of Dhaka. People from all over the city passes this space or comes here all-day long. So, they will get a lifted boost by the construction of The MRT Line. Another point is very important as the site stands beside the Sher-E-Bangla Nagar Park. The lack of recreational green space in Dhaka City is striking. The park can be used as an escape hatch for the area dwellers.

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1.7 Limitations _ Difficulty to avail enough information as the project is currently undergoing under the help of JICA, who maintain a top-level privacy of their work. _ Difficulty to reach a particular user group. _ Lack of available projects in Bangladesh of similar context and functional complexity for case study.

1.8 Executing & Financing The executive authority of the project is DTCB (DMTA) and DMTC. The technical and strategical partner of the project is JICA. Infrastructure cost of a mass rapid transit system is an important factor in the consideration of alternative systems. Metro type rail systems, by their very nature, are very expensive investments, costing in the order of tk. 360 to 900 crore ($60 to 150 million) per kilometer, depending upon critical factors such as the portion of the alignment that is elevated versus underground, soil and geological conditions and a number of other factors. These cost factors include all civil works, electrical and mechanical systems, rolling stock, design and construction management, contingencies and some allocation for right-of-way.

The total project cost of MRT Line-6 is estimated approximately 21985.07 crore in BDT. In which GOB will provide 5390.48 crore while, JICA will provide 16594.59 crore.

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Chapter 02: Existing Transport Scenario of Dhaka City

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02.1 Urban Evolution History of Dhaka Dhaka has come to its present state by experiencing different rulers of different cultures and through a wide range of governance structures, administration, natural calamity, poverty and an enormous number of other problems. In order to realize the form of the city and its spatial consequences, it is essential to understand the historical evolution of the city through knowing its major expansion, growth strategies, planning decisions and reasons behind it. Dhaka was a small rural settlement on relatively high and flat land surrounded by flood affected swampy land until the end of 16th century. In the last 400 years the city experienced several rulers having different perspectives on city development and expansion. The spatial growth, especially, in last 60 years is phenomenal (Figure). The Mughals established their capital in Dhaka in 1610 and developed the city as a business hub along with their defense headquarters. The British East India Company took over control of Dhaka in 1757 and considered Dhaka as a regional trading center and market. Dhaka became the provincial capital of East Pakistan in 1947. During this time Dhaka received large numbers of Muslim migrants from India. To accommodate this sudden growth several area development projects were undertaken between 1950 and 1960. As the capital of Bangladesh since 1971, Dhaka lead the nation in urbanization and city primacy.

Fig 2.1: Urban growth of Dhaka Source:Shankland Cox Partners and others , !981

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2.1.1 Settlement at Mughal Empire (1608-1757) Dhaka came into prominence after the Mughals appointed Islam Khan as the first Mughal viceroy of Bengal in 1608. Islam Khan established his capital in Dhaka in 1610 with a view to subjugate the landlords of Bengal (Ahmed, 1986; Karim, 1989). It was the geographical location of Dhaka, the topographic advantages of being situated on higher ground in a low-lying region, and above all its strategic position on the water-routes of the country which convinced the Mughals to establish their capital (Chowdhury and Faruqui, 1989). During the Mughal era, Dhaka attained great commercial importance and became a trading center for the whole of South East Asia.

Due to its commercial importance Dhaka attracted the European traders - the Portuguese, the Dutch, the English and the French, and also the Armenians – they all came and established their trading posts in Dhaka in the 17th century. They established their factories in the Tejgaon area (Figure 5b), which continued to enjoy commercial importance during the next century (Chowdhury and Faruqui, 1989). However, the greatest development of the city took place under Shaista Khan (1662-1679). The city then stretched for 20 km in length and 12 km in breadth and is said to have contained nearly a million people (Ahmed, 1986).

The city was divided into a number of neighborhoods which was a cluster of houses webbed with intricate narrow lanes (Islam, 1996a). Within the city, development was compact, and walking was the main mode of travel. There was very little vehicular traffic. This accounts for the absence of any well-developed road system in Mughal Dhaka. There were horses but mainly owned by the Mughal army and very rich merchants. The commercial importance in the late 17th century helped to allocate some land in Tejgaon to establish factories for the Europeans and hence settlements. Bungalows were sparsely located around the Tejgaon area where European businessmen mainly lived. This area later became connected by a train line in the late 19th century.

(a)Pre-Mughal Dhaka

(b) Mughal Dhaka

Fig 2.2: Dhaka during Pre-Mughal and Mughal period VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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2.1.2 Dhaka under British Rule (1757-1947) With the end of Mughal rule and the inception of British power around 1760, Dhaka began to decline in importance and contract in size. The city experienced disastrous famines, flood and fires. Calcutta was growing in importance and it was difficult for Dhaka to compete with Calcutta which was the capital of British India. During this period Dhaka suffered physical shrinkage as well (Chowdhury and Faruqui, 1989). From 1800 to 1867 the population dropped from 200,000 to less than 60,000 (Islam, 1996).

Fig 2.3: Dhaka during British rule 1924

The second half of the 19th century marked the beginning of the physical renewal of Dhaka.

Under the British rule, Dhaka went through vast physical changes (with no definite plan) instead of expanding the old Mughal town. As a result, medieval Dhaka was finally transformed into a modern city with metalled roads, open spaces, street lights and piped water supply’ (Ahmed 1986, p. 129). In the process of consolidation of Dhaka’s commercial dominance in Eastern Bengal, the Narayanganj-Dhaka-Mymenshing railway was opened in 1886. The rail was laid almost parallel to the Mugla road from Tongi through Tejgaon to the Phulbari area and encircled the Ramna area to save the greenery. The inner part of the city also witnessed widespread rebuilding VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 23 activities of roads and houses, but not following any definite plan.The state Railway was opened, and a rail line was laid through the city to connect it with areas outside Dhaka. The building of a new town started beyond the railroad in Ramna (Ahsan, 1991).

Nevertheless, the historic core consisted the lower class residential quarters whereas the highclass residential areas were settled near Victoria Park (Islam, 1996). Unlike the irregular road pattern of the old city, a grid pattern of roads was introduced in the newly planned residential areas in Gandaria and Wari (Chowdhury & Faruqui, 1991). A significant event for the city of Dhaka was the foundation of Dhaka University in the vicinity of Ramna in 1921. The Chawk Bazaar gradually changed its identity from a retail centre to a wholesale centre. New retail activities were extended towards the north along Nawabpur Road and Islampur Road to serve the British bureaucrats (Ahsan, 1991). In 1905, Bengal was divided, and Dhaka was chosen as the capital of the eastern part of Bengal (Islam, 1991).

2.1.3 Dhaka as capital of East Pakistan (1947-1971) In 1947 Dhaka became the provincial capital of East Pakistan after the British Colony achieved its independence. The influx of migrants from India following partition caused a 103% increase in population. Dhaka's area increased from 6 sq. miles in 1947 to 25 sq. miles in 1962. Thus, rapid expansion of the city began in 1947 with the increase of population (Haq, 1991). The number of industries grew from six in 1957 to a hundred in 1962 (Ahsan, 1966). Administrative, commercial and residential need increased with the increasing urban growth, which resulted in a massive growth of the city (Nilufar, 1997). The city expanded mainly towards the north. Dhanmandi (paddy fields) lying towards the northwest fringe of Dhaka were turned into a residential area.

Mirpur road formed an axis and highlands on either side were occupied up to Mohammadpur and Mirpur. The highland on the north-east and north west of Ramna was occupied for residential use. However, all these developments happened within a spontaneous process, without any formal planning. Then in 1956 the government formed Dhaka Improvement Trust (DIT). It started planning in a piecemeal manner: the industrial district in Tejgaon, the first shopping centre - Dhaka New Market in Azimpur, staff housing in Motijheel, high class residential area in Dhanmandi.

However, all these developments created an unmanageable situation and so a Master Plan was eventually prepared by consultants in 1959 on behalf of DIT. The DIT developed several highclass residential towns such as Gulshan (1964), Banani (1964) and Uttara (1965). A number of new shopping centres were also constructed to serve these new residential areas such as; Baitul Mukarram and Stadium shopping arcade in Gulistan business area, Gulshan North and Gulshan South shopping centres. In the mid 60's the railway line was shifted, and the track was transformed into a wide road connecting the new extended and the old parts of Dhaka. In fact, the expansion of the bulk of population during Pakistan period created a large group of middle class and upper-class population enhancing the importance of the business centre. The traditional business area in Old Dhaka proved to be inadequate to cater for Dhakaâ€&#x;s increasing commercial needs. Thus, from the traditional nucleus, the position of the commercial area was pulled in the direction of the newly planned modern core of the CBD in Motijheel-Gulistan area.

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| 24 However, the conversion of the original Eden Girls College into the provincial secretariat Pakistan blocked the expansion of the Gulistan business area (Ahsan, 1991). The racecourse and Ramna Park adde to the blockage. On the contrary the development of New Market enhanced the growing commercial importance in and around Azimpur area. The development of New Market also influenced the growth of private retail business centres in this area. Gausia market started in 1965, is the first among them. A new link road was created from the immediate west of the Ramna Park to Mirpur road to connect the Southeast and northwest parts of the city. Thus, retail trade areas were projected towards the north western parts of the city through this road. It was named New Elephant road as it bisected the Old Elephant Road at the middle. Moreover, being located in close proximity to New Market, the western part became the site of rapid and spontaneous growth of shops. However, the Chawk, Patuatoli and Sadar Ghat remained the traditional business centre, serving only the old part of the city (Ahsan, 1991).

2.1.4 Dhaka as capital of Bangladesh (1971-Now) Independence in 1971 enhanced urbanization in Bangladesh. Dhaka, being the largest city and having most amenities, received the lion’s share of this growth. The driving factors for this rapid rural urban migration are surplus labor in agriculture, globalization, drought, systematic failure of rural agriculture and perceived opportunity in the city (Khan, 2008). With the increase in population, the highlands spreading towards the north came to be occupied and built up. The intervening ditches, swamps and marshes were filled up, not in any planned manner, but as the exigency arose and private initiative played a dominant role in the process (Huq and Alam, 2003).

The planning and development authority DIT/RAJUK chose the highlands on the Dhaka-Tongi axes as sites for its residential projects. The city did not experience any serious effort to reclaim land under a well-planned scheme to give the city a homogenous and cohesive growth (Chowdhury and Faruqui, 1989; Talukder, 2006). Until 1990 the main city was limited between the Balu and Turag rivers in the east and west due to the area beyond this limit being low, swampy and flood affected. But with rapid population growth and the advent of private developers the low-lying areas were filled in and elevated and different housing schemes offered.

As the land become scarcer, the vertical development for both commercial and residential sectors become a common pattern.

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02.2 Introduction to Transport History The history of modern transport development of Bangladesh is not very old. The famous Grand Trunk Road was built by Sher Shah Suri (1540-1545) which connected Lahore of Punjab regions with the capital. The British introduced railway system which was a radical improvement in communication. But it was basically for their own benefit of trade and commerce. Riverways provided the most effective and cheap transportation to the people of the delta for centuries which still is in use to some extent in hundreds of villages and cities.

After launching the first five-year plan (FFYP) of Pakistan in 1955, the earlier road development plan had to be reviewed and revised and many projects had to be abandoned. Two more successive plans were followed by it. About 2500 miles of mostly single lane roads and another 1500 miles of roads of various types were built by 1971.

Fig 2.4: Dhaka City across Buriganga River – a painting by Frederick William Alexander de Fabeck in 1861 VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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02.3 Sector Overview of the Transportation System 2.3.1 Inland water transportation system Bangladesh is a maritime country with vast network of inland waterways. Out of nearly 24,000 km of rivers, streams and canals in Bangladesh, only about 5,970 km is navigable by mechanized vehicles during monsoon period, which shrinks to about 3,970 km during dry period.

Approximately, 90% of IWT services are provided by private sector.

The IWT sector carries over 50% of arterial freight traffic and one quarter of all passenger traffic.

River instability coupled with rapid deterioration of the river system through massive siltation causes serious problems to navigation and also to the management, operation and development of IWT system. Passenger and cargo facilities are inadequate in terms of landing stages, storage area and handling equipment. The management capabilities and skills are quite low, and it requires human resource development and training. Rural landing facilities (pontoon and jetties) are few and far between compared to the needs for mass transportation.

2.3.2 Road Transportation system The total paved road length under roads and highways department has expanded from a mere 600 km in 1947 to around 4,265 km in 1973 and to around 21,000 km in 2001. At present nearly 22,000 km.

Another 1,83,354 km of road existed under LGED, as of December 1998, which link rural growth centers with arterial routes. Most of the heavy vehicles in Bangladesh are of 2 axle configuration, with two wheeled front axle and 4 wheeled rear axle.

2.3.3 Rail Transportation system Bangladesh railway has a total route kilometer of 2885, of which 682 km is Broad Gauge and 1838 km is Meter Gauge. The BR is at present catering to passenger and freight services at 489 stations spread over the entire country. Private sector is being increasingly involved in railway operations over the last few years. These initiatives included the leasing out of commercial functions for passenger trains. BR signed private sector contracts for the development, operation and maintenance of their ticketing reservation and the maintenance, expansion and provision of telecommunication services to both railway and general public utilizing the railway’s fiber optic network. In general, this private sector involvement has been highly successful resulting in increased revenue for the railway and better levels of service for the public

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Fig 2.5: Existing Railway Network in RAJUK Area

Fig 2.6: Circular Waterway Around Dhaka

02.4 Urban Transportation System The urban transport issues of mobility, congestion, safety and environmental aspects are becoming increasingly important and critical in Bangladesh. The Rapid urbanization process, high vehicular population growth, inadequate transport facilities and policies, varied traffic mix with over concentration of non-motorized vehicles, absence of dependable public transport system, inadequate traffic management practices and parking facilities have created a significant worsening of traffic and environmental problems in Dhaka. Comprehensive and efficient transportation systems with good inter and intra city linkages are essential to ensure Dhaka’s position as a modern city and to serve the administrative, financial and commercial capital of the country. The city must be able to provide an efficient and equitable transport infrastructure which will allow all members of the community equal access so that everyone can enjoy the maximum benefits of city life. Current chaotic transport system of the city is causing huge socio-economic losses which can become a major handicap to the national development by losing competitiveness in the world.

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02.5 Present Transportation Systems of Dhaka City 2.5.1 Public Transport System In DMR area, there are various public transport modes such as public bus, autorickshaw, taxi, rickshaw, Railway, Waterway.

Fig 2.7: Distribution of Modal Share a. Bus Service The current bus network serves a population of 5.5 million everyday (considering an influence zone of 400m of the transport network) through a road network of 3,800 km in the study area which represents a road density of 3.65 km per sqkm. However, several local streets in old part of city and some new unplanned neighborhoods are too narrow (where rickshaw movement dominates) for bus operation, resulting in only 12.5 percent of the entire road network suitable for bus movement. In the study area most of the high capacity roads run north south. Out of 152 bus routes only 5 bus routes operate east-west. The existing public transport culture creates a low-quality service, adding to road congestion and having negative social impacts. The reasons are, • Multiple, uncoordinated and weakly regulated bus operation; • Significant disregard to passenger safety and comfort; • Lack of safety and respect for female passengers, and; • Nonexistence of adequate infrastructure (bus stops, dedicated lanes, and depots); • Disregard to the rules and regulations by the bus drivers; • Incapable and non-professional attitude of drivers;

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| 29 Congestion increases the average trip times which results in higher fuel consumption. The current bus fleet is not environment friendly; about 82% of the buses are diesel fueled due to which air pollution is five times the acceptable limit. b. Taxi Service Taxi is an important element of urban public transport system offering a convenient form of alternative transport particularly during off peak hour time. Dhaka is probably the only capital city in the world having extremely limited provision of taxis. Taxi service started in Dhaka in 2004 with 2000 taxis, but due to lack of incentive by the government most of the taxis went out of service within a very short time. Last year about six hundred new taxis have been put in the Dhaka streets by two companies. However, the fair is not within affordable limit of the majority of the city dwellers. c. Auto Rickshaw and Tempo There are about 13,000 registered auto rickshaws and tempos in the city. Currently, there is a ban on new registration which caused plying of illegal auto rickshaws on the streets; as a result, the actual number of this category of vehicle is much higher (2000-3000). These vehicles use CNG as fuel which is environment friendly. Though there are meters in the vehicles, the fare is actually determined on bargain. However, the fare is not affordable by low income groups. People’s dependence on auto rickshaw will continue until an efficient public transport system is introduced. d. Railway Within the main city Railway (BR) operates from two major stations, Kamlapur Railway Station (Central Station) and Airport Railway Station (North of Central Station). The railway network of Dhaka passes from central railway station to Narayanganj in south-eastern part and in the northern part up to Tongi junction. From Tongi junction, one section goes through Narsingdi towards Chittagong and Sylhet other section goes up to Joydebpur and from there, one line goes to north Bengal via Jamuna Multipurpose Bridge through Tangail and another line goes to Jamlapur via Mymensing. Through these three directional lines Dhaka is connected with the entire railway system of the country. e. Waterway The Sadarghat terminal is the only major river terminal on Buriganga River that connects river traffic of the south-western Bangladesh to Dhaka city. The major inter-district passenger routes connect Dhaka to Khulna, Barisal,Bagerhat, Pirojpur, Patuakhali, Chandpur, Bhola mainly the southwestern region of Bangladesh. Narayanganj is also an important waterway terminal.

BIWTA planned a circular waterway service of 110 km surrounding Dhaka City along Buriganga, Turag, Balu, Shitakhya River. The 1st phase of the service of 29 km is running from Sadarghat to Ashulia with 6 landing stations. The remaining length is still under preparation with river dredging for navigation and landing stations. The current water bus project from Sadarghat to Ashulia is facing some problems as stated below:

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| 30 _No feasibility study was done before launching the project; _ No operational plan was made for the service; _ Landing station facilities are not good enough; _ Huge traffic jam en route to reach terminals in Sadarghat and Gabtoli; _ No feeder bus services provided for water bus network; and _ Very low publicity for the service

2.5.2 Private Transport System (Motorized/Non-Motorized) a. Car: As ascertained from BRTA the number of registered car (including jeep and microbus) in Dhaka is 306,000 with average annual growth during last five years varied between 5% to 10%. The growth is very much dependent on import duty. The current contribution of trip by private car is about 5%, even with higher economic growth this ratio is not going to exceed beyond 8% by the year 2035 due to the introduction of MRT/BRT and improved bus system. b. Motorcycle Motorcycle population is increasing more than 10% annually. The registered motorcycle in Dhaka till 2013 is 3, 04,000 out of which 50% may not be in use due to old age. The motorcycles are usually on the street during morning and evening peak hours. As observed in other developing countries, their number may increase rapidly in the next few years increasing the risk of air and noise pollution, and the risk of road accident.

a. Rickshaw Manually operated rickshaw is a prominent mode of transport for Dhaka city. There are about 5,00,000 rickshaws in Dhaka City contributing 37% of the total trips and providing jobs to about a million people (in two working shifts). Due to their presence in arterial and main roads the speed of motorized vehicles reduces to only 8 km/hour during peak hours contributing to severe traffic congestion. Large numbers of unaccounted rickshaws are also available in outer urban areas. b. Pedestrians Presently, about twenty percent of daily trips (especially short length trips) are walking trips.

Most of the CBD area and public utility (education and health) areas are provided with sidewalk of varying width (1m-4m) covering 600 km in length. However, most of the sidewalks in CBD area are occupied by vendors forcing the pedestrians to take to the carriageway, thereby creating traffic congestion and safety hazard. Some of the residential areas are provided with sidewalks but newly built areas lack this facility.

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02.6 Road Network in Dhaka City

Fig 2.8: Current Road Network in Dhaka VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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02.7 Major Problems in Urban Transport System a. Poor Public Transport System As the Dhaka metropolitan area grows to its future targeted population of over 26 million, there will be increased demand for public transport service. An efficient, safe and reliable public transport system including bus and mass rapid transit services which the general public can afford to use will be required to transport people to work and in their leisure pursuits. Public transport is not comfortable and easy in Dhaka, particularly to women, children or elderly people due to poor accessibility and non-integrated transport network. Local buses have no defined stoppage facility along its route and they use total road width to board passenger, which cause multiple number of obstacle in flow path. The National Land Transport Policy which was adopted in 2004, in it its section nine stated that the bus service and pedestrian would be prioritized, and commuter services would be introduced. If public transport is not given more priority over other vehicle types and road users, the goal of attaining smooth traffic flow will remain unfulfilled. b. Lack of Coordination The transport network and facilities are owned and operated by different government agencies under different ministries. There are also several city corporations and pourashavas within RDP. Dhaka Transport Coordination Authority (DTCA) was formed in April 2001, to function as a coordinating body among agencies for transport related activities. Due to lack of superior authority over agencies, DTCA can’t play its proper role as envisioned during its formation. Due to this lacking, many well planned projects cannot be implemented/ completed on time which indeed has adverse impact on the overall traffic situation. c. Traffic Congestion Inevitably Dhaka faces unbearable traffic jam. With present vehicular growth (over 10%), unplanned development, non-compliance and a poor mix of land uses the city traffic flow is headed towards an ever-halted situation. In a congested road, drivers generally compete with aggressive attitude to occupy limited front space within a glimpse. This may lead to dreadful situation that is prevailing in Mexico City, where 20% of workers spend more than 3 hours traveling to and from work place every day, and 10% people spend over 5 hours (Habib, 2002).

Passenger travel time is stretching to such limit where national economy is suffering due to loss of hours on the congested road. In Dhaka, the traffic congestion cost is US$3 billion a year and the city losses over 8 million working hours daily (Osman, 2011). Like many other cities in developing countries, Dhaka is struggling with the serious problem of existing traffic stop andgo situation. Recently, Urban and Regional Planning Department (URP), BUET has carried out a study, which shows that the city losses over 5 million working hours daily due to traffic congestion.

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| 33 d. Presence of Rickshaw in Major Road Corridors Rickshaw cannot be considered as low-cost transportation as it costs highly per kilometer than public transport. Road standards are required to properly identify, design and prioritize maintenance of roads. There are about 100,000 registered rickshaws in Dhaka city, while the actual number of rickshaws in operation is around 500,000. Due to missing of separate rickshaw lane, the mixture of rickshaw and Motorized traffic reduces overall capacity and vehicular speed on roadways. A better alternative of rickshaw is required to provide services for the rickshaw users. e. Absence of East-West Continuous Road In the city, there is not a single continuous main road in east west direction. The roads which are existing in this direction are all connecting roads or link roads. For discontinuity of the roads, huge number of T and staggered junctions develop on the layout of the city. So, vehicle cannot move thoroughly in east-west direction. Absence of east-west connection has become the major problem for the entire road network of Dhaka city. Presently, such requirements are met by relatively narrow and poorly aligned roads, which are far highly inadequate to meet the existing demand in terms of capacity, speed and level of service. f.

Insufficient Parking Facilities

Dhaka suffers from parking problems due to inadequate parking facilities, parking. In Motijheel commercial area which is the central business district of the city, becomes heavily congested during peak hours. Vehicles are parked all along the street, that often are double and tripleparked. Other major business centers also posses’ similar problems. Insufficient parking facilities at shopping centers have remarkable impact on traffic flow in adjacent roadways. Illegal on-street parking reduces at least one lane to its road width. Most of the recent shopping centers have also been developed with shortage of parking facilities with respect to demand. g. Inadequate Pedestrian Facility The existing footpaths of the Dhaka city are being improved physically in the recent years. New footpaths are also being constructed. But there are many kilometers of roads without walkway facility. Moreover, there are a lot of problems relating to use of footpaths by the pedestrians. The most serious problem is the retailer traders and hawker on the footpaths, who eventually reduce the effective width of footpath. Other problems are, piling of building materials on road and footpath, rickshaw stands, rent-a-car service, garages etc. There are a lot of big size dustbins on the streets close to the footpath causing inconvenience to the passersby. At many areas of the city, people use the footpaths for toilet purpose creating public nuisance for pedestrians. In the streets of the Dhaka city, another serious threat to the safety of the pedestrian is posed by the ‘traps of death’, that in the open manholes on the roadways as well as on the footways. h. Flyover Integration Plan During last few decades a number of flyovers (Mohakhali, Jatrabari, Kuril, Banani, Khilgaon) have been built in Dhaka city by different organizations (RHD, DCC, RAJUK, Cantonment Board and, LGED). Currently, Moghbazar-Mouchak flyover is under construction. But is has not been VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 34 integrated with Hatirjheel project and the proposed Shantinagar- Jhilmil project at Keraniganj.

Most of the flyovers have been built on ad hoc basis without any integrated corridor approach in mind. In future an integrated corridor approach should be followed for flyovers keeping in mind multimodal transport facilities (BRT line, MRT line, ring road and elevated expressways). i.

Road Accident & Safety Audit

Pedestrians in Dhaka deliberately cross the road at any point for their own convenience ignoring the consequence of possibility of fatal accidents. Over-bridges are occasionally used by the pedestrians and they simply cross the road walking through any available narrow space between two following vehicles. Road safety audit on major roads should be planned and implemented to increase safer roads along major DMR corridors. Road safety culture is absent among the road users, who are usually the victim of road accident in Dhaka (about 70% of the road accident victims are pedestrians), and fatality is more pronounced in peri-urban area where the vehicle speed is higher.

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Chapter 03: Urban Transport Projects in Dhaka City

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03.1 Urban Development Vision and Scenario Dhaka City, the capital of Bangladesh, is one of the most populated cities in the world with its population rising from 6.62 million in 1990 to 14.61 million in 2010. The population is expected to continue to grow and is estimated to reach 20.9 million by 2025. This population growth has led to a skyrocketing of an unmet demand for urban transportation, resulting in chronic traffic congestion and air pollution in Dhaka. Currently, the urban transportation and logistics in the Dhaka Metropolitan Area is largely dependent on road transportation. However, the development of transportation infrastructure and enactment of traffic regulations to control various traffic means, including public buses and auto rickshaws (three-wheeler taxi), are largely insufficient. As such, the traffic conditions in Dhaka have largely deteriorated, inhibiting economic and social activities in Dhaka. As a result, Dhaka is suffering an annual economic loss of 2,600 million US dollars (Source: Dhaka Chamber of Commerce and Industry). In addition, the worsening of traffic pollution, including exhaust gas and traffic noise, is becoming a major issue, resulting in an urgent demand for the introduction of an Strategic Transport plan for Dhaka to alleviate the situation.

For large urban areas such as Dhaka, the only way to effectively meet transport demand is to provide the city with a high quality public transport system that must be developed in integration with urban development. The core network will be composed of MRT and BRT while secondary and feeder services will be by buses with different sizes and types of services.

A public transport-oriented city cannot be realized solely by introducing mass transit as a mode of transportation, it must also be associated with efficiently integrated urban areas and a parallel lifestyle shift by the people. Key considerations must be given to the following: (a) Integrated Urban Development: Land use and urban development must be re-organized along the mass transit corridors in such a way that socio-economic activities are more effectively articulated with mass transit. This requires a review of the existing urban master plan which is rather road-transportation-based. (b) Adequate Role-sharing with Private Transport: Private transport which includes cars, motorcycles and bicycles, is also an equally important mode as the society becomes affluent and demands diversify. Private transport modes also play as an important feeder services to mass transit systems. (c) Long-term Commitment: A successful mass-transit-based city cannot be achieved in a short period of time as this needs to be long-termed and requires consistent policy intervention and people’s good understanding and support The study from the DHUTS shows us the current scenario of transport infrastructure in Dhaka city and provides us with the suggestions as what to do to cope up with the situation. As the writing goes forward we will find out what is GOB doing to develop the transport scenario in Dhaka.

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Fig 3.1: Current Road Network Performance (2014)

Fig 3.2: Current Road Network Performance (2035)

Fig 3.3: Proposed Road Network Performance (2035) Source: JICA study team VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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03.2 Future Plan and Direction 3.2.1 Goal •

• • • • • •

Communities will find better places to live, work and raise a family, with easy and safe access to social and economic opportunities, whether in core part of Dhaka City or in regional and sub-centers of Dhaka Metropolitan Region. An effective network of connectivity will foster the safe, efficient movement of people and goods and contributes to Dhaka’s economy. Roads and highways and other mass transits directly connect to other transportation modes and are vital to moving of products to markets both within and outside the DMR. To achieve the goal following issues will have to be addressed: Providing a greater choice of travel modes (BUS/BRT/MRT/RAIL/Taxi); distributing goods and services more efficiently; Improving road safety; Reducing the environmental impacts of the transport system; Fostering medium density development; Utilization of water way transport network;

To attain the above goal the following objectives policies have been recommended.

3.2.2 Objective and Policy

Objective 01: To Prepare Long Term Transport Network Plan The main objective of the strategy is to establish a long-term major (Mainly primary and secondary) road network for the Dhaka Metropolitan region which will effectively serve the needs of the growing urban concentrations, by providing improved access to the main urban itself and linkage to areas with potential for growth.

Policy 1.1: Enhancing the Linkage between Land Use and Transport Network Policy 1.2: Construction of Ring Road Policy 1.3: Incremental Road Network Development Policy 1.4: Establishment of Hierarchy of Roads Policy 1.5: Encourage Development of Sidewalk and Bicycle Route for Both Mobility and Recreation Purposes.

Objective 02: To Make the Use of Public Transport Efficient and Sustainable Public transportation is the means of reducing traffic congestion, providing an economic boost to the areas of job relocation, and most importantly, contributing to a green environment by reducing carbon dioxide (CO2) emissions. Using Public transportation can result in a reduction of an individual’s carbon footprint. Using public transportation saves CO2 emissions in more VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 39 ways than simply travel as public transportation can help to alleviate traffic congestion as well as promote more efficient land use. Social balance is also maintained by providing efficient and effective public transport because low income cannot afford to own and operate private car.

Policy 2.1: Introduction of Mass Rapid Transit (BRT and MRT) Policy 2.2: Promote Better Bus Transport System, Network Restructuring and Route Franchising Policy 2.3: Integration of Water Way Transport with Bus Network.

Policy 2.4: Introduction of Commuter Trains.

Policy 2.5: Introduction of Efficient Taxi Cab Service

Objective 03: To Ensure Effective Traffic Management Traffic management measures are necessary to optimize the existing infrastructure to improve flow capacities and to be more responsive to traffic demand at different times of the day. The measures to road safety include signalized junctions, one-way street system, and reversible lanes to increase lane capacity during peak hours, dedicated bus lane, penalties for on-street parking, and controlling heavy vehicle entry into the city during peak hour. Out of the above-mentioned measures, only traffic signal (mostly managed manually by traffic police causing severe traffic congestion), and restriction of heavy vehicle entry is currently practiced in Dhaka.

Policy 3.1: Integration of Travel Demand Management (TDM) In Planning Process Policy 3.2: Management of Rickshaw-Based Transport (Rickshaw, Rickshaw-Van, Carts Etc.) Policy 3.3: Ensure Parking and Management for DMR Policy 3.4: Ensure Traffic Impact Assessment (Tia) for Large Scale Development Project Policy 3.5: Ensure the Road Facilities Fit for the Future Policy 3.6: Bringing Reduction in Fatalities and Serious Injuries on Roads Policy 3.7: Tackle Traffic Congestion Introducing Advanced Technologies

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Fig 3.4: Proposed Integrated Transport Network Plan for RAJUK Area VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 3.5: Proposed Ring Roads for RAJUK Area VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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03.3 Transport Oriented Development (TOD) A sustainable urban transport system requires strengthening various features of the system including mobility, accessibility, affordability, social equity, efficiency, safety, security, convenience, low carbon, comfort, and people- and environment-friendliness. In order to achieve all these elements, various challenges need to be addressed in an integrated manner. These challenges include improving human health through the reduction of urban air pollution, tackling climate change, reducing the number of deaths and injuries from road accidents, controlling excessive motorization, improving public transport services, encouraging more walking and cycling, and recognizing the specific needs of urban poor, women, the elderly, people with disabilities, youth, and children. (Shanghai Manual, 2012) There are various ways to describe an implementation method for sustainable urban transport in a city. Transit Oriented Development (TOD) can be the best solution for an over populated city like Dhaka. A transit-oriented development (TOD) is a mixed use residential and commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. A TOD neighborhood typically has a center with a transit station or stop (train station, metro station, tram stop or bus stop), surrounded by relatively high-density development with progressively lower density development spreading outward from the center. TOD’s generally are located within a radius of one quarter to one half mile (400 to 800m) from a transit stop, as this is considered to be an appropriate scale for pedestrians, thus solving the last mile problem.

Dhaka is suitable to TOD due to its densely inhabited urban areas with more than 800 per hectare in the inner urbanized districts, 500 per hectare in Gulshan area and 400 per hectare in other areas compared to 86 in Paris, 62 in London, 145 in Tokyo and 370 in HongKong. As envisioned in the General Plan, the challenge for Dhaka is to revitalize the CBD into well-designed areas in close proximity to good public transport and with convenient access to a mix of retail, personal services, health and recreational facilities while maintaining cultural and historical values and depopulating the district to make it less congested. Inner city infill sites can offer an ideal setting to promote TOD but require a political commitment to establish a development style enterprise that can implement land readjustment activities and redevelop around MRT/BRT stations.

According to Urban transport policy (UTP) 2015, the strategy should be to “Ensure mobility and accessibility to urban services that are vital for the people and the society, by providing a transport system characterized by safety, amenity and integrity sustained by an efficient public transport system”. Without public transport, the city’s future is untenable. The future public transport must be provided in sufficient quantity and quality. An attractive public transport system is the only solution in which both city authorities and the people are expecting. The following are the suggested policies: 1. Development of a hierarchal mass transit system; 2. Early introduction of an integrated public transport system in an effort to maintain public transport share; 3. Development and improvement of bus transport system, including reform of management systems and the business model VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 43 4.

5.

6.

7.

Exploitation of para-transit and NMVs Exploitation of water transport system Promotion of public transport use and expansion of services Providing an Affordable Public Transport system

A well thought out mass transport plan including two (2) Bus Rapid Transit (BRT) and five (5) Metro lines (MRT) and a development of 54 arterial roads and improvement of public bus services were proposed as part of overall traffic and transport development for Greater Dhaka Area (GDA).

03.4 Strategic Transport Planning

3.4.1 Bus Rapid Transit (BRT) in Dhaka City Bus Rapid Transit (BRT) combines the benefits of light rail transit with the flexibility and efficiency of bus transit. Developing countries with high transit-dependent populations and limited financial resources have increasingly attempted the use of BRT systems because of their low costs and relatively fast implementation times. The cost of a BRT project is considered to be approximately one-third of a LRT project, which is a cost that developing countries can afford.

BRT can be integrated into urban and suburban environments in ways that foster economic development and transit and pedestrian friendly design. Examples of regions that have integrated BRT successfully include Adelaide, Boston, Ottawa, and Brisbane (Levinson et al.

2003). The successful BRT systems in many cities can now be taken as an example for other developing countries to follow in the future. e.g. Bogota, Curitiba (Leal and Bertini, 2003). The Strategic Transport Plan (STP), for Metro Dhaka, recommended a package of comprehensive programs for the development of transport infrastructure over 20-year period.

3.4.2 Mass Rapid Transit (MRT) in Dhaka City Mass rapid transit projects are often taken by the government of developing countries.

Developing countries in Asia are undertaking rail-based system as a solution to solve the problems of urban traffic congestion and for meeting rapidly increasing travel demand. This is also targeted for controlling environmental pollution and boosting up economic growth.

Experiencing projects in Hong Kong and Singapore, and cities in South Asian countries, like Delhi, Mumbai, Calcutta (India) and Dhaka (Bangladesh) are found to rely on metro for the growing travel demand as ultimate solution.

The government of Bangladesh approved a long-term mega project (Strategic Transport Plan, STP 2005) to establish an integrated environment-friendly traffic management system in greater Dhaka reducing troublesome traffic congestion. From a set of investment options including road with Bus Rapid Transit (BRT) or Metro Rail Transit (MRT) or various combinations of these (along VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 44 various level of road investment), the recommendation was in favor of BRT and MRT along with moderate investments on the improvement of roads as a solution to meet the challenges of the future transport demand of Dhaka. This could be a good response to the prevailing worse traffic situation (Alam, 2010).

3.4.3 Circular Waterways Around Dhaka City From above we all know; the traffic condition of present Dhaka has reached a critical condition.

Serious congestion and delays have been the most common objections of everyday life of the people live in or come to the city. The existing road transport system cannot meet the demand for trip making. Poor traffic management and inadequate condition along with the absence of integration between different transportation modes have made the situation worse. Under the circumstance, the conducted study has been formulated with a view to find an alternative solution of the transportation problems of Dhaka City. Realizing the fact that, Buriganga river, lying to southwest of Dhaka city could have potentials to be developed as an effective transport option and thereby induce growth on the western bank of the river Buriganga. Since Dhaka city is one of the most populated cities in the world and day by day its population is increasing at an alarming rate; so, it is very important for Dhaka city to improve its circular water transport system to prevent the traffic jam and also provide good transport system for the increasing people. If the problems of the circular water transportation system of Dhaka city can be solved, then it will be a very effective transport system both for people and different goods

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Fig 3.6: Proposed Mass Transit Routes for RAJUK Area VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 3.7: Proposed Transit Oriented Development (TOD) Along Mass Transit Stations VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 3.8: Mass Transit lines (Line 6) VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Chapter 04: Methodology

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04.1 Introduction The Thesis is conducted on specific methods and techniques. Some sequential steps have been taken to conduct the study properly. The process is briefed below.

04.2 Literature review First and foremost, the clear point of view on the Existing transport scenario of Dhaka City was required. After connecting with some related professionals, it was suggested that the JICA Phase1 and Phase-2 reports were already ready, and these were after pre-feasibility and feasibility studies conducted by academic papers of various institutions namely BUET, which will help to get a clear view of Transport scenario in Dhaka, and what is needed to reduce the problems.

Newspapers were followed on a regular basis and old articles were retracted to find the timeline of Dhaka Metro Rail from its initialization. And to learn about the metro rail system which is a new concept regarding transportations in Bangladesh literature was the only solid basis of learning.

04.3 Site Selection After reviewing the related literature available to the public, a suitable site had been chosen for dissection. The site was chosen in light of the JICA Phase-2 studies and conforms with the MRT6 route plan. The East and West part of the Dhaka city will be connected through the site. Physical survey was done and proper visualizations conforming with google earth images were accomplished afterwards.

04.4 Data Collection 

4.4.1 Primary Data Collection

Primary data had been collected from various field of expertise including urban planners, Transportation Engineers, Students of civil and Environmental Engineering, Architecture and Planning. Trips were made to ministry and meetings were fixed with various dignitaries to know about the government’s vision regarding the MRT-6 project. RAJUK officers were talked to to visualize their plan regarding Farmgate. As there were no similar projects at home, the Kolkata Metro and Delhi Metro in India were visited, and primary data was gathered.



4.4.2 Secondary Data Collection

Secondary data was collected by various transportation engineering papers, journals, magazines, books related to terminal design, public place design and all. JICA and DTCA authorities provided the most important secondary data which was the full Phase-1 and Phase-2 survey of MRT-6 line, and RSTP for Dhaka: 2015-2035.

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04.5 Problem Recognition and Conceptualization Problems were recognized as the survey progressed. User level survey was conducted at various sites to learn more about the character of trips made and problems faced by daily commuters.

Their demands were taken into consideration. Rickshaw pullers, Bus drivers, CNG drivers, Coolies contributed to the understanding of traffic congestion and solution of Dhaka city.

Newspaper articles, Journals, Features, Thesis papers allowed the proper, in-depth and realistic vision of the project to be rendered.

04.6 Case study As there are no full-fledged example of Metro rail and stations in Bangladesh, physical survey was quite difficult. Travelling to Kolkata and Delhi and taking the firsthand experience of the metro lifestyle allowed a critical understanding of the project. Some information was provided by the Delhi Metro ‘Anusandhyan’ and Indian Army Personnel who were frank to talk about day to day commuting in their eyes. At home to understand and basically differentiate between the surveys done abroad, Kamalapur railway station and Sylhet railway station were surveyed. This was done systematically based on various architectural, transportation, structural, urbanplanning and socio-economical viewpoints. After these surveys were done, study was moved from offline to online to understand the current trends of station design to achieve a fuller and global view of the problems lying ahead.

04.7 Data Processing The collected data, after consolidating were required to be coded, edited and classified and then archived in order to make them usable for proper analysis. The analyzed data were then to be used for direct use like the preparation of program outline.

04.8 Data Analysis Processed data were archived in order to be analyzed. Data analysis were done to make the data usable for specific use. Program generation was the main purpose. Various software like Google earth, Adobe CC, AutoCAD, Sketchup were used to analyze various types of data into usable contents.

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04.9 Preparing Program Outline The program outline was set basically considering all the research work done based on field survey, literature survey and oral survey. Various functions went through add and remove procedure. The core of the program outline was set by JICA Phase-2 study.

04.10 Final Preparation for Broad Program and Presentation The final report was constructed with all the survey and analyzed data in a presentable manner and a broad program was set out. This presentation was reviewed by a board of Jury members and the Thesis supervisor and small adjustments were done.

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Chapter 05: Site Analysis

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05.1 Site Appraisal From the early 1990s, the area has seen massive building and construction boom. Consequently, the area has got commercial importance and nowadays it has become one of the major transportation hub of Dhaka from where anyone can travel to all other parts of the city as well as throughout the country. Today Farmgate has become a more commercial area than a residential area. Neighboring places of Farmgate are Kawran Bazar, Pantapath, National Parliament, Rajabazar etc.

Farmgate is the nerve center of Dhaka city. As a major commercial area of Dhaka, Farmgate serves as one of the significant business hubs of the city. Many Governmental, NGO (Non overnment Organisation), educational institutions, commercial and financial institutions are located in Farmgate. The biggest wholesale market of Dhaka, Kawran Bazar is located right beside Farmgate. Furthermore, Ananda cinema hall, one of the city's traditional and crowded cinema hall is located here. Green Road is the main street of this area extending from Farmgate over bridge to the Pantapath. Department of Agricultural Extension, commonly known as Khamarbari is situated in Farmgate. Traffic congestion is a common scene of Farmgate. As a transportation hub of Dhaka, the area is most often remains crowded and thousands of cars, rickshaws, minibus, bus, trucks remain stranded for even hours in the roads and streets of Farmgate. Majority of the inhabitants of Farmgate are servicemen and businessman. Dhaka's largest sanitary market and Green Super Market is here. Another highly crowded market, known as Sezan Market is located right beside the Farmgate over bridge. With numerous markets, offices accompanied with immense traffic jam, one can take a glimpse and find the ambiance of Dhaka.

Farmgate is one of the busiest junctions in the growing mega-city Dhaka, and to my opinion, is in need of an architectural intervention. This renowned street of Dhaka City acts as a connection to all other streets and roads of the city. Hence the traffic load in this area is immense and needs organizing.

05.2 Site Location The site is located between the two busiest roads of Dhaka city, which links the east and west sector of Dhaka city. On the west end there is the Manik Mia Avenue and Begum Rokaya Sharani and the east end there is the Kazi Nuzrul Islam Avenue (Old Aiport Road). The Sher-E-Bangla Nagar park is one of the few remaining accessible green places in Dhaka which is beside the site.

The National Parliament building is located on the northwest corner of the side.

As, Farmgate is one of the most important transitional points in Dhaka city the site is quite suitable for the construction of an Metro station.

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Fig 5.1: Site Location

Fig 5.2: Site Surroundings

Fig 5.3: Alignment and location of Farmgate Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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05.3 Existing Site Analysis 5.3.1 Solid Void Ratio and Land Use Pattern There is a dense development at the south end of the site, while many not accessible greens at north, east and west end of the site. The only accessible green is the park that is beside the site.

Fig 5.4: Existing Solid Void Ratio at Farmgate

Fig 5.5: Existing Land Use Pattern at Farmgate VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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5.3.2 Informal Land Use Pattern Informal Land Use Pattern plays quite a vital role concerning in the sustainability of this site.

Informal business through Hawkers and Vendors thrive in the pedestrian footpath of this area due to the immense pedestrian coming and going on the roads. This sector needs to be properly addressed and designedly allocated along the future pedestrian main stream way.

Fig 5.6: Existing Informal Land Use Pattern at Farmgate

5.3.3 Existing Pedestrian Movement There is a dense pedestrian activity on both the east and west end of the site. The east end consists of two major bus stands serving both ways. There is also modal exchange from rickshaw to bus or tempo that occurs mainly in the east end of the site where passengers coming from neighboring areas alight from rickshaws and then take a bus to other parts of the city. Vice versa passengers coming other parts of the city alight here either to make their way to the neighboring well-known educational institutes or residential zones nearby. There are three foot over pedestrian bridges connecting from one end of the Kazi Nazrul Islam Avenue to another, which are always under heavy pedestrian utilization since the roads underneath are always under heavy traffic vehicular demand. On the west end of the site, scenario is quite different. Due to the Parliament Assembly VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 57 Building, there is green breath of space and people from various parts of city come here for leisurely purpose. Over the years, the green roundabout on the west end has become a very popular hangout area for the neighboring people and becomes very crowded especially during the night.

Fig 5.7: Existing Pedestrian Behavior at Farmgate

5.3.4 Existing Road network and traffic movement This site links to east and west sectors of Dhaka city. It links to major north to south roads of the city that parallelly run side by side each other. On the west end there is the Manik Mia Avenue and Begum Rokaya Sharani and the east end there is the Kazi Nazrul Islam Avenue (Old Aiport Road).

Existing Traffic Pattern survey through site visit examination showed that on the north and south of the site there are tempo stands where they wait to take passengers to Mohammadpur, VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 58 Hazaribagh, Dhanmondi and Lalmatia. On the east end is the main traffic congestion area of Farmgate due to the two bus stands on both sides and the out pour of vehicles from Holy-Cross Road and Green Road.

Fig 5.8: Existing Transport System at Farmgate 5.3.5 Nodal Activity As explained earlier there are bus stops on the east side of the site, so it can be easily assumed that, that part of the site remains crowded all the time with people as well as vehicles. On the other hand, there are human hauler stands on the southwest corner of the site, as well as rickshaw stands. So, that place is crowded also.

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Fig 5.9: Traffic count of Farmgate Node and Khamarbari Node

05.4 Environmental Considerations 5.4.1 Climate The climate of Dhaka experiences a hot, wet and humid tropical climate. The city has a distinct monsoonal season, with an annual average temperature of 25 °C (77 °F) and monthly means varying between 18 °C (64 °F) in January and 29 °C (84 °F) in August.

Nearly 80% of the annual average rainfall of 1,854 millimeters (73.0 in) occurs during the monsoon season which last from May till the end of September.

5.4.2 Topography Dhaka is situated at 23.8103° N, 90.4125° East and 35' above from the sea level. The ground plane is mainly flat.

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5.4.3 Temperature

5.4.4 Humidity

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5.4.5 Precipitation

5.4.6 Wind Speed

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5.4.7 Sun Hours

5.4.8 UV Index

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05.5 S.W.O.T Chart Strength

Weakness

Opportunity

Threat

The strength of the site lies in the variety of land use pattern and the existence of some important structures., which create multidimensional activity.

The lack of green is a big drawback of the site. The only green existing around is the farm gate park which is not enough for the busy area for sure.

The opportunity of the site lies in the urban activities of the area.

The unplanned and neglected pedestrian is a threat for the area.

Opportunity to have a vibrant CBD with diversified use.

The unplanned growth of buildings is encroaching the existing green around the area, making it lifeless.

The site is the most connected place of the city.

The institutions (Holy-cross, Tejgaon College, Polytechnic college) act as the backbone of the site while the bus-stops on both sides of the road act as the heart, helping thousands and thousands of people commute from one place to another.

Strength of the site is the flea markets which keep the footpaths alive.

There used to be some green pockets in the site which has been taken by the site owners and boundary walls prevent public to use those.

Poor traffic system.

No well-defined bus stoppage.

Poor waste management.

Vendor equipped the footpath where people could not access.

Being the most used public transportation hub of the city, the opportunity is there to work with the huge number of commuting people.

The existing Ananda cinema hall and the bus stops can be transformed into interesting public spaces and the flea markets can be integrated also to make the public space more active.

The weak structure of the foot overbridge is a threat to the lives of the large number of people using it.

Lack of public function and activities

Adding greenery and landscaping the area can be another opportunity.

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Chapter 06: Case Studies

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06.1 Delhi Metro Rail The Delhi Metro has been instrumental in ushering in a new era in the sphere of mass urban transportation in India. The swanky and modern metro system introduced comfortable, air conditioned and ecofriendly services for the first time in India and completely revolutionized the mass transportation scenario in the National Capital Region.

The Delhi metro project is planned, implemented and operated by a special organization by the name ‘Delhi metro rail corporation (DMRC)’, established jointly by Government of India and Government of the National Capital of Delhi in 1995. The project was/is being planned and executed in four phases – Phase I, II, III, IV. The network is presently comprising of five color-coded regular lines (Red, Blue, Green, Yellow, Violet), and a sixth line called Airport Express (Orange Line), with a total length of 208 kilometers (129 mi), serving 156 stations (with 6 more Airport Express stations) having a mix of underground, at-grade, and elevated stations. Phase I and II are operational now with the airport express line while Phase III is in implementation stage and phase IV is in planning stage.

The total cost estimated for Phase I and II was 300 Billion ($6 Billion) and for Phase III is Rs.352.42 Billion ($7.04 Billion). Phase III and IV are scheduled to be completed by 2016 and 2020 respectively.

Fig 6.1: Delhi Metro Route Map VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Observations After Physical Survey of Delhi Metro:        

Most Delhi Metro Stations lack architectural significance.

Stations are hard to identify as stations lack boldness architecturally.

Stations have rainwater harvesting system.

Access to stations are well defined and going up is mechanically helped while going down is always manual.

Ticket/Token availability is adjacent to entry.

Baggage checking is done by advanced X-ray for each and every passenger.

Metro stations are considered SIMS (Strategically Important Military Structures); so, it is common to find armed military camps at stations.

Separate treatment for mothers, physically challenged, senior citizens provided by station facilities.

Fig 6.2: Delhi Metro VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 6.3: Various Features of Delhi Metro VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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06.2 Dubai Metro The Dubai Metro is an ultra-modern, driverless, fully automated metro network in United Arab Emirates city of Dubai. It is the first urban train network in Arabian Peninsula. Planning of the Dubai Metro began under the directive of Dubai’s ruler Sheikh Mohammed bin Rashid Al Maktoum. The combination of a rapidly growing population and severe traffic congestion necessitated the building of an Urban Rail system to provide additional public transportation capacity, relieve motor traffic and provide infrastructure for additional development.

Fig 6.4: Dubai Metro VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Findings: 

 

The project consists of 52 km in length to the Red Line running from Rashidiya to Jebel Ali port, through the area where the highest concentration of strange skyscrapers of New Dubai. The 22 km long Green Line extending from the Ciudad Sanitaria (Health Care City) to Airport Free Zone of the city of Dubai, Arab Emirates.

The concept behind the design metaphor is based on the pearl, delicate object that was once a staple of the economy of the Emirate.

There are four types of Metro stations

Type 1: elevated station, 3 levels, street-level lobby, mezzanine mechanical rooms, two side platforms on level 3. Surface area: about 1.800m2. An example of this type of station Emirates Tower Station.

Type 2: elevated station, 2 levels, lobby at level 2, two side platforms, approx. 1.600m2. An example of this type of station Mall of Emirates Station.

Type 3: Elevated Station 3 levels, with ground-level lobby, mezzanine plant room, two side platforms on level 3 and unlike the other station 3 levels, this provides an extra line for parking and repair station. Its surface 1.900m2 Nakheel Station being one example.

Type 4: Typical underground metro stations, with the lobby on the first basement, basement intermediate engine room, two side platforms on level -3. An example of the link between Union Station and BurJjuman Square.        

27 trains operating during morning peak hours, and 29 trains during evening peak hours.

Interval between trains 6-8 minutes during AM rush hour, and 5-6 minutes during PM rush hour.

Stopping time in stations is 20 seconds.

Last train starts one hour before closing time, one at each end of each line.

Cabin capacity about 130 passengers, total capacity of each five-cabin train is about 650 passengers.

Priority seating available for elderly, injured, special needs, and pregnant passengers.

Special Needs passengers is catered for with wheelchair access and reserved spaces for wheelchairs.

Dubai Metro trains top speed 90 km/hr. or 110 km/hr. (conflicting information seen), average journey speed is about 40-50 km/hr.

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Fig 6.5: Route Map & various features of Dubai Metro VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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06.3 Taipei MRT Daan Park Station 

Architects

Che Fu Chang Architects



Location

Taipei, New Taipei City, Taiwan



Design Team

Che Fu Chang Architects + Sinotech Engineering Consultant Inc.



Area

19525.73 ft2



Project Year

2013



Photographs

Yueh-Lun Tsai, Che Fu Chang Architects, Department of Rapid

Transit Systems of Taipei City 

Project Team

Yi He Hong, Heng Song Tong, Sin Sing Lin, Jackson Huang, Pei

Chen Yang, Chung Yin Wang, Ru Ting Zheng, Ren Yu Fang 

Structural Engineer

Sinotech Engineering Consultant Inc.



M&E Consultant

Sinotech Engineering Consultant Inc.



Landscape Architect

SWA Group+ Sinotech Engineering Consultant Inc. Lighting:

CMA Lighting Design 

Lighting

CMA Lighting Design

Taipei, as an underground system, the entrance to the station normally appears like a matchbox on the street like cities worldwide, without any opportunity to interact with its environment.

When the extension plan revealed, Unlike the matchbox design, it is literally a station in the park, which breaks the boundary between station and Daan Forest Park. The proposal aims to transform the metro station from a passive transport service into a vibrant city hub, which connects people, environment and at the same time stimulates porosity. The tactic of embedding the station into the park has also created a gate in the North, which used to be a low active section.

The park is therefore getting more accessible and the station has become a jolly linkage, leading citizens to multiple destinations and activities.

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Fig 6.6: Taipei MRT Daan Park Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 6.6: Plan of Taipei MRT Daan Park Station

The station tries to fit in the park and melt in the landform. A semi-circular sunken, stepping down to the platform level extends the landscape into underground. It opens up the dark tubular station to sunlight and fresh air. With the arrangement of elevation control, layers of plaza, corridor and meeting places were created, and the surrounding plantation can effectively absorb the noise from people’s activities. While travelers alight at the station, they will be driven by their biological instinct, seeking sunlight and breeze to lead their way to the park. The transition between inside and outside brings the joy of nature and ultimately, turning the daily commute into a wonderful journey.

Fig 6.7: Section of Taipei MRT Daan Park Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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06.4 Rotterdam Central Station Rotterdam Central Station is one of the most important transport hubs in The Netherlands. With 110,000 passengers a day the public transport terminal has as many travelers as Amsterdam Airport Schiphol. In addition to the European network of the High-Speed Train (HST), Rotterdam Central is also connected to the light rail system, Randstad Rail. With the advent of both the HST and Randstad Rail the number of daily travelers at Rotterdam Central is expected to increase to approximately 323,000 by 2025.

The new station is not only larger, brighter and more orderly than the former, but also has an international feel; it beautifully complements both the efficiency of the HI-speed stop and the Rotterdam city’s bold ambitions for urban development and renewal. The station matches in all respects the practicality, capacity, comfort and allure, of the central stations of Madrid, Paris, London and Brussels.

One of the fundamental challenges of Rotterdam Central station was the difference in the urban character of the north and south side of the station. The entrance on the north side has a modest design, appropriate to the character of the neighborhood Provenierswijk and the smaller number of passengers. The entrance gradually connects to the city. In the Provenierswijk the character of the 19th-century Dutch provincial town is strengthened. Large architectural extensions are avoided on this side of the station, the presence of green is ameliorated, and the station is transparent. In contrast, the grand entrance on the city side is clearly the gateway to the high-rise urban center. Here the station derives its new international, metropolitan identity from the hall made of glass and wood. The roof of the hall, fully clad with stainless steel, gives rise to building’s iconic character and points to the heart of the city.

Fig 6.8: Exterior of Rotterdam Central Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

| 75 The wood finish on the inside of the hall, combined with the structural wooden beams of the platform roof creates a warm and welcoming ambience, inviting visitors to linger. The largely transparent roof structure which covers all the tracks over a length of 250 meters, flood the platforms with light. The glass plates of the roof vary the level of light transmittance by utilizing different solar cells patterns, which produce an ever-changing and fascinating play of shadows on the platforms. The platform roof on the Proveniersside is transparent. When the train drives into the station, there is an almost tangible feeling of being enshrouded in the station building.

Upon entering in the bright high hall through the center side, the traveler gets an overview of the entire complex and a view to the trains that are waiting invitingly along the platforms.

Fig 6.9: Interior of Rotterdam Central Station Windows with 130,000 solar cells cover 10,000 m2 of the total roof area of 28,000 m2. This is the largest application of solar energy in a station roof in The Netherlands and is also one of the largest rooftop solar projects in Europe. The solar cells are placed on the parts of the roof that get the most sun, taking into account the high buildings around Rotterdam Central. The solar cells represent an 8% reduction in the station’s CO2 emissions. The cells are expected to generate 320 megawatts per annum, which is enough energy for 100 households.

Fig 6.10: Birds Eye View of Rotterdam Central Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 6.11: Plan of Rotterdam Central Station

Fig 6.12: Elevation of Rotterdam Central Station

Fig 6.13: Sectional Perspective of Rotterdam Central Station VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Chapter 07: Program Analysis

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07.1 Space Allocation The guideline for the program of the metro station was provided by the JICA study team. This Program is a guideline for the project development. But it's not the standard perimeter to work in urban context project. The program should generate as an Autonomous effect from the contextual analysis. The minimum requirements for the program is provided here, which will evolve as the design progress.

Elevated passenger volume (in 2025) No. of Daily passengers 45000 No. of hourly passengers 6000

The functions can be divided into three levels.

2nd floor (Platform) A railway platform is a section of pathway, alongside rail tracks at a train station, metro station or tram stop, at which passengers may board or alight from trains or trams. Almost all stations for rail transport have some form of platforms, with larger stations having multiple platforms.

The term platform is most commonly used, in British usage, for designated areas where trains stop.

Scale of Floor Style of Platform No. of Platform Width of Platform No. of Stairs Width of Stair No. of Escalators No. of Elevators

21.8m * 125m = 2725 m2 = 29,340 ft2 Lateral Platform 2 7.6 m 4 2.5 m 4 2

1st floor (Concourse) The concourse is the main gathering space of the commuting people. The volume of the space depends on the density of people in the road above. It requires at least a double height space to avoid claustrophobic feeling.

Scale of Floor Ticket Vending Machine Room and Counter Ticket Barrier Counter

21.8m * 125m = 2725 m2 = 29,340 ft2 35m2 5m2

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| 79 Station Admin Office Guard Room Prayer Room Passenger’s Toilet Garbage Man’s Room Room for Station Personnel (Tearoom, Lecture room, Napping Room, Toilet and Shower) Electricity facilities and others (Mechanical Office Technical Office Security and Surveillance Office Telecommunication Office Signaling Office) Mother’s Room

125 m2 30 m2 50 m2 75 m2 50 m2 260 m2

450 m2 20 m2

Ground floor (Entrance) This intermediary floor provides access to passengers to the concourse level above and bus stands below. It contains variety of shops for the commuting passengers and students as well as the local residential community.

Scale of Floor No. of Stairs Width of Stair No. of Escalators No. of Elevators

21.8m * 125m = 2725 m2 = 29,340 ft2 4 2.5 m 4 2

As the station has three levels which we know from the DHUTS Phase 2 Study, (to avoid conflict with the Elevated Expressway) JICA suggested that the lowermost level of the station can be developed as a commercial floor, which will help the commuters.

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07.2 Functional Linkage

Fig 7.1: Relationship Diagram of Program VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Chapter 08: Design Development

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08.1 Design Concept Analyzing the site, the MRT rail track goes in the middle of the eye hospital, and Sher-E-Bangla Park, it creates the problem of preserving urban green and the relocation of the Islamia eye hospital which i don’t prefer as a qualified urban intervention. Rather if we blur the edge of street and open space and propose the MRT route over the road and then green park work as complementary function.

Option 01 shows the proposed MRT station within park. So, I proposed option 04 where the MRT route is over the Khamarbari road. By choosing this option I can preserve the urban green and I can demolish least number of buildings for the construction of rail track.

Option 01

Option 02

Option 03

Option 04

Fig 8.1 Choosing the Site Location VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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08.2 Design Development

This initial phase consisted of site analysis and study of what the future scenario of the site would be once the elevated MRT station and rail is introduced as well as the ramps and toll plaza from the Elevated Expressway is also introduced according to the Government proposal for the site.

In Master Plan Phase-II, the design development on the overall master plan schematics and concentrated on the study of current vehicular and pedestrian movement and how it might change if an MRT station is introduced and therefore the optimum circulation process that can be achieved and the distribution of the commuter passengers to their required modal exchange destination from train whether it be rickshaw, bus, or tempo and vice versa.

In Master Plan Phase- III, Detailed Master plan schematics and multi-layered circulation diagram integrating all forms of circulation together including pedestrian, bus, cars, rickshaw, tempo, etc.

In the next few phases, it was more concentrated on the station and its integrated functions such as platform, concourse, shops, elevated expressway and how spaces could be made interesting by integrating vertical circulations (lift, escalators, stairs) with atriums and double-triple height spaces along with food court, kiosks and other functions. Sectional Diagrams and Models where used to understand the interior spaces in the following design phases.

And overall through all the phases it was tried to use the park right beside the station to make the place more interesting and playful. Sher-E-Bangla Nagar park is one of the last few green places standing amidst DMA area. So, the concept was to preserve this green space and make it as an urban promenade for the commuters who are passing through the site and the people living in the nearby area

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Step 01 Identification of Crowd Generating Spot

Step 02 Creation of Urban Realm and Connecting with Urban Fabric

Step 03 Connecting Skywalk with Station Interface for Pedestrians

Step 04 Final Scheme Integrating All Step (1-3) Fig 8.2: Design Development Scheme VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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08.3 Architectural Drawings 8.3.1 Plans

Fig 8.3: Site Plan VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

Fig 8.4: Plan at 28’

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Fig 8.6: Plan at 68’

Fig 8.5: Plan at 46’

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Fig 8.8: North Elevation

Fig 8.7: South Elevation

8.3.2 Elevations

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Fig 8.10: Section BB’

Fig 8.9: Section AA’

8.3.3 Sections

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8.3.4 Vertical Circulation

Fig 8.11: Vertical Circulation 8.3.5 Program Articulation

Fig 8.12: Program Articulation VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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08.4 Visualizations

Fig 8.13: 3D Visualization VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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08.5 Model Phase 01

Fig 8.14: Phase 01 Model VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Phase 02

Fig 8.15: Phase 02 Model VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Phase 03

Fig 8.16: Phase 03 Model VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Phase 04

Fig 8.17: Phase 04 Model VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Chapter 09: Transport Related Ergonomics VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.1: Bus Stop and Car Drop-off Measurements (Neufert Standards) VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.2: Train Bogie Dimension

Fig 9.3: Car and Platform Dimension VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.4: Typical Section of Viaduct Structure

Fig 9.5: Typical Cross Section of Double Track VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.6: Typical viaduct drainage detail VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.7: Escalator Details VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Fig 9.8: AFC Gate Details VISION 2035: MRT (MASS RAPID TRANSIT) STATION, MRT LINE 6, FARMGATE, DHAKA

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Rolling Stock Specifications  Body Length……………………………………………………………………………19500 mm  Body Width ……………………………………………………………………………..2950 mm  Gap Between Platform Edge and Car Entrance Floor (Maximum)…………………..70 mm  Seating Arrangement………………………………………………………………Longitudinal  Door Type……………………………………………….Bi parting Pocket type Sliding Doors  Number of Passenger Door per Car……………………………………………………………4  Width of Passenger Door……………………………………………………………….1300mm  Height of Passenger Door………………………………………………………………1850mm  Dropping of Window Opening………………………………………………………….400mm  Materials of car Body Structure…………………………Stainless Steel or Aluminum Alloy  Formation ……………………………………………………………...Tc-M-M-M-M-Tc (6 car) Tc-M-M-T-T-M-M-Tc (8 car)  Passenger Capacity (6 car train), seated and standing with normal capacity of 3.3 passengers per m2 966 Pax (6 car train), seated and standing with 180% congestion of 7 passengers per m2 1738 Pax  Train performance Acceleration ……………………………………………………………………………0.92 m/s2 Deceleration…………………………………………………………………………….0.97 m/s2 Operating speed …………………………………………………………………..…...100 km/h  Power Requirements Peek per train (approximate) …………………………………………………………...6.0 MW Average per train (approximate) ………………………………………………………4.2 MW  Maximum Current ……………………………………………………………………4000 Amp  Air Conditioning Saloon Interior Temperature …………………………………………………………...24deg C Saloon Interior Relative Humidity …………………………………………………………60%  Lighting Level in Saloon …………………………………………………………………………>200 Lux Level in Driving Cab …………………………………………………………………..>100 Lux

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Chapter 10: Conclusion

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10. Conclusion Every architectural project poses the limitless opportunity to explore people, life, philosophies and great designs. This dissertation summarizes the journey to explore socio-economic, sociocultural, political, geographical issues the author came across throughout the semester. It was hectic yet very rewarding indeed. Enthusiasm was high even though there were barriers and limitations resource-wise and access-wise. It would be a matter of great pleasure if this dissertation is considered as a record for future prospective explorers.

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Chapter 11: Bibliography

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11. Bibliography                

       

Preparatory Survey Report on Dhaka Urban Transport Network Development Study (DHUTS) in Bangladesh Preparatory survey on Dhaka Urban Transport Network Development Study (DHUTS) Phase II Environmental Impact Assessment study, February 2011 Environmental Impact Assessment for the Dhaka Mass Rapid Transit Development Project, November 2015 Draft Dhaka Structure Plan Report 2016-2035 Dhaka Mass Rapid Transit Development Project (MRT Line 6), Final Report for Traffic Survey, August 2014 The Project on the Revision and Updating of the Strategic Transport Plan for Dhaka, Final Report, November 2015 Study on Dhaka Mass Rapid Transit East-West Line Project in Bangladesh, Final Report, October 2015 Transit oriented development (TOD) – a road towards sustainable transportation in Dhaka city by Nuzhat Ara MRT Station and Urban Linkage at Khamarbari-Indira Road-Farmgate by Nur-e-Dipa Shamima Muttaqi Multi Modal Metro Station On MRT-6, Pallabi, Dhaka By Reza Noor Muin MRT at Cultural Corridor at Shahbag Node Bangladesh by Mahbuba Al Amin TRANSITION, A vision for developing transitional space at Farmgate by Safa Binte Safiullah Responsive Environment by Ian Bently The elevated metro structure in concrete, UHPC and composite, Literature and preliminary study by R.J.A Kenter History of Commercial Development in Dhaka and the Spatial Significance of Spontaneous Retail Growth by Dr. Nasreen Hossain Circular Water Transport System of Dhaka City: Analysis of Existing Condition, Inherent Problems and Future Prospects, S. M. Nawshad Hossain, Sania Sifat Miti, Md. Lutfur Rahman Reviving the Inland Waterways of Dhaka: A morphological approach towards an integrated transportation system, Farida Nilufer, Amreen Shajahan Bangladesh Road Transport Corporation (BRTC), Bus Project in Dhaka, Department for Infrastructure and Economic Cooperation Station and Support Facility Design Guidelines User Guide, A Supplement to the Regional Transitway Guidelines, Metropolitan Council, February 2012 London Underground, Station Design Idiom http://www.dubaifaqs.com/dubai-metro.php https://en.wikiarquitectura.com/building/dubai-metro http://www.dhakatown.net/dhaka-city-map https://www.worldweatheronline.com

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DEPARTMENT OF ARCHITECTURE SHAHJALAL UNIVERSITY OF SCIENCE & TECHNOLOGY SYLHET, BANGLADESH.

ANTI PLAGIARISM DECLARATION FOR B. ARCH THESIS DISSERTATION

Name: Md. Imtiaz Ahmad Student number: 2011335025 Thesis Title: Vision 2035: MRT (Mass Rapid Transit) Station, MRT Line 6, Farmgate, Dhaka

1. I hereby declare that I know what plagiarism entails, namely to use another’s work and to present it as my own without attributing the sources in the correct way.

2. I know that plagiarism is a punishable offence because it constitutes theft.

3. I know what the consequences will be if I plagiarize in any content of the dissertation.

4. I declare therefore that all work presented by me for every aspect of my course, are my own work, and where I have made use of another’s work, I have attributed the source in the correct way.

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