Chittagong Strategic Urban Transport Master Plan - (P155253)

Chittagong Strategic Urban Transport Master Plan

(P155253)

Corridor Improvements Pre-Feasibility Study

19 November, 2018

Prepared by: Prepared for:

e.Gen Consultants Ltd., Bangladesh

in association with

Integrated Transport Planning Ltd, United Kingdom

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Corridor Improvement Pre-Feasibility Study Page i


Corridor Improvement

Pre-Feasibility Study

Contents

1 Introduction ..................................................................................................................................... 1

2 Rationale for corridor selection ....................................................................................................... 2

2.1 Corridor options ........................................................................................................................... 2

2.2 Evaluation methodology ............................................................................................................ 16

3 Corridor Approach Definition ........................................................................................................ 19

3.2 Defining a Corridor Improvement Strategy ............................................................................... 25

3.3 Developing the Public Transport hierarchy ............................................................................... 26

3.4 Potential for phased introduction ............................................................................................. 27

4 Corridor Improvements ................................................................................................................. 30

4.1 Dedicated running lanes ............................................................................................................ 30

4.2 Junction improvements ............................................................................................................. 38

4.3 Bus stops/stations ...................................................................................................................... 41

4.4 Vehicles ...................................................................................................................................... 43

4.5 Service plan ................................................................................................................................ 44

4.6 Arrangements for routes joining the BRT corridor .................................................................... 50

4.7 Bus priority measures for direct services .................................................................................. 50

4.8 Revenue collection ..................................................................................................................... 51

4.9 ITS ............................................................................................................................................... 51

4.10 Pedestrian facilities .................................................................................................................... 52

4.11 Terminals and interchanges ....................................................................................................... 54

4.12 Depots ........................................................................................................................................ 58

4.13 Major civil works ........................................................................................................................ 60

4.14 Institutional arrangements ........................................................................................................ 61

4.15 Bus Sector Reform ..................................................................................................................... 64

4.16 Branding ..................................................................................................................................... 65

4.17 Parking management ................................................................................................................. 65

4.18 Other design issues .................................................................................................................... 66

4.19 Freight improvements ............................................................................................................... 67

5 Modelled Impacts and Forecast Patronage ................................................................................... 68

5.1 Form of model ........................................................................................................................... 68

5.2 Impact on network ..................................................................................................................... 69

5.3 Forecast patronage .................................................................................................................... 75

5.4 Modelling summary ................................................................................................................... 80

6 Capital and Operational Costs ....................................................................................................... 81

6.1 Capital cost ................................................................................................................................. 81

6.2 Operating cost ............................................................................................................................ 82

6.3 Financial evaluation ................................................................................................................... 83


Corridor Improvement Pre-Feasibility Study Page ii

7 Economic Appraisal ....................................................................................................................... 87

7.1 Public Transport Consumer benefit ........................................................................................... 88

7.2 Public Transport Producer benefit ............................................................................................. 88

7.3 External benefits ........................................................................................................................ 89

7.4 Project costs ............................................................................................................................... 90

7.5 Net economic benefits ............................................................................................................... 90

7.6 Sensitivity analysis ..................................................................................................................... 92

8 Social Impact Assessment .............................................................................................................. 93

8.1 Impacts on commuters .............................................................................................................. 93

8.2 Provision of transport supportive of women............................................................................. 94

8.3 Impacts on land and settlements along the corridor ................................................................ 97

8.4 Public transport regulations ...................................................................................................... 98

8.5 Impacts on public transport operations .................................................................................... 99

8.6 Addressing economic dislocation ............................................................................................ 101

9 Conclusion .................................................................................................................................... 103


Corridor Improvement Pre-Feasibility Study Page iii

List of Figures

Figure 2-1: Identified corridors .................................................................................................................... 2

Figure 2-2: Green corridor (Kalurghat to Airport with New Market spur) .................................................. 3

Figure 2-3: Current Cross Section: Kamal Atartuk between VIP Road and Sea Beach Road. ...................... 4

Figure 2-4: Current Cross Section: M.A. Aziz Road between Katgar Junction and KEPZ Junction. .............. 5

Figure 2-5: Current Cross Section: M.A. Aziz Road ...................................................................................... 6

Figure 2-6: Current Cross Section: Tiger Pass Road ..................................................................................... 7

Figure 2-7: Current Cross Section: CDA Avenue .......................................................................................... 8

Figure 2-8: Current Cross Section: Chittagong – Cox’s Bazar Highway (Arkan Road) .................................. 9

Figure 2-9: Current Cross Section: Chittagong – Cox’s Bazar Highway (Arkan Road) ................................ 10

Figure 2-10: Blue corridor (Alongkar Mor to Shaheed Boshirussaman Sq) ............................................... 12

Figure 2-11: Red corridor (Baluchara to New Market) .............................................................................. 14

Figure 3-1: Preferred green corridor ......................................................................................................... 19

Figure 3-2: Corridor opportunities and constraints – southern section (1) .............................................. 20

Figure 3-3: Corridor opportunities and constraints – southern section (2) .............................................. 21

Figure 3-4: Corridor opportunities and constraints – southern section .................................................... 22

Figure 3-5: Corridor opportunities and constraints – northern section .................................................... 23

Figure 3-6: Northern elevated highway sections along the green corridor .............................................. 24

Figure 3-7: Southern elevated highway sections along the green corridor .............................................. 24

Figure 3-8: Transport hierarchy ................................................................................................................. 25

Figure 4-1: Cross-section of BRT running way, north of No. 2 Gate on CDA Avenue ................................ 32

Figure 4-2: Cross-section of a median BRT station south of No. 2. Gate on CDA Avenue......................... 33

Figure 4-3: Cross-section of asymmetric BRT station suitable for Arkan Road to Kalurghat .................... 34

Figure 4-4: Plan of an asymmetric BRT station suitable for Arkan Road to Kalurghat .............................. 35

Figure 4-5: Cross-section of BRT running way: Arakan Road to Kalurghat ................................................ 36

Figure 4-6: Plan of a BRT station and junction at No. 2 Gate on CDA Avenue .......................................... 39

Figure 4-7: Location of signalized junctions along BRT route .................................................................... 40

Figure 4-8: BRT stop locations ................................................................................................................... 42

Figure 4-9: Service Plan and Indicative Station Locations ......................................................................... 46

Figure 4-10: BRT Network Plan 2025 ......................................................................................................... 48

Figure 4-11: BRT Network Plan 2030 ......................................................................................................... 49

Figure 4-12 Buzz Console System. ............................................................................................................. 50

Figure 4-13 Example of Bus Priority Lane Markings .................................................................................. 51

Figure 4-14: Lack of footpath on CDA Avenue ........................................................................................... 53

Figure 4-15: Pedestrian Crossing facility with BRT in Yichang China ....................................................... 53

Figure 4-16: Bahaddarhat Terminal: Poor Design & Facilities ................................................................. 54

Figure 4-17: Bahaddarhat Terminal: Poor Access Arrangements ............................................................ 55

Figure 4-18: Location of terminals required in phase 2 ............................................................................. 57

Figure 4-19: Search areas for depot sites .................................................................................................. 59

Figure 4-20: Railway crossings that require upgrade ................................................................................ 61

Figure 5-1: Impact of the Public transport Improvements on Car Speeds .............................................. 69

Figure 5-2: Impact of the Do-Something scenario on bus speed, PM peak hour (2025) ........................ 71

Figure 5-3: Impact of the Do-Something scenario on bus speed, PM peak hour (2030) ........................ 72

Figure 5-4: Impact of the Do-Something scenario on car speed, PM peak hour (2025) ......................... 73

Figure 5-5: Average Bus Speed over time ................................................................................................. 74

Figure 5-6: Impact of Do-Something scenario upon average vehicle speed and vehicle-kms ............... 74

Figure 5-7: PM peak-hour bus and PT patronage (2025) ......................................................................... 77

Figure 5-8: PM peak-hour bus and PT patronage (2030) ......................................................................... 78


Corridor Improvement Pre-Feasibility Study Page iv

Figure 5-9: Patronage Growth Across Three Primary Corridors .............................................................. 79

Figure 5-10: Transport Mode Share with and Without Scheme .............................................................. 79

Figure 7-1: Percentage of Total PV benefits (US$1,934 million) ............................................................... 90

Figure 7-2: Economic Appraisal Indicators (2019 – 2040) ......................................................................... 90

Figure 7-3: Cumulative Discounted Benefits and Costs (2019-2040) ........................................................ 91

Figure 8-1: Main mode of transport choices based on gender ................................................................. 94

Figure 8-2: Women are usually accompanied with when traveling .......................................................... 95

Figure 8-3: Travel segregation between two genders based on activities ................................................ 95

Figure 8-4: The challenges in the use of public transport by women ....................................................... 96

Figure 8-5: shows the reasons why women do not prefer the use of public transport ............................ 96

Figure 8-6: Proposed BRT corridors alongside the household income level ............................................. 98

List of Tables

Table 2-1: Summary of key factors - Green corridor ................................................................................. 11

Table 2-2: Summary of key factors - Blue corridor .................................................................................... 13

Table 2-3: Summary of key factors - Red corridor ..................................................................................... 16

Table 2-4: Summary of the high level assessment of predefined corridors .............................................. 17

Table 4-1: Service Plan (2025) ................................................................................................................... 47

Table 4-2: Service Plan (2030) ................................................................................................................... 47

Table 4-3: Road map for the Development of the PTA ....................................................................... 62

Table 4-4: Staffing of the PTA ............................................................................................................. 63

Table 5-1: Forecast daily public transport trips, boardings and trip stages .............................................. 75

Table 5-2: Forecast daily boardings and PVR of Incorporated Bus Routes ................................................ 76

Table 6-1: Capital Costs .............................................................................................................................. 81

Table 6-2: Operating Cost Assumptions ................................................................................................... 82

Table 6-3: Annual Operating Cost-Revenue-Profit by Route ..................................................................... 85

Table 6-4: Operating Cost-Revenue-Profit by Route 2017 ........................................................................ 86

Table 7-1: Journey time savings for PT users ............................................................................................. 88

Table 7-2: Economic Appraisal Indicators (2019 – 2040) - Sensitivity Analysis ......................................... 92

Table 8-1: Summary of potential social impacts of the proposal ............................................................ 101


Corridor Improvement Pre-Feasibility Study Page v

Document / Report Control Form

Document Name: Corridor Improvement Pre-Feasibility Study

Project Name: Chittagong Strategic Urban Transport Masterplan

Project Number: World Bank Project 155253

Version Number: 1

Revision History

Version Number Date Prepared by Reviewed by Approved for Issue by

1 (Prelim Draft) 23/12/2017 CB/JSa/HK DB-J SA

2 Final 31/08/2018 CB/JSa/HK DB-J SA

3 Final 19/11/2018 CB/JSa/HK DB-J SA

Issue Register

Distribution List Date Issued Number of Copies

World Bank 20/03/2018 Electronic

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Tel: +880 2 9641256-9 Fax: +880 2 9641260-1

Email: [email protected] Website: www.egenconsultants.com

Notice

This report has been prepared for World Bank in accordance with the terms and conditions of

appointment. Neither e-Gen Consultants nor Integrated Transport Planning Ltd accept any

responsibility for any use of or reliance on the contents of this report by any third party


Corridor Improvement Pre-Feasibility Study Page 1

1 Introduction

This Pre-Feasibility Study Report is the sixth deliverable under the Chittagong Urban Transport Master

Plan project conducted for the World Bank coordinated by the Chittagong Development Authority.

This study presents a corridor improvement project which comprises a priority BRT route for

Chittagong, whose alignment is considered the most pertinent to support the economic, social and

environmental development of the city and is practically feasible.

This study recommends that the corridor improvement project is undertaken in two phases:

• Phase 1 (2019 – 2022): Feasibility study and detailed design, enact institutional reforms

required to implement and operate BRT, preparatory infrastructure work for the BRT

including improvements to junctions, footpaths and terminals.

• Phase 2 (2023 – 2025): Construction of BRT running lanes, bus priority, stations,

procurement and operation of new vehicles and new service plan

These phases integrate with the recommendations presented in the Strategic Urban Transport

Master Plan which recommends improvements for the short (2019 – 2022), medium (2023 – 2025)

and long term (2026 – 2030).

The concept definition presented in chapter 4 details the actions that should be undertaken in phase

1 (2019-2022) and phase 2 (2023 – 2025) to establish the BRT corridor. The service plan (chapter 4),

and passenger forecasting (chapter 5) extend as far as 2030. The financial appraisal (chapter 6) also

extends up to 2030. While the economic analysis (chapter 7) extends to 2040.

This report builds upon the Strategic Urban Transport Masterplan which has been developed

through consultation with key local government units, the Ministry of Housing and Public Works and

local citizens. The report also uses the data and transport model which are specified in Deliverable 4.

This report also relates to Deliverable 3: Investment Options Report which presents an early scoping

exercise for mass transit lines in Chittagong.

This Pre-Feasibility Study is built up from a strategic assessment approach and as such concentrates

upon defining appropriate concept to a sufficient depth to define impacts and benefits in a general

sense giving quantification wherever possible. Whilst it seeks to assert that a scheme is feasible its

full definition and assessment will require more thorough feasibility study.



2 Rationale for corridor selection

2.1 Corridor options

The Deliverable No 3, Investment options, considered a number of corridors that could be suitable

for the implementation of non-motorised transit/bus priority based on analysis of the following

data. Their identification was based upon:

• Public transport passenger demand

• Current public transport routes served

• Roadway width

• Current bus speeds

• Trip generators/attractors

• Traffic conditions assessment

This Chapter develops that initial assessment concentrating upon three indicative corridors termed

Green corridor; blue corridor; and red corridor. Each of these routes were divided into character

areas, that is, where the character of the route differs along its length. The corridors are illustrated

in Figure 2-1 below.

Figure 2-1: Identified corridors



The following roads were included as part of the corridor options:

• Chittagong-Cox's Bazar Highway (Green corridor)

• CDA Avenue (Green corridor)

• M.A. Aziz Road (Green corridor)

• Dhaka Trunk Road (Blue corridor)

• Road to Oxygen (Red corridor)

• Nabab Siragj Road (Red corridor)

Whilst it is feasible, in terms of the overall transport master plan, that all corridors would be improved, the purpose of this report is to identify a priority corridor for short and medium term improvement.

Each corridor is described separately below.

2.1.1 Green corridor (Kalurghat to Airport, with New Market spur)

The green corridor is illustrated in Figure 2-2 below.

Figure 2-2: Green corridor (Kalurghat to Airport with New Market spur)



This corridor consists of seven discrete character areas as follows:

2.1.1.1 Sea Beach Road/Kamal Ataturk Avenue/N Awalia Road between Golden Beach Road and the

Airport (G1)

The following provides a high-level overview for character area G1:

• Estimated length: 4.3 km.

• Population density: Population density within the 600m buffer is approximately 2,200

persons per km2.

• Employment centres: There are no major employment centres located in close proximity to

this specific part of the corridor.

• Highest PT passenger demand (2025, no BRT scenario): Estimated PM peak bus passenger

demand is 1,955 passengers per hour per direction of travel.

• Average public transport speed (2017): No data available.

• Physical characteristics: This part of the corridor provides a traffic connection to the Airport

with its narrowest cross section (14.6 mts) found along N Awalia Road near Butterfly Park,

where the carriageway is able to accommodate two traffic lanes in each direction of travel

(7.0 mts wide each direction of travel) and it has a 0.5 mt median. The average cross section

width is approximately 17.3 mts. Whilst the width of cross sections generally widens along

Kamal Ataturk Avenue and Sea Beach Road (Max width of 19.3 mts), this is largely due to the

presence of a more generous median strip with trees (approximately 5.0 mts wide). There

are generally no footways available along either side of this predefined section.

• Access to key facilities: There were no academic, medical, religious and shopping facilities

identified.

• Length liable to flood: 1.2 km of this section were identified at potentially higher risk of

flooding during normal monsoon periods.

The Figure 2-3 below illustrates a current cross section along this part of the corridor.

Figure 2-3: Current Cross Section: Kamal Atartuk between VIP Road and Sea Beach Road.

2.1.1.2 M.A. Aziz Road/Sea Beach Road between Golden Beach Road and Cement Crossing (G2)

The following provides a high level overview for character area G2:



persons per km2.

• Employment centres: Patenga Industrial Area is located alongside this section as well as

many logistic centres.






• Physical characteristics: This part of the corridor offers largely generous cross sections with

widths varying between 22mts and 36 mts. The average cross section width is approximately

32.2 mts. Existing carriageway is able to accommodate up to three traffic lanes in each

direction of travel with the presence of a minimal median strip (0.5 mts wide) to

accommodate street lighting. Inconsistent narrow footways are noted to serve retail

facilities. Unpaved servicing/parking areas adjacent to the main carriageway were found

throughout M.A. Aziz Road.

• Access to key facilities: This part of the corridor serves approximately three key facilities.



The Figure 2-4 below illustrates a typical cross section along this part of the corridor. Refer to Cross

Sections 5 to 8 for further details.

Figure 2-4: Current Cross Section: M.A. Aziz Road between Katgar Junction and KEPZ Junction.

2.1.1.3 M.A. Aziz Road/Mooring Road/Sheikh Mujib Road/CDA Avenue between Cement Crossing and

Tiger Pass (G3)




persons per km2.

• Employment centres: Three major employment centres were identified in vicinity of this

highway segment, namely, Patenga Industrial Area, Export Processing Zone and Chittagong

Port Authority.



• Average public transport speed (2017): Current average public transport speed along this

part of the corridor is estimated to be 13.4 kph.

• Physical characteristics: This part of the corridor offers two, three and four traffic-lane

configurations in each direction of travel. North of the Salt Gola Crossing there is an elevated

highway (Port Link Flyover) that runs alongside M.A. Aziz Road. Mooring Road is noted to

have some of the narrowest cross sections (16.4 mts) with two lanes of traffic in each

direction near the Port Link junction with no median. The average cross section width is

approximately 29.0 mts. Articulated vehicles and trucks are typically observed to stop/park

on nearside lanes on the approaches to different port gates along Mooring Road. Mooring

Road mostly offers narrow footways. Sheikh Mujib Road is noted to have generous cross



sections (29.4-32.9 mts) with road infrastructure largely catering for road traffic. There are

narrow median strips (0.5-0.6mts) with trees. North of Badamtoli, Sheikh Mujib Road

features up to four lanes of traffic in each direction. Carriageway width reduces across the

Dewanhat Overbridge, offering two traffic lanes (7.6 mts wide combined) in each direction

of travel with 2.2mt wide footways on both sides of the bridge.

• Access to key facilities: This part of the corridor serves approximately 5 facilities, including

academic, medical, religious and shopping facilities.



The Figure 2-5 below illustrates typical cross sections along this part of the corridor. Refer to Cross

Sections 9 to 21 for further details.

Figure 2-5: Current Cross Section: M.A. Aziz Road

Cross section 11 M. A Aziz Road between Steel Mill Bazar and CEPZ

Cross section 13 M. A Aziz Road between Salt Gola Crossing and Customs Junction

Cross section 20 over bridge between Salt Gola Crossing and Customs Junction

Cross section 15 Sheikh Mujib Road between Badamtoli and Chowmuhuni Junction



2.1.1.4 Tiger Pass Road/Station Road between Tiger Pass and New Market Roundabout (G4)




persons per km2.

• Employment centres: A large number of commercial and service sector employment sites

are located in the vicinity of New Market.





• Physical characteristics: This road link between Tiger Pass and the New Market Roundabout

offers two lanes of traffic in each direction of travel. Each lane is approximately 3.5 mts. The

average cross section width is approximately 27.0 mts. There is a sloped central reservation

with young and mature trees (approximately 5.5mts wide) as well as relatively comfortable

footways on both sides of the carriageway. Footway widths vary between 2.5 and 3.0 mts.

Wider carriageways able to accommodate up to three vehicles were noted along Station

Road near Chittagong Central.





The Figure 2-6 below illustrates two typical cross sections along this part of the corridor.

Figure 2-6: Current Cross Section: Tiger Pass Road

Cross section 34 Tiger Pass Road between Tiger Pass Junction and CRB Junction

Cross section 35 Tiger Pass Road between CRB Junction and Kadamtoli Junction



It should be noted that for the purpose of the concept definition (See page 19) this character area

was split into two sub-sections, namely, character area G4a and G4b that denote the observed

characteristics along the Tiger Pass Road and Station Road respectively.

2.1.1.5 CDA Avenue between Tiger Pass and Chittagong-Cox's Bazar Highway (G5)




persons per km2.

• Employment centres: The south end of the Nasirabad / Sholoshahar Industrial Area was

identified in close proximity to this section.





• Physical characteristics: This road link widens from a single-level 25.5mt wide cross section

near tiger Pass Hill to a 33.5mt wide multi-level cross section. The average cross section

width is approximately 37.3 mts. A four-lane elevated highway (two lanes in each direction

of travel) along the CDA Avenue plus multiple traffic lanes under the elevated highway are

noted to extend from Lalkhan Bazar Roundabout to the approach to Bahaddarhat

Roundabout. Two traffic lanes (5.6mt wide) enable northbound traffic to access the traffic

lanes under the section of elevated highway. Throughout the entire section of elevated

highway, cross section widths under the elevated highway vary between 37mts to 43.4mts.

Available road space is notably generous under the elevated highway with cross sections

between the G.E.C Roundabout and Sholoshohor 2 No. Gate carrying up to four lanes of

traffic in each direction of traffic with widths of footways on both sides of the road varying

between 2.5mts and 3.5mts.






Sections 22 and 28 for further details.

Figure 2-7: Current Cross Section: CDA Avenue

Cross section 22 CDA Avenue between Tiger Pass Junction and Lalkhan Bazar Roundabout



Cross section 24 CDA Avenue between CWASA Square and G.E.C Roundabout

2.1.1.6 Chittagong-Cox's Bazar Highway between CDA Avenue and Bahir Signal (G6)




persons per km2.

• Employment centres: Two major employment centres were identified in close proximity to

this section, namely, Kalurghat Noxious Zone and Kalurghat Industrial Area.





• Physical characteristics: Cross section widths along this part of the corridor vary between

27.9mts and 33.4mts. The average cross section width is approximately 30.5 mts. Various

retail facilities are noted alongside the main carriageway with swales and intermittent

footways. Narrow built medians are also typically observed. These medians rise

approximately half a metre over the carriageway to accommodate advertising columns and

trees, leaving gaps for vehicles at junctions and occasionally for pedestrians to cross the

road.

• Access to key facilities: This part of the corridor serves approximately 190 facilities,

including academic, medical, religious and shopping facilities.




Sections 29 and 31 for further details.

Figure 2-8: Current Cross Section: Chittagong – Cox’s Bazar Highway (Arkan Road)

Cross section 29 Chittagong - Cox’s Bazar Highway between Bahaddarhat Roundabout and

Old Changaon Bazar



Cross section 31 Chittagong - Cox’s Bazar Highway between C&B Roundabout and Bahir

Signal

2.1.1.7 Chittagong-Cox's Bazar Highway between Bahir Signal and Kalurghat Bridge (G7)




persons per km2.

• Employment centres: Two major employment centres were identified in close proximity to

this section, namely, Kalurghat Noxious Zone and Kalurghat Industrial Area.





• Physical characteristics: This road link has relatively uniform cross section widths varying

between 27.5mts and 29.5mts. The average cross section width is approximately 28.5 mts.

Traffic lane configurations vary between two-one and two-two with ample unpaved

servicing/parking areas alongside the main carriageway. Similarly to previous highway

segments, these unpaved areas are noted to be used for informal commerce activities by

market stalls. Raised medians are also noted with widths varying between 1.0mt and 1.2mts

with the presence of trees.





The Figure 2-8 below illustrates two typical cross sections along this part of the corridor.

Figure 2-9: Current Cross Section: Chittagong – Cox’s Bazar Highway (Arkan Road)

Cross section 32 Chittagong - Cox’s Bazar Highway between Bahir Signal and Kaptai Raster

Matha



Cross section 33 Chittagong - Cox’s Bazar Highway between Kaptai Raster Matha and

Kalurghat Bridge

2.1.1.8 Overview of Green Corridor

The Table 2-1 below provides a summary of key factors for the green corridor split by character

areas.

Table 2-1: Summary of key factors - Green corridor

Key Factors Units Character Areas

G1 G2 G3 G4 G5 G6 G7

Estimated length Km 4.3 3.4 8.6 2.6 5.2 3.6 2.3

Population density Persons per km2 2,200 7,765 26,209 35,486 30,699 14,968 9,824

Major employment centres

Number 0 1 3 2 1 2 2

Highest bus passenger demand (2025)

Pax per hour per direction of travel

1,955 5,271 14,269 9,743 9,226 3,971 2,123

Average PT speed (2017)

Kph No data No data 13.4 9.6 10.1 13.1 11.2

Number of facilities served

Number 0 3 5 51 84 190 60

Length liable to flood Km 1.2 0.9 1.5 0.5 1.8 0.9 0.0



2.1.2 Blue corridor (Alongkar Mor to Shaheed Boshirussaman Sq)

The blue corridor is illustrated in Figure 2-10 below.

Figure 2-10: Blue corridor (Alongkar Mor to Shaheed Boshirussaman Sq)

The blue corridor consists of two discrete character areas as follows:

2.1.2.1 Dhaka Trunk Road/Dewanhat Overbridge/Kadamtali Road/Station Road between AK Khan to

New Market Roundabout (B1)

The following provides a high level overview for character area B1:



persons per km2.

• Employment centres: Fouzderhat Industrial Area is located on one end of this section.





• Physical characteristics: This part of the corridor generally offers a total of four lanes and

provides a connection between the Fouzderhat Industrial Area with Chittagong Central. The

majority of this section of primary highway runs in relative close proximity to and parallel to



the railway line and includes an elevated highway (i.e. Dewanhat Overbridge). Physical

characteristics are noted to be slightly more constraint from the Sheikh Mijib/CDA

Avenue/Dhaka Trunk Road junction towards Chittagong Central. Issues were observed

concerning pavement conditions on the west end of this part of the corridor with the

presence of extensive on-street parking (e.g. trucks). Limited footways are available,

particularly near Chittagong Central, where encroachment of street traders is a common

feature of this highway corridor.





2.1.2.2 Sadarghat Road/Mariner’s Dr Road/Chaktai Road between New Market Roundabout and

Dhaka Chittagong Highway (B2)

The following provides a high level overview for character area B2:



persons per km2.

• Employment centres: There are no major employment centres located in vicinity of this

specific section.




• Physical characteristics: This part of the corridor predominantly offers a four-lane

carriageway configuration providing a connection between the New Market Roundabout

and the Dhaka-Chittagong Highway near the Karnafully Residential Area. A narrow central

reservation strip with the presence of young trees is often seen throughout this section.

Retail land uses are commonly observed with limited use of footways when these facilities

are available.





2.1.2.3 Overview of Blue Corridor

The Table 2-2 below provides a summary of key factors for the blue corridor split by character areas.

Table 2-2: Summary of key factors - Blue corridor


B1 B2

Estimated length Km 6.3 2.8

Population density Persons per km2 33,894 31,612

Major employment centres Number 1 0

Highest bus passenger demand (2025) Pax per hour per direction of travel 9,964 9,743




B1 B2

Average PT speed (2017) Kph 16.4 No data

Number of facilities served Number 75 28

Length liable to flood Km 0.5 0.0

2.1.3 Red corridor (Baluchara to New Market)

The red corridor is illustrated in Figure 2-11 below.

Figure 2-11: Red corridor (Baluchara to New Market)

The red corridor consists of two discrete character areas as follows:

2.1.3.1 Chittagong – Rangamati Khagrachhari Road between Baluchara and CDA Avenue (R1)

The following provides a high level overview for character area R1:



persons per km2.

• Employment centres: One major employment centre was identified in vicinity of this

section, namely, the Nasirabad / Sholoshahar Industrial Area.







• Physical characteristics: This part of the corridor mainly offers a total of four lanes with

raised concrete barriers acting as a central reservation. Narrow cross sections are noted

along Rangamati Khagrachhari Road, where the number of lanes reduces to two lanes in

both directions. This part of the corridor links the CDA Avenue and the north end of the

Nasirabad / Sholoshahar Industrial Area and beyond. Overall, highway conditions near the

Oxygen area present more suburban/rural characteristics. Whilst the encroachment of

street traders is less noticeable along this part of this corridor, street traders and on-street

parking can still be observed.





2.1.3.2 Mirzapul Road/Panchlaish Road/Nabab SirajUd Daula Road/Andarkilla Road/Abdur Rahman

Road/Huseyn Shahhed Suhrawardy Road/Station Road between CDA Avenue and Chittagong

Train Station (R2)

The following provides a high level overview for character area R2:



persons per km2.

• Employment centres: There are no major employment centres located in vicinity of this

specific section.





• Physical characteristics: This part of the corridor generally offers a four lane configuration

with the exception of the approach to the CDA Avenue near the Sugandha Area, where five

lanes are available. Of the two discrete character areas along the red corridor, this section is

noted to generally feature busier conditions along a narrower carriageway. Although

footways are generally available on both sides this section, facilities are infrequently used by

pedestrians due to the presence of regular obstructions, street traders, etc. Raised medians

are also noted with a standard width of approximately 0.5mts. Considerable space

constraints are observed along Kapasgola Road.

• Access to key facilities: This part of the corridor serves approximately 180 facilities,

including academic, medical, religious and shopping facilities.





2.1.3.3 Overview of Red Corridor

The Table 2-3 below provides a summary of key factors for the red corridor split by character areas.

Table 2-3: Summary of key factors - Red corridor


R1 R2

Estimated length Km 9.3 4.3

Population density Persons per km2 14,953 37,618

Major employment centres Number 1 0

Highest bus passenger demand (2025) Pax per hour per direction of travel 4,094 6,327

Average PT speed (2017) Kph 7.9 15.5

Number of facilities served Number 59 180

Length liable to flood Km 0.7 1.4

2.2 Evaluation methodology

2.2.1 Objectives and criteria

This evaluation selects a priority corridor for BRT development from the three options presented

above. To identify the priority corridor, the following broad criteria are identified:

• Potential to provide opportunities for improved accessibility and enhance wellbeing

• Potential to reduce travel time and improve journey time reliability

• Potential to increase resilience for the future

These broad criteria are tested using the following specific measures:

Population density

Estimates the population density within a 600m buffer for each part of the corridor (Persons/km2).

Score of 5 to be given to the part of the corridor with the highest population density.

Employment centres

Total number of major employment centres accessible through each part of the corridor.

Score of 5 to be given to the part of the corridor with the highest number of major employment

centres served.

Peak bus passenger demand (2025)

Estimates the peak bus passenger demand (PM) for each part of the corridor.

Score of 5 to be given to the part of the corridor with the highest maximum passenger demand.

Potential future increase of speeds

Based on current average public transport speeds (2017). The evaluation assumes a section with low

bus speeds has a greater potential to benefit from the future implementation of bus priority

measures, reducing bus journey times and potentially encouraging a modal shift.

Score of 5 to be given to the part of the corridor with the lowest average speed.



Physical characteristics

Qualitative assessment of physical constraints, typical cross sections and road widths where these

are available. The evaluation assumes that a more effective allocation of road space can take place

when there are less physical constraints. Emphasis is made on the mitigation of negative impacts on

general traffic, including non-motorised transport, as well as enabling place-making and improved

public realm.

Score of 5 is given to the part of the corridor with the widest cross sections and more opportunities

to accommodate bus priority measures.

Number of facilities served

Emphasis on access to key facilities. Estimates the total number of facilities (i.e. Academic, medical,

religious and shopping) per km. Facilities are included for each part of the corridor within a 600m

buffer.

Score of 5 to be given to the part of the corridor with the highest number of facilities per km.

Environmental resilience

Potential impacts linked to areas of Chittagong regularly flooded. Estimates the length of corridor

that might be affected by regular flooding during normal monsoon periods (Chittagong Stormwater

Drainage and Flood control Masterplan).

Score of 5 to be given to the part of the corridor with the lowest length (i.e. 0.0 km of corridor). A

score of 5 would mean the corridor carries the lowest risk of flooding.

2.2.2 Corridor Recommendation

Table 2-4 below provides a high level overview of the scores for each of the three corridors against

each criteria measure split by character area. Individual character areas that recorded the highest

scores are highlighted in green.

Table 2-4: Summary of the high level assessment of predefined corridors

Character Areas

G1 G2 G3 G4 G5 G6 G7 R1 R2 B1 B2

Population density 0 2 3 4 4 2 1 2 5 4 4

Major employment 0 4 5 4 2 4 4 2 0 2 0

Bus passenger demand (2025) 0 2 5 4 3 1 1 1 2 3 3

Potential future increase of speeds 2* 3* 4 4 4 2 3 5 1 1 1*

Physical characteristics 0 4 2 1 5 3 2 2** 2** 2** 2**

Number of facilities served 0 1 1 4 3 5 4 2 5 2 2

Environmental resilience 1 1 1 4 0 2 4 3 1 4 5

Total Score 3 17 21 25 21 19 19 17 16 18 17

Scores 5 (Better) - 0 (Worse) * Due to existing gaps in the data, these values only provide estimated scores ** Scores are largely based on indicative highway capacity and characteristics, including number of

lanes, pavement conditions, on-street parking and road side friction.

It should be noted that the scores presented in Table 2-4 have not received any weighting.

Based on this appraisal the preferred corridor is defined by six sections placed along the green

corridor. The six sections comprise character areas G2, G3, G4, G5, G6 and G7.



While the green corridor is identified as the highest priority corridor for development first, the red

and blue corridors continue to show high potential to be developed as mass transit routes in the

long term.



3 Corridor Approach Definition

The recommended corridor is illustrated in Figure 3-1 below.

Figure 3-1: Preferred green corridor

3.1.1 Existing opportunities and constraints

The corridor and its physicality was examined in order to identify both the opportunities for

enhancements and the constraints that must be overcome. These are summarised in Figure 3-2 to

Figure 3-5 and guide the development of the corridor.



Figure 3-2: Corridor opportunities and constraints – southern section (1)



Figure 3-3: Corridor opportunities and constraints – southern section (2)



Figure 3-4: Corridor opportunities and constraints – southern section



Figure 3-5: Corridor opportunities and constraints – northern section



3.1.2 Current improvement proposals

Based on the latest transport infrastructure plans in Chittagong, it is recognised that the full length

of character areas G2, G3 and G5 are expected to offer an elevated highway for through motorised

traffic. According to CDA plans, the new section of elevated highway from Lalkhan Bazar to the

Airport is expected to be delivered by 2030.

Figure 3-6 and Figure 3-7 shows the existing and future sections of the elevated highway along the

green corridor.

Figure 3-6: Northern elevated highway sections along the green corridor

Figure 3-7: Southern elevated highway sections along the green corridor



The presence of existing and future elevated highway sections possesses both design challenges and

opportunity in relation to implementing corridor based improvements. Where the elevated highway

is currently at design stage it will be necessary for the appointed design engineers to be fully aware

of the corridor proposals defined herein in order to mitigate against any purely highway oriented

proposals that impact rather than enhance public transport and non-motorised mobility.

3.2 Defining a Corridor Improvement Strategy

In developing the corridor improvement proposal, the following are our primary considerations:

• Optimising the use of available road reserve

• Seeking to improve the overall mobility, and safety, of people over that of vehicles

• To offer demonstrable improvement to the economic efficiency and social equity of the city

• Provide for integration across all transport modes and with land use change

• Be part of the strategic plan for Chittagong

As has been demonstrated, the majority of movement within the corridor is accommodated through

some form of public transport. This currently offers a low level of service to users and as such does

not support the city’s economy, social cohesion and adversely affects the local environment.

Improving the operation of public transport is therefore at the forefront of the corridor

improvement strategy.

Whilst existing public transport modes are plentiful there is little distinction between the markets

they serve when identifying levels of service, routeing, licensing and facilities. As such a starting

point would be the creation of a public transport hierarchy from which a supportive improvement

strategy might be developed. Figure 3-8 shows the transport hierarchy taken from the Chittagong

Strategic Urban Transport Masterplan.

Figure 3-8: Transport hierarchy



Existing non motorised transit within the corridor is, consistent with the lack of hierarchy, left to

compete for trips wherever it is able to find them. As such, Rickshaws take space within a primary

strategic route through the city impacting upon through trips. Addressing this will have benefit to

users, corridor operation, those seeking longer distance travel and non users. NMT will play an

important role as feeder services on to the BRT.

Pedestrians compete within an environment where they are currently treated as low priority. They

possess residual space left over from motorised and non motorised traffic, together with the loosely

controlled trading that takes place on space that would be rightfully their domain; the sidewalk.

Motorised traffic mixes with non motorised and pedestrians in a loosely controlled environment

producing conflict and inefficiency. This is most prevalent at junctions which are the main source of

road based delay, but also on links where parking impacts upon highway capacity.

As such the corridor improvement strategy would consist of:

• Regulatory improvements to public transport

• Operational improvements to public transport

• Physical improvements to support public transport

• Traffic management and traffic engineering improvements to support corridor efficiency and

effectiveness

• Parking management

• Side walk improvements

• Improved enforcement

3.3 Developing the Public Transport hierarchy

The transport mode hierarchy is established in the Chittagong SUTMP and the corridor improvement

strategy is an opportunity to establish this hierarchy in the city’s primary transport corridor. The

transport hierarchy, Figure 3-8, consists of:

1) Pedestrians – across the city as a whole 25% of trips are made wholly by foot, and most

public transport trips begin or end on foot. Facilities for pedestrians should be

significantly improved from their current condition in order to benefit all citizens of

Chittagong City, but especially the poorest who have no option but to walk. Quality

pedestrian access to public transport is required. Excellent pedestrian facilities are also

vital for people with mobility impairments.

2) Public transport – Public transport should be the preferred mode for the majority of trips.

Prioritizing public transport over any private transport is important in making it an

attractive alternative to private transport modes.

i. Bus/BRT – large buses on a bus priority/BRT system should form the backbone

of Chittagong’s public transport system. The key focus will be upon bus as the

most cost-effective and efficient means of mass transport available for a city

like Chittagong.

ii. Tempo – Tempos should serve feeder routes, connecting narrow residential

streets with the large buses/BRT.



iii. Human Hauler- Humans haulers should be phased out of central Chittagong –

they are considered too large to perform well in narrow residential streets, but

too small to effectively carry passengers in great volumes. They could be used

for longer-distance feeder services, linking more rural residential areas with the

bus priority and BRT systems.

3) Freight – Chittagong’s economic performance relies heavily on freight traffic to and from

the Port and CEPZ. Currently, congestion negatively impacts on freight access. On certain

roads (such as Port Link Road), freight access should be prioritised.

4) NMT – Rickshaws and cycles will benefit from the more general improvements to road

conditions. However, rickshaws should be encouraged as ‘feeder’ services and

discouraged from operating on bus priority roads once a quality PT alternative has been

provided for their passengers. Cycles are not currently used commonly in Chittagong, but

improving general road conditions is expected to improve their access around the city.

Due to their low modal share, they are currently not planned for in terms of regulation or

infrastructure.

5) Private transport – Private transport in this context encompasses CNGs, car taxis, private

cars and motorcycles. Due to their low occupancy rate and high potential for causing

pollution and congestion, these modes are to be least prioritized in the long-term vision.

The public transport system should be improved to a point that it offers an affordable

and attractive alternative for the majority of private transport users.

Despite being considered as private transport and, as such, being last within the hierarchy their

function is recognised, improvements to public transport within the corridor will ensure that bus

becomes more attractive than CNG for medium and long distance trips.

CNGs are often the mode favoured by women and children, meaning that improving women’s safety

on public transport will help to allow them to choose public transport over the CNGs. This

emphasises the importance of ensuring a safe and efficient public transport system for the city, if

the desired outcomes (i.e. lower reliance on private transport) are to be achieved. Conversely, it also

emphasises the importance of not removing private vehicles from the city in an abrupt manner, so

as not to further disadvantage already vulnerable groups of people.

3.4 Potential for phased introduction

The time horizon for improvement is five years and the change outlined is complex with each

component interrelated. As such there is a need to consider what might be achieved in the short

term and how this might be related to achieving, in full, the longer-term objectives for the corridor.

Physical improvements can be part of a capital investment programme that seek to support the

already implemented elevated highway and whose detailed design can be incorporated into the

design of the elevated highway extension. However, those changes that involve institutional

adaption and regulatory change are longer term requiring careful consultation with affected bodies,

potentially creating new regulations and new institutions together with training and capacity

building.



As such, and before defining the measures to be incorporated, potential phasing is considered; the

first phase concentrates on developing the institutional capacity to implement BRT, with the second

phase focusing on infrastructure and operational changes.

3.4.1 Phase 1: Years 1-3 (2019 - 2022)

Institutional change will take time but this can be facilitated by short term action which shows actual

improvement and indicates commitment to further improvement. Focussing on corridor efficiency

early action should include traffic engineering/management to improve vehicle flow.

Highway segment-specific measures should be advanced through junction redesign and addressing

pinch points along the corridor. This phase will involve a systematic rationalisation and reallocation

of the effective carriageway area and multi-utility zones along the corridor. The proposed measures

will emphasise widening of side walks and changes to on-street parking management i.e. stopping

and waiting, loading and unloading. Additionally, measures to improve freight movements to the

port will be implemented, such as a freight vehicle parking terminal and truck booking system.

At this stage public transport improvement would primarily be achieved through accommodating

existing services/vehicles through improved corridor throughput (improving run times) and better

management of stopping points. As such, there would be no alteration to services.

In parallel to early implementation a process of public transport route rationalisation would be

undertaken that would see route designation (vehicle type and operating parameters) on the basis

of role within the overall public transport hierarchy. The rationalisation would facilitate institutional

reorganisation of public transport delivery to support Phase 2.

A feasibility study and detailed design of the BRT system must be undertaken within Phase 1 to

enable full implementation in Phase 2.

As such, Phase 1 focuses on the implementation of local interventions and quick wins. Additionally, it

will incorporate the early adoption of suitable Sustainable Drainage Systems (SuDS) techniques to

respond to major environmental challenges in Chittagong, including flooding during normal

monsoon periods whilst enhancing resilience of the public transport system.

The following key components of this phase have been identified:

• Institutional reorganisation and bus sector reform

• Feasibility study and detailed design for BRT system

• Implement junction redesigns along corridor including provision of foot over bridges

• On street parking management and enforcement

• Side walk improvements and SuDS

3.4.2 Phase 2: Years 3-5 (2023 – 2025)

As basic measures are established, the corridor is intended to migrate into one with increased levels

of segregation and dedicated bus stops accessed by at-grade crossings or foot overbridges for

sections with high vehicle flows. Enhanced journey times and ease of use are critical considerations.

This phase will involve the implementation of segregated median bus lanes along main road

segments with a view to accommodating public transport vehicles, reducing the levels of conflict

with other modes of transport and road side friction associated with road activities and access

routes to major trip generators (e.g. Port gates).



The use of new bus lanes could initially be opened to multiple operators as long as vehicles using the

bus priority infrastructure comply with predefined requirements and technical characteristics.

Requirements should be defined in conjunction with the authority taking into consideration the

user’s perspective to offer a greater level of comfort and safety. This will be discussed further in

relation to institutional change.

Seamless integration with subsidiary services such as rickshaws, GNC, tempo and human haulers is

also important. Specific zones designated for specific use of smaller vehicles will be designed and

introduced to enable users to complete last-mile journeys in a convenient manner.

The following key components of this phase have been identified:

• Enhanced public realm

• Introduction of dedicated bus lanes and bus stops

• Improved vehicle specification

• On-street bus lane enforcement

• Provision of street level pedestrian crossings and foot overbridges



4 Corridor Improvements

As highlighted in the previous section, the corridor approach sees an integrated approach whereby a

pallet of interventions are implemented that improve, as a whole, the operation of the corridor for

all. Central to this is public transport improvement.

The approach taken to improving public transport is that public transport should be seen as a system

comprised of interrelated components that all act together to service, in the most optimal form,

those that use, deliver and operate it. In taking such an approach, the aspirations of service levels

most often achieved in BRT systems can be adopted with full adoption of BRT design ideals achieved

in a staged and planned manner. The following components are considered herein:

• Dedicated running lanes

• Junction improvement

• Stations

• Vehicles

• Service plan

• Arrangement for routes joining the corridor

• Bus priority measures off corridor

• Revenue collection

• ITS

• Pedestrian facilities

• Terminals & interchanges

• Depots

• Major civil works

• Institutional arrangements

• Branding

• Parking management

• Other design issues

Each of these components are considered separately below but eventual design should emphasise

their integration and their definition through a thorough understanding of user needs. That user

needs understanding has started with the work undertaken in defining the SUTMP but must be

extended to scope design issues. This should then be further supported by stakeholder consultation

in order to secure support and reduce implementation risk.

4.1 Dedicated running lanes

Allocating dedicated running lanes for public transport vehicles can significantly improve run times

with the effect of improving service level to users and reducing operating cost through removing

interaction with other vehicles. In CDA Avenue where vehicle flow is dominated by public transport

and road space used inefficiently dedicating space to public transport only can have limited negative

effects upon the capacity of road space left for other vehicles, and may even increase it. Designating

dedicated lanes does however require careful planning to ensure that lane dedication has sufficient



capacity and service planning to ensure that only services that offer appropriate service level

standards are able to enter.

4.1.1 Phase 1

There are no running lanes recommended for implementation as part of Phase 1.

4.1.2 Phase 2

It is proposed that dedicated running lanes be introduced as part of Phase 2.

Much of the corridor is blessed with ample width to allocate dedicated running ways. The impacts of

reallocating road space from ‘all traffic’ to just buses would be almost wholly offset by the

reorganisation of residual carriageway space. That reorganisation would see removal of Rickshaws

and CNG from running along the corridor and footpath rehabilitation to enable pedestrians to return

from walking on the road to walking on footpaths. Further the existing linear flyover, and planned

future extension, removes through and heavy traffic from at-grade running.

To illustrate the potential arrangements with a segregated running way concept designs at various

indicative locations have been considered. These are illustrated in Figures 4-1 to 4-4 and are based

upon measured widths.

4.1.2.1 Concept Design for Segregated Running Way North of Gate 2

Figure 4-1 shows a concept design north of Gate 2. At this location an arrangement whereby, a

single running way in each direction sits in the residual space underneath the flyover. Two lanes can

be provided for general traffic. Whilst actual widths vary this arrangement can be generally applied

along much of the length of CDA Avenue where the flyover exists, and where the future flyover

might be built. There is some freedom to alter footpath and running lane widths.

4.1.2.2 Concept Design for Segregated Running Way South of Gate 2 with Station

Figure 4-2 shows a concept design cross section for a station sitting underneath the flyover. This

seeks to utilize the space in between flyover support pillars enabling movement across from one

carriageway to another and around the pillars to enable elongated stations to be designed, as might

be required to accommodate anticipate passenger volumes. Two BRT lanes are provided at the

station to enable a mixture of different services to be accommodated as well as express services.

This feature is required to accommodate a direct service plan at the high volumes of patronage

expected.

4.1.2.3 Concept Design for Asymmetric Station Arrangement (Arakan Road)

Figure 4-3 shows an asymmetric station arrangement. This station arrangement is required where widths are more constrained. Figure 4-4 shows, in plan form, how the two stations relate to each other. This arrangement retains the high station and running way capacity by separating out the two directions of travel.

4.1.2.4 Concept Design for Running way on Arakan Road

Figure 4-5 shows the concept cross-section design for the running-way on Arakan Road which is

narrower than CDA Avenue. It shows that the BRT can be inserted while leaving two lanes for

general traffic in both directions.



Figure 4-1: Cross-section of BRT running way, north of No. 2 Gate on CDA Avenue



Figure 4-2: Cross-section of a median BRT station south of No. 2. Gate on CDA Avenue



Figure 4-3: Cross-section of asymmetric BRT station suitable for Arkan Road to Kalurghat



Figure 4-4: Plan of an asymmetric BRT station suitable for Arkan Road to Kalurghat



Figure 4-5: Cross-section of BRT running way: Arakan Road to Kalurghat



4.1.3 Segregation

Whilst many cities use a painted line on the road surface to designate priority this can be ineffective

in situations with occasional enforcement and/or a culture of erratic driver behaviour. As such, it is

more effective in terms of protecting the run time benefits that segregation achieves by providing

physical segregation which is, largely self-enforcing.

Kerb

The most common form of segregation is a standard kerb face. The kerb can be continuous or have

gaps to allow water to drain through the segregation. In

many instances where discontinuous kerbing is used a

solid kerb is provided at stations to give added visual

enforcement of the segregation.

The advantages of this form of segregation are the high

visual and physical impact as well as the familiarity within

an urban road environment. It can however form a hazard

in areas of flooding where its presence cannot be seen.

Rumble Strips

The convex rumble strip is used in Johannesburg’s ‘Rea Vaya’ BRT. It

provides physical, visual and acoustic warning to drivers if they begin

to cross from the general traffic land and into the BRT lane.

The advantages of this form of segregation are that water can drain

across the segregation strip, dust/debris does not collect alongside

the strip and a BRT vehicle can cross the strip at low speed should a

breakdown occur within the segregated lane.

The disadvantages are that the segregation can be dangerous to motorcycles and large trucks are

able to cross and entre the segregated lane at slow speed.

Flexible Posts

Flexible plastic barriers or bollards present a low-cost

method of controlling and separating traffic flow. The

combination of the bollard being inserted as a flexible (self-

righting) unit ensures that if a vehicle collides with the plastic

bollard, the bollard automatically returns to its upright

position. The addition of reflective panels to the shaft of the

bollard provides a visual warning to drivers and reduces the

potential of collision based accidents.

The advantages of this method are that drainage is not

affected, it is a highly visible form of segregation and does not cause damage in the case of a

collision. The disadvantage is that it has a negative aesthetic impact and does not provide an overtly

physical barrier.

Fences

A fence can be provided to enable segregation. This is highly visible and a clear physical delineation,

it also allows water to run through and this is a major benefit in flood prone areas where the fence is

http://www.carparkspec.com.au/Flexible-Defender-Bollard-P.jpg



able to be seen above flood waters. Many Chinese BRT systems adopt this method, particularly in

locations that do not have restrictions on lane width. Disadvantages include ‘edge shyness’ requiring

increased lane width either side due to driver reluctance to pass close to such a high barrier.

Source: ITDP 2016

4.2 Junction improvements

Junctions are currently chaotic and unmanaged. Significant transport benefits, across all modes, can

be achieved through junction improvement and management. Junctions will be improved during

Phase 1, as part of a road improvement project described in detail in the Road Schemes Pre-

Feasibility Study. These improvements will free available capacity by moving parked vehicles away

from the junction, some physical design alterations and imposing signal control. This will be

reinforced through active enforcement.

The improvement of junctions as part of Phase 1 paves the way for segregated busways along CDA

Avenue, releasing capacity that can be allocated to a quality bus service.

Junction designs as part of Phase 1 should be fully aware of the needs of the segregated busway to

be implemented as part of Phase 2. Most crucially this should consider the ability to give high levels

of priority through the junction and to manage stations so that there is both no adverse impact upon

the operation of the junction and that buses can be released from the station and through the

junction with minimal delay.

There is a total of 30 junctions which will need to be signalised (Figure 4-7). There is also a large

number of minor roads (alleyways) which meet the corridor, the feasibility study should survey these

small roads to identify which should be allowed to connect onto the corridor.

Figure 4-6 gives an example of how a station, south of Sholashohor 2 No Gate Circle, might relate to

a junction taking into account the flyover supports.



Figure 4-6: Plan of a BRT station and junction at No. 2 Gate on CDA Avenue

Elevated highway

pillars are 3.6m wide

by 2.5 deep

BRT stations

are 4.6m wide

and 66m long



Figure 4-7: Location of signalized junctions along BRT route



4.3 Bus stops/stations

4.3.1 Phase 1

During phase 1, bus services will continue to operate at kerb side as an interim arrangement. As

such, no alteration will be made to stopping arrangements.

4.3.2 Phase 2

Phase 2 will see a movement to stopping either at kerb side or median depending upon

configuration within each route section and at kerb side where services operate outside of the

corridor.

Stops are an opportunity to both regulate the place at which boarding and alighting occurs and the

way in which users access services both of which are able to enhance the level of service given to

users.

Stops should be supported by shelters and/or stations. Where stops are at kerb side structures can

be kept simple to offer basic services such as; shelter, information and seating. Where the stop is in

the median a more formal approach can be adopted with the basic requirements found at kerb side

stops supplemented by the need to protect users from conflict with adjacent moving vehicles.

The means of payment has a significant influence on stop/station design and this will be discussed

later.

A total of 31 station locations have been identified along the BRT running way (Figure 4-8). The

locations have been identified by analysing the stopping pattern and boarding/alighting data of

existing bus services, as well as a consideration of important interchange locations.

Concepts designs for types of station are presented:

• Median stations in Figure 4-2 and Figure 4-6; which are suitable for insertion beneath an

elevated expressway

• Median-Asymmetric stations in Figure 4-3 and Figure 4-4 which are suitable for insertion

in narrower streets which do not feature an elevated highway

In order to handle the different direct services and high bus frequencies, it is recommended that

stations are long enough to feature two bus bays per direction, this requires a total length of 42m

minimum. The elevated expressway features pillars which are 33m apart, therefore the station

should occupy the space beneath 2 sets of pillars – a total length of 66m.

Stations must be sufficiently wide to accommodate the high forecast demand for passengers

boarding and alighting. It is recommended that asymmetric stations are 4m wide, while median

stations should be at least 5m wide. However the stations that are located underneath the elevated

expressway must fit around the pillars. A distance of 2m should be provided to allow pedestrians to

walk around a pillar. As the pillars are 3.6m wide, this yields a total stations width of 7.6m

underneath the elevated expressway.



Figure 4-8: BRT stop locations



4.4 Vehicles

Current vehicles are high floor, high pollutants, generally poorly maintained, and possess low levels

of comfort for passengers. The poor level of service has a disproportionately high impact upon

women travellers, because they may be less able to stand and are generally more sensitive to poor

safety and comfort than male passengers. The currently designated seats for female travellers are

often located near or over the engine of the vehicle, making them particularly hot and

uncomfortable.

The migration to higher vehicles standards must proceed alongside institutional reform and means

of contracting services. Adoption of the corridor improvement plan would see existing Human

Haulers and buses replaced by higher quality vehicles.

Improving vehicle standards will require significant capital investment and ongoing operational cost

to maintain vehicles to ensure continued appropriate standards and reliability. As such full feasibility

study should investigate means by which vehicles might be acquired and financed together with a

full investigation of the relationship between revenue and operational cost.

Improving vehicles will significantly reduce environmental impact through air quality improvements,

improve service level through improved reliability and user satisfaction.

4.4.1 Phase 1

Phase 1 will be a period of migration and exploration of the efficacy of improving vehicle standards

both in terms of operator receptiveness and ability to operate improved vehicles fleets and the

financial arrangements for purchase.

4.4.2 Phase 2

Significant improvements will be made to vehicle quality and performance within phase 2. Vehicle

specification should focus upon the following issues:

• Vehicles size that supports demand and the derived service plan. There will be a need to

reconcile optimum vehicle headway with vehicle capacity with consideration given to

either 12m or 18 articulated buses. The latter will impact upon depot requirements/space

and layover facilities.

• Door positioning and vehicle floor height. A direct system with at least some median

running will require passengers to access vehicles both on the off and near side of the

vehicle. Doors on both sides are not uncommon but have an impact upon internal

capacity where space is lost to the door mechanism. Floor height is also a consideration.

Passenger boarding should be made as easy and quick as possible, this implies minimising

the number of steps to be negotiated. This also benefits those with restricted or impaired

mobility. Low floor buses may be considered but are liable to be discounted due to the

need to run, potentially, on uneven road surfaces and the effects of flooding. High floor

vehicles (circa 1m) would present access problems where the vehicle stops at

conventional kerb faces. As such a mid-floor height that achieves level boarding at

median stops and a one step approach from kerb stops might be the most appropriate

option.



• Regulations and Law. Permissible axle loading and length restrictions can put significant

restrictions upon bus type. In many countries buses operating at capacity exceed

permissible axle loadings and in such instances twin back axles might need to be

considered.

• Fuel type. Buses and human haulers currently operate with low grade diesel and offer

emissions standards below EUROI. The EUROI emission standards are:

CO – 2.72 g/km (petrol and diesel)

HC+ NOx – 0.97 g/km (petrol and diesel)

PM – 0.14 g/km (diesel only)

At least EUROIII standard ought to be achievable, this would raise emissions to the

following standard and have a significant effect upon local air quality and make a marked

reduction in Greenhouse Gas emissions:

CO – 0.64 g/km

HC+ NOx – 0.56 g/km

NOx – 0.50 g/km

PM – 0.05 g/km

Diesel fuelled buses that meet EUROIII standard are readily available at a reasonable cost,

however, given the prevalence of CNG in Bangladesh active consideration should be given

to CNG as a fuel source. This might potentially offer savings in operating cost and reduced

emissions but would add to capital cost through increased vehicle cost and depot fuelling

facilities.

• Interior space and quality. The interior layout should seek to provide maximum seating

capacity recognising that passengers currently sit and that journey lengths are not overtly

short. Space should be designated as ‘women only’ seats should offer comfort with seat

pitch set to accommodate average dimensions of the local population and there should

be air conditioning.

4.5 Service plan

4.5.1 Phase 1

Existing bus services will continue to operate as existing pending re franchising with performance

based contracts.

4.5.2 Phase 2

The recommended service plan is a mix of direct services and feeder services. The feeder services

are shortened versions of existing routes which are forecast to have low passenger numbers in the

future.

The service plan replaces all, but two, bus routes in Chittagong with direct BRT services and feeder

routes. This enables a smooth transition from existing services to proposed services, without

adversely affecting users; enables multiple services to gain run time benefits from infrastructure

along the primary corridor; and, reduces the amount of infrastructure improvements required to



support interchange and turn vehicles around. As this BRT corridor affects all but 2 bus routes in

Chittagong it requires updating nearly the whole fleet of buses in the city, this is why the bus

requirement is so high and why routes should transfer over to use the BRT one by one as they are

ready.

Figure 4-7 presents the service plan for the BRT services with Table 4-1 and Table 4-2 presenting the

forecast patronage, necessary frequencies and peak vehicle requirement if the new vehicles were to

carry a maximum of 80 passengers. The service plan has been developed to match the vehicle

frequency to the forecast passenger load on each section of the BRT corridor. Figure 4-10 and Figure

4-11 present a diagram of the BRT network in 2025 and 2030 with the forecast peak passenger load

(PPHPD) as well as the peak bus frequency provided.

The high combined frequencies will require these routes to operate express services as well as

stopping services. The migration of routes that are first able to operate under performance based

contracts to use the bus priority infrastructure should take precedence. They are typically, provided

by larger and more capable organisations who are used to conventional bus operations. The means

and mechanisms of their migration will be considered in project Deliverable 7.

Routes B2, B6 and B10 ply almost exclusively within the BRT corridor and can thus be considered the

core network.

Routes B4, B7, B11 and B15 will join the corridor as direct services from Zakir Hossain Rd, Agrabad

Road, Port Connecting Road and Dhaka Trunk Road respectively. These routes are strategically

important and are forecast to carry significant daily patronage. Route B15 replaces the Human

Hauler route H15 and Tempo route T10 which together carry high passenger flows along the Dhaka

Trunk Road today

Three routes that currently use the corridor are forecast to have low patronage due to duplication

with other routes and because they may only ply the corridor for short sections. For these routes it is

appropriate to shorten them to turn them into feeder routes. The feeder routes are, B5: Between

the airport and Cement Crossing; B8: Oxygen to 2 No. Gate; and B12: Chittagong University of

Engineering – Kaptai Jct.

Routes B4, B7 and B11 are direct routes which for the most part operate outside of the BRT corridor

and outside of bus priority measures, they therefore present a high risk for the efficient operation of

the BRT network. The feasibility study should investigate these routes in detail to identify if they

should remain as direct routes or be shortened into feeder services.

The routes B1 and B3 cross or touch the BRT corridor, but do not run along it, so they remain

unchanged.



Figure 4-9: Service Plan and Indicative Station Locations



Table 4-1: Service Plan (2025)

Route One-way

length (km)

Daily Boarders

Peak-hr frequency (buses per

hour)

Peak-hr headway

(Mins)

Round trip time (Hours)

Peak Vehicle Requirement

B2 13.0 104,000 50 3.2 1.4 77

B4 18.0 151,000 40 2.4 2.1 92

B6 18.5 214,000 40 1.3 2.0 88

B7 11.6 158,000 40 1.2 1.6 70

B10 23.0 664,000 110 0.5 2.3 278

B11 15.6 285,000 50 0.8 2.2 121

B15 12.8 235,000 60 0.9 1.8 119

B5 Feeder 8.3 38,000 15 3.8 1.1 18

B8 Feeder 4.4 22,000 15 3.8 0.8 13

B12 Feeder 16.1 14,000 3 20.0 2.3 8

TOTAL 1,886,000 885

Table 4-2: Service Plan (2030)

Route One-way

length (km)

Daily Boarders

Peak-hr frequency (buses per

hour)

Peak-hr headway

(Mins)

Round trip time (Hours)

Peak Vehicle Requirement

B2 13.0 79,000 40 4.6 1.3 57

B4 18.0 223,000 50 1.4 2.0 110

B6 18.5 174,000 30 1.5 1.9 63

B7 11.6 217,000 45 0.9 2.2 109

B10 23.0 724,000 120 0.5 2.3 304

B11 15.6 407,000 60 0.6 2.4 158

B15 12.8 365,000 90 0.6 1.9 188

B5 Feeder 8.3 92,000 35 1.6 1.2 46

B8 Feeder 4.4 35,000 20 3.2 1.1 24

B12 Feeder 16.1 19,000 4 15.0 2.3 10

TOTAL 2,334,000 1,069



Figure 4-10: BRT Network Plan 2025



Figure 4-11: BRT Network Plan 2030



4.6 Arrangements for routes joining the BRT corridor

To ensure reliability in the regularity services along the BRT corridor the entrance of vehicles onto

the BRT corridor should be managed. This is important to ensure buses which ply sections off

corridor do not bunch up. Two technological solutions can be implemented:

• Bus signals at entrance to corridor. This is similar to highway ramp metering whereby

sensors monitor the headway of BRT vehicles plying the corridor at a point near to the

entrance. Joining buses are held at the entrance to the corridor until a sufficient gap in

headway is detected to allow them to join the corridor

• Manage on route. Vehicles off corridor should be monitored using GPS tracking devices.

Drivers are informed to change their speed to ensure regular headway is maintained. An

example of this is the Buzz system used in Santiago in Chile. Drivers use a mobile tablet

with instructions based on GPS locations of all vehicles on the network. Instructions such

as “wait additional time at bus stop, slow down, speed up if possible” prompt the driver

to change his driving behaviour managing the overall headway.

Figure 4-12 Buzz Console System.

Source: BRT Centre of Excellence

4.7 Bus priority measures for direct services

To ensure direct services can maintain a high operational speed off corridor a series of bus priority

measures are required along secondary corridors. This will involve resurfacing of the roadway,

construction of new footpaths, organising of street traders, junction re-design and the

implementation of bus priority lanes.

Unlike the BRT corridor the bus priority lanes will not have physical separation from other lanes but

should be clear to other road users that only buses can use them. To do this road markings and

street signs should be used. The bus priority lanes will be installed bilaterally, enabling road-side pick

up.



Figure 4-13 Example of Bus Priority Lane Markings

In addition, priority at signalised junctions along the bus priority corridors should also be considered

and should be integrated into the ITS systems.

4.8 Revenue collection

Revenue collection relates to the institutional arrangements and the form of contract between those

that plan the services and those that provide them. The mechanical act of payment should support

this, be acceptable to users and should facilitate efficient operation.

4.8.1 Phase 1

Phase 1 will be a transitional phase for institutional and contracting arrangements, as such revenue

collection will largely remain unaltered with primary concentration upon winning support from

operators for institutional change.

4.8.2 Phase 2

Within phase 2 there is a clear preference for off board payment in order to increase boarding speed

which, in turn, reduces the overall bus run time. The Dhaka Transport Coordination Agency (DTCA) is

has launched a smart card system called ‘Rapid Pass’ for use across all mass transit lines that are

being introduced in Dhaka. This is a stored value smart card that operates as a Pay As You Go

system.

The World Bank (2018) study titled ‘Nationwide Interoperability in Fare Collection, Critical Factors

for Bangladesh’ finds that the Rapid Pass card being introduced in Dhaka can be deployed elsewhere

in the country, for example Chittagong, and there are many user and operator benefits to establish a

single smart-card system for the nation. We recommend that Rapid Pass system is used in

Chittagong, in order for this to happen the World Bank report finds that a number of modifications

are required for it to enable transactions in other cities namely:

• The system is currently owned by DTCA, in order to allow multiple authorities and

transport operators to be represented in decision-making and ownership of the central

system, a Special Purpose Vehicle should be set up.

• The SPV must establish proven business model

4.9 ITS

Intelligent transportation system (ITS) is the application of sensing, analysis, control and

communications technologies to ground transportation in order to improve safety, mobility and



efficiency. ITS includes a wide range of applications that process and share information to ease

congestion, improve traffic management, minimize environmental impact and increase the benefits

of transportation to commercial users and the public in general.

An ITS strategy for the corridor might seek to:

1) Ensure effective operation of traffic control devices along the corridor

2) Make optimal use of the flyover, directing through traffic away from the at-grade options.

3) Give information relating to use of the corridor, in particular route options and parking

4) Encourage appropriate use of public transport options

5) Guide effective and efficient maintenance of the road

6) Optimise operational performance of public transport

As has previously been stated the actions that make a fundamental and significant difference to

travel along the corridor are those that create order out of the use of existing road space and that

improve travel conditions on public transport. As such, medium term priorities for ITS should focus

upon these aspects but not prejudice migration to a full and comprehensive approach to corridor,

and wider area, control in the future.

As such, the priorities for ITS should be:

• Effective signal control at junctions, implemented as part of Phase 1

• Monitoring of bus fleet for operational optimisation and passenger information

implemented as part of Phase 2

4.10 Pedestrian facilities

Pedestrian currently receive very low priority having to fit in amongst a chaotic and conflict-ridden

street scene. As part of corridor improvement pedestrians must be given high priority and with that,

protection from conflict with vehicles. There are three focal points to pedestrian improvements:

1) Linear movement along the corridor – Phase 1

2) Crossing movements to the other side of the road and to median bus stations – Phase 2

3) Movement to and away from the corridor – Phase 2

4.10.1 Linear movement along the corridor

Figure 4-14 shows the loss of carriageway space and the danger for pedestrians where no formal

footpath is provided. Here a space of 7m is lost to indiscriminate parking and pedestrian movement.

Placing a footpath of a minimum of 2m in width together with placing car parking outside of the

main corridor would protect pedestrians from conflict (encouraging walking) and release 5m of road

space that can be given for the through movement of traffic on the main corridor through the city.

This particularly benefits the poorest citizens who have no choice but to walk, whilst high quality

uncluttered footpaths also significantly benefit people with mobility impairments.

In certain locations it is necessary to implement pedestrian overbridges, where there is a high

volume of traffic and significant risk of pedestrian-vehicle conflict. Locations where overbridges



should be provided are at GEC Circle on CDA Avenue, CEPZ junction on M.A. Aziz Road and

Sholoshahar No.2 Gate on CDA Avenue. At New Market Circle it should be considered that

overbridges are supplemented with elevated walkways.

Figure 4-14: Lack of footpath on CDA Avenue

4.10.2 Crossing movements

Crossing of CDA Avenue is currently perilous with the road acting as a barrier to pedestrians. Phase

one improvements to signal junctions will incorporate protected pedestrian crossing and foot

overbridges where necessary. Implementation of segregated running ways in Phase 2 with median

stations will incorporate protected crossings to stations.

Figure 4-15: Pedestrian Crossing facility with BRT in Yichang China

Image courtesy of ITDP (2017)



4.10.3 Movement to and away from the corridor

The corridor serves many origins and destinations but not all of those that passengers using the

services along the corridor wish to access. As such, movement to and from the corridor must be

planned as part of the corridor intervention. Relocation of the role of Rickshaw and CNG as access

mode will in part address this but also investment on footpath improvements on roads

perpendicular to CDA Avenue should be included.

4.11 Terminals and interchanges

Public transport terminals and interchanges in Chittagong are both operationally inefficient and offer

a low level of service to passengers. Bahaddarhat is an example of an important and busy

interchange that is of particularly low quality, see below. Improvement of terminal facilities

therefore give significant benefit in terms of user needs, operational performance, safety and local

environment. Lack of service in terminals and interchanges, whilst being inconvenient to all

members of society, disproportionately disadvantages women and people with disabilities who are

more in need to comfortable seating or other services such as toilets. Safety in terminals and

interchanges is also a very high priority for female passengers. In addition the improvements

demonstrate that public transport is valued as a primary means of mobility within the city.

Figure 4-16: Bahaddarhat Terminal: Poor Design & Facilities



Figure 4-17: Bahaddarhat Terminal: Poor Access Arrangements

4.11.1 Phase 1

Terminals can be improved and reorganised independent of the wider corridor improvement as their

improvement offers immediate and significant benefit. As such it is proposed that improvements be

undertaken at the two large scale terminals at Bahaddarhat and New Market which lie on the route.

In addition upgrades are required at inter-district and city bus terminals as below.

Function Location

Inter-district bus terminals Kadamtali/Shuvopur

Goribullah Shah (GEC)

AK Khan

Station Road

New Chandgaon

Cinema Palace

Interdistrict & Citybus terminals Oxygen

Alongkar Mor

City-bus Terminals New Bridge

Potenga

Kalurghat

Colonel Hat

4.11.2 Phase 2

In phase 2, the introduction of running ways and BRT services will require terminals to be

constructed at route ends to enable vehicle layover and driver brakes. Figure 4-18 identifies where

these could be located, as well as the land take required. The figure presents the peak hour

frequency of buses that each terminal should serve by 2030. The total required land take for



terminals is 8.25 hectares which is estimated to cost $41.25M assuming a cost of $5M per hectare

for developed land.

Sufficient undeveloped or underdeveloped land is available at each of the locations, however

successful land purchase is dependent on negotiation so exact locations cannot yet be specified.

Note that the SUTMP identifies that the terminal at Faujdarhat will be supplemented by an 8-

hectare inter-district bus terminal.



Figure 4-18: Location of terminals required in phase 2



4.12 Depots

As this BRT projects seeks to replace the majority of the bus fleet in Chittagong, the total required

fleet size is high at 1,069 buses in 2030. To service these vehicles, three depots are proposed with

the following capacity and size:

• Kalurghat area: 200 buses, 2.8 hectares

• Patenga area: 400 buses, 5.4 hectares

• Faujdarhat/City Gate area: 550 buses, 7.8 hectares

These areas are largely located beyond the continuous urban area of Chittagong where large areas

of undeveloped land exist. The total required land take for depots is 16.1 hectares which is

estimated to cost $32.2M at a cost of $2M per hectare for undeveloped land.

The final choice for where each depot is located depends on a number of factors inducing land

ownership, terrain, ground conditions, plot shape and access to the corridor. The feasibility study

should undertake a detailed search and assessment of suitable sites. The suggest search areas are

presented in Figure 4-19.



Figure 4-19: Search areas for depot sites



4.13 Major civil works

The only major civil works that are envisages are improvements to railway crossings which would be

carried out in phase 1.

8 railway crossings have been identified who’s upgrade will enable the smooth running of the BRT

services when they are both on and off corridor. These are listed below and plotted in Figure 4-20.

• Bayazid Bostami Road, west of Oxygen

• Bayazid Bostami Road, north of Sholashohor No 2 Gate

• Hathazari Road, north of Muradpur

• Zakir Hossain Road east of Abdul Hanman Rd

• Zakir Hossain Road, Ispahani Crossing

• Ambagan Road

• Old Dewanhat Road

• M.A. Aziz Road, south of Salt Gola

The works should involve construction of barriers and signals, a concrete level roadway and repaving

the roadway within 50m up and downstream.



Figure 4-20: Railway crossings that require upgrade

4.14 Institutional arrangements

Institutional analysis and recommendations are contained in project Deliverable D7 (Bus

Restructuring & Institutional Assessment). The approach recognises the significant change required

in both the public sector and its means of planning and contracting bus services, and, organisation

and management of private operators. The level of change invokes significant project

implementation risk and as such a phased approach is recommended supported by high levels of

consultation and support.

During Phase 1, it is proposed that a Public Transport Authority (PTA) for Chittagong is established

with the purpose to:



• Plan the future BRT/bus services

• Manage oversee and guide the BRT/Corridor feasibility and design study

• Engage and consult with public transport operators and map their needs, desires and

capabilities

• Discuss and agree means of contracting and forms of operator response that would be

required to meet the project ideals

The board members of the PTA should comprise the members of the existing SUTMP coordination

committee which includes CCC, CDA, CMP, CPA and BRTA. This authority will obtain legal authority

from the GOB and be placed under the Ministry of Road Transport and Bridges.

Table 4-3 presents the proposed development of the authority. Phase 1 focuses on the core tasks of

transport planning, contracting and monitoring. In phases 2 complex projects are added with respect

to Bus Rapid Transit and the introduction of a smart card and a real-time information system.

Table 4-3: Road map for the Development of the PTA

Tasks related to Public Transport Phase 1

Start PTA

Phase 2

Develop the network

2019 - 2022 2023 - 2025

Transport Planning and Financial Planning

x x

Management of Bus Services and financial support

x x

Promotion of public transport x x

Introduction of a Transport Service Contract

x

Tendering of new lines x x

Introduction of Automated Vehicle Localization (AVL)

x

Introduction of Automated Fare Collection (AFC)

x

Introduction of a Passenger Information System (PIS)

x

Introduction of Bus Rapid Transit (BRT)

X

In phase 1 the authority will develop and implement policies to encourage commuters to choose the

most appropriate transportation mode and make effective planning and coordination activities for

proper implementation of BRT project. The authority should be able to make Public Transport

Policies and Guidelines efficiently and can implement Monitoring and Safety initiatives.

The new authority, its funding and powers, must be established in law. In phase 1 the board of the

PTA will be formed by the executive order of the Government, this board will comprise the existing



members of the STUMP coordination committee plus additional industry representatives. This

board will oversee the activities and development of the PTA.

In Phase 2 the authority should be able to recommend updating regulations on licensing, route

permits of public and private agencies as well as regulation of the safety and the fare structure in the

Chittagong Urban Area. It should be able to provide all regulatory rules of construction and

operation of BRT project including safety and security. It will also coordinate the implementation of

the BRT system.

Phase 2 tasks for the PTA that are specific to the implementation phase of the BRT are:

• Supervise implementation including contracting construction and other support services

• Give assistance to operators enabling them to form collective groups able to respond to

performance-based contracts

• Develop service contracts, advertise and let those contracts

• Undertake comprehensive consultation programme

Table 4-4 presents the proposed staffing, for each phase. It is recommended to start with a small

organization of 10 staff and develop the PTA step-by-step, in line with the development of the public

transport network and associated projects. It is government policy to reduce the number of staff

dependent of the state budget. Therefore, options for external revenues will be presented below.

Table 4-4: Staffing of the PTA

Positions Phase 1

Start PTA

Phase 2

Implement BRT

Year 1-2 Year 3-4

Management

• Management 1 1

• Supporting Staff 1 1

Planning

• Transport Planning 1 2

• Financial Planning 1 1


Contracting

• Procurement 0.5 1

• Monitoring 2 3

• Communication and Marketing 0.5 1


Projects

• Infrastructure Management 1



Positions Phase 1

Start PTA

Phase 2

Implement BRT

Year 1-2 Year 3-4

• IT Systems 1

• Supporting Staff 2

Total 10 18

The proposed organizational structure emphasizes not just the routine planning and activities, but

also to emphasize on effective and efficient service delivery by skilled and experienced manpower in

planning and implementation of works like introduction of Metro Services, BRT operation etc.

4.15 Bus Sector Reform

Recommendations to reform the bus sector are presented in detail in Deliverable D7 (Bus

Restructuring & Institutional Assessment). The newly formed transport authority will take a lead in

developing the operational and contracting operations for these services seeking to maximise

benefit, minimise impact and offer a smooth transition between the existing mode of operation to

that of performance-based contracts. The detail of a restructuring plan will evolve as issues are

identified and personalities established, however a high-level implementation plan is defined in

order to give some anticipation of task requirement within a target timeframe of 5 years.

Phase 1 (2019 – 2022)

1) Establish function and protocol of the existing SUTMP Co-ordinating Committee as an

oversight and supervisory body

2) Define, agree and appoint the first phase posts to act within the new formed executive

authority that will develop the bus reform process/BRT.

3) Develop and start to implement industry engagement/consultation plan

4) Define, agree and appoint the first phase posts to act within the new formed executive


5) Define, analyse and consult on forms of contract between authority and operators

6) Define, agree and appoint the second phase posts to act within the new formed

executive authority that will develop the bus reform process/BRT.

7) Review and agree the BRT Feasibility Study and its requirements for industry and

institutional reform

8) Actively assist operating industry in understanding and acting upon reform

9) Develop and implement social impact protection plan for those adversely affected by

reform

Phase 2 (2022 – 2025)

1) Define, agree and appoint the third phase posts to act within the new formed executive




2) Work with industry to consolidate where required and develop needed skills to operate

under new regime.

3) Work with institutional partners on the implementation of BRT including specification of

control equipment and refinement of operational service plan

4) Work with operators on forming new operating entities (as required), consolidation (as

required) and skill development

5) Draft forms of contract

In Chittagong bus services are provided by a relatively large number of small operators. The World

Bank Urban Bus Toolkit, advises that they must be replaced with fewer, larger operators. Each

replacement should be big enough to operate an entire route, in the case of a route contract system.

Considering the prevailing PT situation in Chittagong and consultation with the relevant

stakeholders, it is recommended that companies should be formed out of the existing bus owners.

This reduces the concern for present bus operators that they will be excluded from their ongoing

business. These companies would purchase the assets of all existing operators, and offer

employment to all employees. These may include a large number of owners, who also drive their

own vehicles. Small informal operators may be encouraged to combine into more formalized groups,

and to pool their resources to invest in fewer, but larger, vehicles to operate a conventional bus

service. It is accepted that there may be some who are negatively impacted as a result of this

change.

4.16 Branding

A brand is 'a name, term, symbol, or design, or a combination of these, intended to identify the

goods or services. This can be undertaken to show differences within competing services but, in the

case of raising the awareness and standards of public transport, is aimed at reassuring users and

informing them of the quality of services offered.

Currently there is little bus branding and that which exists is there to label rather than create

identity. As performance base contracts are introduced and service level improved through run time

improvements, qualitative and service facility improvements there is greater benefit in branding to

reinforce to presence of a premium level service. As such branding should be seen as an intrinsic

part of Phase 2 with stakeholder and user research to create appropriate branding, system identity

and ownership.

4.17 Parking management

It has been noted that the parking within the corridor is indiscriminate and uncontrolled. To

implement corridor improvements without addressing this issue would significantly diminish the

impact of the proposals. Managing the parking, and in particular to relocate existing parking away

from junctions, would release capacity that is reallocated to give priority to public transport. As such

parking management should be defined through early feasibility study in Phase 1 and implemented

prior to civils works associated with Phase 2 corridor development.

4.17.1 Phase 1

Phase 1 would include detailed study of parking in order to develop a parking management strategy.

This strategy would include:



• Location of parking – that both serves properties along the corridor and allows CNG and

Rickshaw access to the corridor.

• Quantum of parking required to support businesses along the corridor and access to that

parking

• Pricing of parking and, if applicable, means of revenue collection

• Any regulation/legislation needed to control parking

• Enforcement of parking controls

4.17.2 Phase 2

Phase 2 would see implementation of parking controls and parking management to integrate,

accommodate and manage the construction programme for civil works associated with corridor

improvements.

4.18 Other design issues

Whilst this study has sought to define the improvements required to enhance mobility along the

chosen corridor there are other issues that can, and should, be attached to a transport related

corridor improvement strategy. These include:

• Public realm and urban design. The corridor is at present dominated by road

infrastructure leaving a brutal and harsh environment. Whilst this might be consistent

with a high capacity strategic transport route it is at odds with the number of pedestrians

within the corridor and the retail-office function of the corridor. Through design of the

interventions, active consideration should be given to enhancing the human qualities of

the corridor, providing space to enjoy that have seating and soft landscaping. The

greening of the corridor should be seen as a key objective.

• Integration of transport and land use. Land use creates the need for travel and as such

careful integration of transport and land use can manage and reduce the need for travel.

Where travel need is created, managing that travel to use public transport, in a context

where private travel is increasing, is also important. As such, the newly created executive

transport authority should consider the need for controls on the allocation of

development rights within the corridor. This would relate to integration with enhanced

public transport and management of access to land use development together with the

management of any parking associated with that development.

• Air quality management. The World Health Organization reports PM10 levels at 135ppm

PM2.5 at 95 ppm in Chittagong. Concluding that pollution levels are ‘very high’. A move

towards a cleaner public transport fleet in a city will improve air quality. However a

design bias that seeks to actively manage air quality should be considered. This would

look to increasing levels of constraint on high polluting vehicles with the emphasis on

movements through low polluting pubic transport in conjunction with increased green

space.



4.19 Freight improvements

In Phase 1, a number of port-related freight improvements should be made, ensuring that BRT can

be implemented in an efficient manner. This includes:

• Freight vehicle parking terminal. It is proposed that a ‘satellite’ parking terminal be

provided away from the port, allowing trucks to wait ‘off-street’ to remove the need for

trucks to park outside the along Mooring Road and M.A. Aziz Road, for long periods of

time. The Port will then manage the movement of vehicles to and from the port through

an electronic booking system, preventing the influx of vehicles entering the port and

bunching of vehicles leaving the port.

• Automatic truck booking system. The port should manage the movement of vehicles to

and from the port as far as Faujdarhat, through the use of an electronic automatic

booking system. This would optimise the flow of freight traffic by registering an

approaching truck, instructing the driver to wait at the truck parking terminal and then

call for them to be dispatched to the appropriate port gate during the correct time slot.

This will enable trucks to depart the parking terminal only when called, so they can drive

straight into the port without having to wait on the road side.

• Truck management system. This would support the automatic truck booking system,

allowing for monitoring of time spent within the port by trucks, and thus control

congestion inside the port.

• Port communication system. This would allow stakeholders involved in freight to be

notified of the delivery of cargo and arrival of cargo at Chittagong Port.

• Parking bans on Mooring Road/M.A. Aziz Road. A major source of congestion on the

road is the presence of parked trucks outside the port which effectively reduce the

carriage way width for traffic. Between Port Gate 1 and Salt Gola, the available width is

narrow while traffic volumes are high. Once the truck parking terminal has been

established, a parking ban should be implemented on this section of road between Barik

Building and Salt Gola.

• Development of container overflow yards. The New Mooring Overflow Yard and Bay

Container Terminal have been considered for the delivery of cargo to trucks, due to their

direct links to the road network. This would reduce congestion in the Chittagong Port

area.



5 Modelled Impacts and Forecast Patronage

A VISUM multi modal transport assignment model was developed in order to develop the Chittagong

Strategic Urban Transport Master Plan, this is reported in full in project deliverable D4 (Traffic

Demand and Analysis). The model allows the testing of transport interventions in the years 2022,

2025 and 2030. The model is however strategic with the purposes of guiding strategic decisions

making and not for the detailed appraisal of discrete schemes. Nevertheless, its use is helpful in

guiding this pre-feasibility study, establishing the efficacy of the interventions proposed for future

detailed development.

5.1 Form of model

The VISUM Chittagong SUTMP model was used to understand the impacts and examine patronage

associated with the general scheme concept developed in Chapter Three. Three global “do

something” scenarios were considered. The modelling procedure included altering capacities and

speeds based on the targeted implementation dates of individual improvement schemes defined in

the SUTMP.

The scheme types and modelling procedures used for testing are described below:

• Bus Priority - Bus lines plying bus priority links are modelled with a speed of 18 kph a PCU

of 2.2 and a vehicle occupancy of 80.

• BRT – Bus lines plying BRT links are modelled with a speed of 22.5 kph, a PCU of 2.2 and a

vehicle occupancy of 80.

• New/Improved Interchange – Capacity and speeds were increased on all links within a

150 meter buffer of the interchange to simulate improved efficiency of road space due to

a reduction of stopping PT vehicles. For new interchanges a 5 minute reduction in

transfer penalty was applied to model better interchange between PT services.

The three “do something” global scenarios consisted of the following schemes as defined in the

SUTMP:

• 2022 Do Something Scenario:

Improved/organised city bus terminals at: New Market, Patenga, Kalurghat,Colonel

Hat

Improve interdistrict and city terminals at: New Bridge,Oxygen Alongkar Mor

Interdistrict bus terminals at: Baldarat, Kadamtali , GEC, AK Khan, New Chandagon.

New Interchange at Baldarat

Top 20 Interchanges improved

• 2025 Do Something Scenario - All 2022 projects plus:

Green PT corridor as BRT

Bus priority measures on blue and red corridors

• 2030 Do Something Scenario - All 2025 projects plus:

Construct new terminals at: Potenga, Kalgurat ,Alogokar Mor



Interdistrict and city bus reconstruction terminals at: Baluchara, New Bridge,

Faujaharhat (Build) AK Khan, Colonel Hat,GEC (West of Circle), New Chandagon and

closure of Kadamtali

Blue corridor as Mass Transit, Red corridor as Mass Transit and secondary corridors

as bus priority

5.2 Impact on network

Figure 5-1 shows the impact upon car speed of the public transport improvement schemes

modelled.

This shows that car speeds decrease from 13Kph to 7.5Kph by 2030 with business as usual. The do-

something scenario also shows modelled speeds reducing over time, however the degradation of

speed is less pronounced and speeds remain around 13Kph in 2022. This can be explained by the

impact of public transport interchange improvements and junction improvements along the BRT

route. A more efficient use of road space and less blocking and congestion caused by stopping

vehicles results in an increase in road capacity which lifts car speeds. The impact becomes less

significant in 2025 sand 2030 as an increase in demand simultaneously occurs.

Figure 5-1: Impact of the Public transport Improvements on Car Speeds

Figure 5-2 shows in the 2025 BAU scenario bus speeds are modelled to decrease due to increased

demand. The green corridor is notably slow with the slowest parts on CDA Avenue between

Dewanhat Circle and Ispahani Circle and between Salt Gola Crossing and Barik Building Bus Stop. The

introduction of BRT infrastructure along the green corridor in the “do something” scenario for 2025

has a clear impact. This lifts speeds along the corridor to 22.5Kph however parts of the network such

as AG Road and city centre roads remain slow due to lack of PT priority and rising congestion.

Figure 5-3 shows that by 2030 modelled bus speeds have reduced significantly across the network.

Large parts of the network are now reduced to a slow walking speed. The speeds along the green

corridor from Saltgola to No2 bus stop speeds are now constantly 10Kph or lower whilst speeds in

0

2

4

6

8

10

12

14

2017 2022 2025 2030

Ave

rage

Sp

ee

d k

ph

Forecast PM peak -Car Speed

BAU Do Something



other congested areas of city also worsen from 2025. The do something scenario for 2030 has a

dramatic impact on PT speeds with BRT infrastructure in place along the Green, Blue and Red

corridor’s and bus priority measures in place along the secondary corridors. The result of this is a

much more rapid public transport network.



Figure 5-2: Impact of the Do-Something scenario on bus speed, PM peak hour (2025)

2025 Business as Usual: PM peak hour bus speed

2025 Do-Something PM peak hour bus speed

Speed (KPH)

Speed (KPH)



Figure 5-3: Impact of the Do-Something scenario on bus speed, PM peak hour (2030)

2030 Business as Usual: PM peak hour bus speeds

2030 Do-Something: PM peak hour bus speeds

Speed (KPH)

Speed (KPH)



Figure 5-4: Impact of the Do-Something scenario on car speed, PM peak hour (2025)

2025 Business as Usual: PM peak hour car speed

2025 Do-Something: PM peak hour car speed

Speed (KPH)

Speed (KPH)



Figure 5-5 shows average bus operational speeds against time for both Business as Usual and Do-

Something scenarios. This clearly shows the degradation of bus speed until the proposals are

implemented, thereafter a dramatic improvement is achieved due to the installation of BRT and bus

priority measures.

Figure 5-5: Average Bus Speed over time

Figure 5-6 shows that the implementation of the BRT scheme is forecast to reduce total vehicle

mileage. When drivers choose their route, they make a balance between travel time and the cost

associated with distance. Up to a point, drivers will choose to take a longer route if it saves them

time. Therefore reducing congestion enables drivers to choose more direct routes reducing vehicle

mileage, vehicle operating costs and air pollution.

Figure 5-6: Impact of Do-Something scenario upon average vehicle speed and vehicle-kms

0

2

4

6

8

10

12

14

16

18

20

2017 2022 2025 2030

Ave

rage

Sp

ee

d k

ph

Forecast PM peak Average Bus/BRT Passenger Speed

Bus BAU Bus DS

-

50,000

100,000

150,000

200,000

250,000

300,000

350,000

400,000

450,000

0

2

4

6

8

10

12

2017 2022 2025 2030

Tota

l Ve

hic

le K

m's

Ave

rage

Ve

hic

le S

pe

ed

PM peak-hr vehicle speed and total vehicle-kms

Total Veh Km's BAU Total Veh Km's DS

Ave Speed BAU Ave Speed DS



5.3 Forecast patronage

Table 5-1 presents the forecast change in public transport trips and the number of boardings for PT

routes within Chittagong from 2017 to 2030 for the two model scenarios; with and without the BRT

scheme.

The number of PT trips performed in Chittagong are forecast to increase by 27% between 2017 and

2025 if there is no BRT scheme, this rise is caused by population growth and rising income. However,

over the same time period the number of boardings on PT trips is forecast to increase by 60%. This is

because a greater number of PT trips are expected to become linked trips. Linked trips involve an

interchange as a passenger boards more than one PT vehicle to complete their journey. The average

number of interchanges per PT trip is expected to increase from 1.3 today to 1.6 by 2025. This is

caused by population growth focused towards the periphery of the city, and the effect of worsening

congestion that encourages many PT users to interchange to take advantage of routes that use

faster moving roads.

Introducing the BRT acts to increase the number of PT trips within the city due to mode shift from

CNG, Rickshaw and private vehicles. The BRT also causes significant mode shift between PT modes as

many passengers shift from human-hauler and tempo routes onto the BRT. The BRT route B15

actually replaces human-hauler route 15.

Table 5-1: Forecast daily public transport trips, boardings and trip stages

Year Daily PT

Trips Daily PT

boardings

Increase in PT trips on

2017

Increase in PT boardings on

2017

Ave. number of stages per

trip

Do Nothing 2017 1,901,331 2,444,903 1.3

2022 2,213,019 3,625,795 116% 148% 1.6

2025 2,417,581 3,916,494 127% 160% 1.6

2030 2,727,873 4,183,263 143% 171% 1.5

Do Something

2017 1,901,331 2,444,903 1.3

2022 2,261,948 3,101,591 119% 127% 1.4

2025 2,937,808 4,288,847 155% 175% 1.5

2030 3,000,877 4,746,591 158% 194% 1.6

Table 5-2 presents the forecast number of daily boardings on the bus routes that are incorporated

into the BRT. While the mode shift caused by the introduction of the BRT increases the total number

of PT trips within the city by 55% by 2025, the number of boarding’s on BRT routes increases by 3.6

times (260%) this is caused by significant mode shift from Human-haulers and Tempos to BRT and an

increase in the number of interchanges.

Table 5-2 also presents the Peak Vehicle Requirement (PVR) for each route which has been

calculated from the service plan. This assumes 12m buses are used with a capacity of 80 passengers.

The PVR increases from 591 buses today to 895 in 2025. The buses that make up the current bus

fleet in Chittagong have a maximum occupancy of 40 passengers. Shifting from 591 buses that carry

40 passengers to 885 buses that carry 80 passengers increases the total capacity by 200% from

23,640 today to 70,800 with the BRT in 2025. An increase in seat turnover accounts for the

remaining increase in vehicle utilisation.

Figure 5-7 and Figure 5-8 show the patronage on all bus routes in Chittagong (not just BRT) in the

Business as Usual and Do-Something scenario for 2025 and 2030.



Table 5-2: Forecast daily boardings and PVR of Incorporated Bus Routes

Route

2017 2025 Do-Something 2030 Do-Something

Daily PT boardings

Number of

vehicles

Daily PT boardings

Number of

vehicles

Daily PT boardings Number of

vehicles

BRT Routes

B2 30,511 42 103,504 77 46,000 57

B4 124,848 54 151,418 92 211,000 110

B6 84,702 112 214,052 88 201,000 63

B7 109,676 116 158,134 70 203,000 109

B10 62,540 84 664,221 278 767,000 304

B11 28,226 38 285,427 121 450,000 158

B15 49,056 107 234,982 119 332,000 188

B5 Not running 37,634 18 85,000 46

B8 28,226 38 22,434 13 22,000 24

B12 Not surveyed 14,194 8 17,000 10

Total 517,785 591 1,886,000 885 2,334,000 1,069

Total for each mode across the whole city

Bus and BRT 768,747 823

Human-hauler 402,977 990

Tempo 157,963 1,114



Figure 5-7: PM peak-hour bus and PT patronage (2025)

2025 Business as Usual: PM peak-hour bus and BRT patronage

2025 Do-Something: PM peak-hour bus and BRT patronage

Bus and BRT

Passengers Per Hour

Per Direction

Bus and BRT

Passengers Per Hour

Per Direction



Figure 5-8: PM peak-hour bus and PT patronage (2030)

2030 Business as Usual: PM Peak hour Patronage 2030 Do-Something: PM Peak hour Patronage

Bus and BRT

Passengers Per Hour

Per Direction

Bus and BRT

Passengers Per Hour

Per Direction



Figure 5-9 shows the patronage growth of the CDA Avenue corridor and the primary feeder corridors

(red and blue). As the majority of material improvements to bus speeds are not present until 2025 it

can be seen that the relationship between corridors alters with the blue corridor seeing higher

growth than the red corridor, this is because the improvements to journey times are greater in the

blue corridor than the red.

Figure 5-9: Patronage Growth Across Three Primary Corridors

5.3.1 Mode shift to bus/BRT

Figure 5-10 shows the change in transport mode share as a result of the scheme in both 2025 and

2030. This clearly shows an increase in the mode share of public transport, increasing from 52% to

61% in 2025 and from 51% to 56% in 2030. This relatively modest mode share increase is a product

of a high existing mode share. In Chittagong it is recognised that the private vehicle users are

difficult to shift to public transport given their mode choice is more related to symbolism and

freedom associated with their position in local society, as such the mode share change of private

vehicle travel is shown to only marginally decrease. This decrease may be more to do with new trips

than those existing private transport users shifting to public transport.

Figure 5-10: Transport Mode Share with and Without Scheme

78,436

172,560

214,821

-

50,000

100,000

150,000

200,000

250,000

-

5,000

10,000

15,000

20,000

25,000

2022 2025 2030T

ota

l N

um

ber

of

Pass

en

eg

ers

Maxim

um

lin

k l

oad

(P

PH

PD

)

Corridor Passengers and maximum link load for Bus/BRT lines

(PM-peak hr)

Green Red Blue Total No. of Passenegers (Right Axis)

Car/Motorcycle18%

CNG/Rickshaw29%

HGV1%

PT52%

2025 BAUCar/Moto

rcycle, 14%

CNG/Rickshaw, 24%

HGV, 1%

PT, 61%

2025 Do Something



5.4 Modelling summary

Chittagong possesses high numbers of public transport passengers who suffer low levels of service.

As such, it is unsurprising that high levels of future patronage are achieved by implementing the

corridor improvements. In fact, high levels of patronage would still be achieved even without

improvements. The difference is in the performance of the network. The network will suffer serious

degradation of speed and high levels of delay with consequent impacts upon the environment, the

local economy and the wellbeing of its people. Improving the corridor benefits both bus passengers

and overall network performance. These benefits are manifested in reduced delay but also

significant benefits to journey time reliability, shortened journey times as well as the comfort and

dignity of travel. As such there is both quantifiable and non-quantifiable benefits.

The modelling and forecasting undertaken is strategic in nature and can only be seen as an indicator

of what can be achieved. It is however sufficient to guide decisions on the overall benefits of the

project and whether future funding should be allocated.

Car/Motorcycle,

21%

CNG/Rickshaw,

26%HGV, 1%

PT, 51%

2030 BAU

Car/Motorcycle, 20%

CNG/Rickshaw, 23%

HGV, 1%

PT, 56%

2030 Do Something



6 Capital and Operational Costs

Capital and operating costs calculated are commensurate with the level of detailed definition and

appraisal of the scheme developed. They should be treated as preliminary only and developed

further through feasibility study.

6.1 Capital cost

Table 6-1 describes the capital cost of the scheme as defined. Capital costs are those required to

implement the scheme as described, they are divided into short term (phase 1) expenditure and

medium term (phase 2) expenditure. They include costs for development and design as well as costs

for both civil engineering works and equipment. The line items described below are entirely

consistent with those defined within the SUTMP.

Phase Two expenditure is calculated as a stand along implementation however, we are aware that

the CDA is planning on designing and building an extension to the linear flyover underneath which

the scheme defined herein would be placed. In such an instance the design and implementation for

that flyover should seek to incorporate the design of the public transport improvements. This might

offer some capital cost savings over that outlined herein.

Table 6-1: Capital Costs

Phase 1: 2019-2022 Land cost ($m)

Cost Item Description

Cost ($ m)

Inst

itu

tio

nal

Institutional development & Bus industry reform

Capacity development

Equipment for traffic management

Driving safety campaign

Support for bus industry reform

0.5

0.5

0.3

1.5

PT Feasibility Studies & design Line 1: CDA Avenue corridor 6.0

PT

imp

rove

men

ts

Short-term improvement at 12 public transport terminals

Upgraded infrastructure, New facilities, Improve management

5.0

Construct new public transport terminals at New Market & Bahaddarhat

Infrastructure, Land purchase, Facilities, Management

7.0 22.5

Public transport interchange/ bus stops. 20 busiest stops

Improve stop environment/facilities Traffic management

1.0

Improve junctions along corridor Civil works, Signal equipment, Traffic management, pavement widening and pedestrian crossings, pedestrian over bridges

26.6

Co

mp

limen

tary

co

rrid

or

imp

rove

men

ts

Freight parking terminal, parking ban on Mooring Road

Freight parking terminal, parking ban, electronic booking

2.0 25.0

Port gate access improvement/control at 5 gates

Widening, signals, traffic management 0.5

Footpath construction 54.8 km Central area to improve access to corridor

27.4

Parking policy & management Specific parking control zones Designate spaces and charges

0.5

Formalise rail crossings 8 locations to improve operation of corridor and access to corridor

2.5

Total $81.3m $47.5m



Phase 2: 2023-2025 Land cost

($m) Cost Item Description Cost ($ m)

Construction of Corridor Improvements, Line 1: CDA Avenue corridor

Segregated BRT infrastructure, Traffic management, BRT stations, ITS equipment, Ticketing equipment

229.9 73.45

Bus priority on direct service corridors Oxygen-New Market, Dhaka Trunk Road

Infrastructure Traffic management

94.0 0

Total $323.9m £73.45m

6.2 Operating cost

Operating cost of those services to be incorporated into more formalised bus operations/BRT have

been calculated using the assumption outlined in Table 6-2.

Table 6-2: Operating Cost Assumptions

Consumables

Fuel consumption km/L 2.5

Cost of diesel Tk/L 65

Fuel consumption/year/bus L 16,200

Assumptions Units Standard Bus

Bus capacity No. of seat 60

Operating Year Days 300

Operating hours per day Hours 16

Max. Passenger Number 90

Average Passenger Number 50

Economic Life (Allowed) Years 10

Route length Km From route measurements

Average distance travelled by bus Km/year/bus From model annualized

Fare Taka Ave fare increased from 9

Taka today to 11

Commercial Speed Km/hour From model

Vehicle Costs

Bus acquisition cost Tk./Bus 5,000,000

Equity/Loan ratio % 20/80

Amount of equity: Tk./Bus 1,000,000

Amount of Loan Tk./Bus 4,000,000

Repayment period years 5

Interest rate year % per year 10

Total Interest Tk./Bus 1,099,000

Bank repayment (Equated Monthly Installment)

Tk./Bus 84,988

Total Capital investment in 10 years Tk./Bus 6,099,000

Book value after 10 yrs Tk./Bus 800,000

Yearly capital cost/bus (depreciation) Tk./Bus 530,000



Lubricant

Consumption L/day/bus 0.2

Cost of lubricant Tk/L 300

Tyres

Tyre per vehicle No 6

Life of tyre Month 6

Cost of a tyre Tk 25,000

Battery

Battery per vehicle No 1

Life of battery Year 1

Cost of a battery Tk 15,000

Servicing

Servicing/year Times 6

Cost / servicing/bus Tk 10,000

Overhauling and repair etc.

Repair/overhaul/denting/painting apart from regular Maintenance

Times 1

Overhauling Tk 3,00,000

Change of spares like spark plug, brake shoe, clutch, fuel system electric system etc.

When necessary

2,00,000

Major Refabricating Once in 10 yrs Tk. 4,00,000

Tk/year 40,000

Garage/Terminal fee, City corp. charge etc. Per bus per year

Tk/year 45,000

Salary of Driver -2No/bus Tk/month/Driver

20,000

Salary of Helper -2no/bus Tk/month/Helper

12,000

Salary of Cleaner -1No/bus Tk/month 10,000

2 no. Bonus per year Tk/Year 1,48,000

Yearly overhead expense/Bus Lump Sump Tk 10,000

NB. Bank interest has been considered to be 10% while the repayment period considered is 5 years.

This is for calculation purpose. In practice, banks are reluctant to give loan in this sector. On the other

hand, the suppliers of the bus and minibus provides supplier’s credit having repayment options

starting from 2 years to 5 years. They do not calculate the interest rate, instead they fix up monthly

repayment amount depending upon period of repayment and initial deposit. Whilst we recommend

that formal operators seek bank loans to fund fleet purchase, government may consider special soft

loan for promoting the formal services in this sector.

6.3 Financial evaluation

Whilst assessment is strategic and primarily considering the performance across the whole network

we have attempted to calculate operating cost, revenue and profitability by route, Table 6-3, for 2025

and 2030. In doing so, it accepted that whilst the global view on cost/revenue/profitability have some

accuracy there may be less accuracy in the disaggregated figures. Nevertheless, expression in this form



is considered to be helpful in demonstrating a financial case for engagement of the private sector in

operating contracts for the services identified.

The calculations summarized in Table 6-3 show reasonable levels of profit across all routes with

average profitability across all routes being in the region of 6% in 2025 increasing to 9% in 2030.

Consideration of the precise level of profit belies the method of calculation at this early stage of

development. However, what can be concluded is that the proposed improvements to the operation

of public transport and the transport network in general create a situation where significant profit can

be made from operating bus services. As such it is considered that the proposals are financial viable

for private operator involvement as a contracted service and are sustainable (without need for

subsidy) in the long term.



Table 6-3: Annual Operating Cost-Revenue-Profit by Route

2025 Cost in Taka 2025 Cost in USD

Total

Revenue

Total

Operating

Cost

Bank

RepaymentProfit

Total

Revenue

Total

Operating

Cost

Bank

Repayme

nt

Profit

(M TK) (M TK) (M TK) (M TK) (M USD) (M USD) (M USD) (M USD)

B2 277.52 354 79 -155.1 -56% B2 3.5 4.4 1.0 -1.9 -56%

B4 406 374 94 -62.4 -15% B4 5.1 4.7 1.2 -0.8 -15%

B6 574 388 90 96.6 17% B6 7.2 4.8 1.1 1.2 17%

B7 424 276 72 75.8 18% B7 5.3 3.5 0.9 0.9 18%

B10 1,781 1289 284 208.5 12% B10 22.3 16.1 3.5 2.6 12%

B11 765 531 123 111.4 15% B11 9.6 6.6 1.5 1.4 15%

B15 630 481 121 27.9 4% B15 7.9 6.0 1.5 0.3 4%

B5 Feeder 101 75 19 7.4 7% B5 Feeder 1.3 0.9 0.2 0.1 7%

B8 Feeder 60 56 13 -9.1 -15% B8 Feeder 0.8 0.7 0.2 -0.1 -15%

B12 Feeder 38 31 8 -0.4 -1% B2 Feeder 0.5 0.4 0.1 0.0 -1%

TOTAL 5,057 3,854 902 301 6% TOTAL 63.2 48.2 11.3 3.8 6%

2030 Cost in Taka 2030 Cost in USD

Total

Revenue

Total

Operating

Cost

Bank

RepaymentProfit

Total

Revenue

Total

Operating

Cost

Bank

Repayme

nt

Profit

(M TK) (M TK) (M TK) (M TK) (M USD) (M USD) (M USD) (M USD)

B2 123.34 263 57 -196.9 -160% B2 1.5 3.3 0.7 -2.5 -160%

B4 566 445 110 10.4 2% B4 7.1 5.6 1.4 0.1 2%

B6 539 276 63 200.1 37% B6 6.7 3.5 0.8 2.5 37%

B7 544 428 109 7.8 1% B7 6.8 5.3 1.4 0.1 1%

B10 2,057 1,406 304 347.2 17% B10 25.7 17.6 3.8 4.3 17%

B11 1,207 695 158 353.7 29% B11 15.1 8.7 2.0 4.4 29%

B15 890 762 188 -59.5 -7% B15 11.1 9.5 2.4 -0.7 -7%

B5 Feeder 228 191 46 -9.3 -4% B5 Feeder 2.8 2.4 0.6 -0.1 -4%

B8 Feeder 59 102 24 -67.5 -115% B8 Feeder 0.7 1.3 0.3 -0.8 -115%

B12 Feeder 46 39 10 -3.3 -7% B2 Feeder 0.6 0.5 0.1 0.0 -7%

TOTAL 6,258 4,606 1,069 583 9% TOTAL 78.2 57.6 13.4 7.3 9%

Route Profit (%) Route

Route Profit (%) Route

Profit (%)

Profit (%)



To provide a benchmark of profitability the above assumptions have been used to calculate operating

cost and revenue for the existing bus network under existing (2017) conditions. This is presented in

Table 6-4 below. This calculation does not attempt to replicate existing levels of profit but to provide

a direct comparison of the levels of cost and profit in the existing network if new buses were bought,

proper maintenance schedules were kept and a quality service offered.

Table 6-4: Operating Cost-Revenue-Profit by Route 2017

Table 6-3 shows a great variance in profitability and loss. In part this is a product of the strategic nature

of the model and individual routes profit-loss figures might be misleading. The important figure to

highlight is that profit levels of -14% for the network as existing under existing conditions. This

assumes that the practices required to put into place quality operations (management, maintenance

and full support) together with the purchase of new vehicles.

Whilst approximate, calculation shows that profit under a like for like operating regime will increase

from -14% to 9% with corridor improvements in place and no increase in fare by 2030. This shows that

there will remain no need for subsidy and that the proposition of operating under the improved

regime will be attractive to operators.

2017 Cost in Taka

Total Revenue Total Operating Cost Bank Repayment Profit

(M TK) (M TK) (M TK) (M TK)

B1 488 164 33 290 60%

B2 41 123 24 -106 -259%

B3 285 169 31 86 30%

B5 71 119 22 -69 -97%

B6 200 348 22 -170 -85%

B7 224 255 48 -79 -35%

B8 25 108 22 -105 -416%

B10 769 670 128 -29 -4%

B11 248 327 54 -133 -54%

B12 5 14 2 -11 -255%

TOTAL 2,356 2,297 385 -326 -14%

Route Profit (%)

Total Revenue Total Operating Cost Bank Repayment Profit

(M USD) (M USD) (M USD) (M USD)

B1 6.10 2.05 0.4 3.63 60%

B2 0.51 1.53 0.3 -1.32 -259%

B3 3.57 2.11 0.4 1.07 30%

B5 0.89 1.48 0.3 -0.86 -97%

B6 2.50 4.35 0.3 -2.12 -85%

B7 2.80 3.19 0.6 -0.99 -35%

B8 0.32 1.35 0.3 -1.31 -416%

B10 9.62 8.38 1.6 -0.36 -4%

B11 3.10 4.09 0.7 -1.67 -54%

B12 0.06 0.17 0.0 -0.14 -255%

TOTAL 29.46 28.71 4.8 -4.07 -14%

Route Profit (%)



7 Economic Appraisal

The surplus between annual passenger revenues and operational costs, as highlighted above,

demonstrates the financial feasibility of the corridor improvement project. However, this does not

cover all benefits as there are significant wider economic benefits which will be experienced within

the study area. Further it doesn’t include recovery of the public investment in the BRT infrastructure.

There are generally three forms of benefits from such a transport scheme: consumer benefit, producer

benefit and externalities. In this instance, other road user benefits have been considered as internal

benefits. To calculate the benefits, it is only the estimated change that is relevant and required.

• Public transport consumer benefit is derived from lower cost incurred by passengers. In

the absence of fare changes, this is driven purely by lower time costs.

• Public transport producer benefit is the net increase in economic benefits derived by the

providers of public transport, as these will be the target beneficiaries of the scheme. In

the context of this project this is mainly derived from the reduction of vehicle operating

costs by displacing passengers from small and older PT vehicles to more efficient BRT

vehicles1. BRT operating costs have been included within the financial evaluation

presented in the previous chapter, but the corresponding savings from the operation of

fewer old buses, tempo and human haulers has not been accounted for, as it did not have

a direct benefit in financial terms to the scheme promoter. However this does contribute

towards societal benefits.

• Other road user benefits generated for modes such as CNG, rickshaws, car users and

trucks, such as road capacity generated by corridor improvements and increases in

vehicle speeds.

• Externalities are benefits transferred to society in general rather those directly involved

as either consumers or producers. Examples of externalities include lower costs to other

highway users, lower vehicle emissions and higher safety levels.

The economic appraisal scenario follows the phased approach to implementation specified in chapter

4. Phase 1 spans from 2019 to 2022, this includes detailed engineering design and preparatory civil

works. Phase 2 lasts 24 months from 2023 to 2025, it involves the majority of the capital development.

The economic appraisal assumes phase 2 is followed by full and continuous operation of the BRT for

the remaining forecast years, until 2040.

The appraisal considers an equity value of time, this presents an average value of time across all

modes. Applying a common value of time, helps to ensure that schemes that benefit everyone are

pursued rather than schemes that may better benefit those with higher values of time (e.g. road

schemes for car users), as per World Bank guidance2. The equity value of time starts at US$0.7 per

hour in 2017 rising to US$2.6 per hour in 2040, in-line with the forecast increase in GDP per capita.

1 If transport operators respond to lower production costs by reducing passenger fares then the value of this benefit will be transferred to users as consumer surplus. 2 Kenneth M. Gwilliam 1997. The Value of Time in Economic Evaluation of Transport Projects Lessons from Recent Research.



The IMF forecast GDP growth for Bangladesh to be 7% per annum between 2017 and 20213.

Considering this growth forecast and World Bank guidance on discounting costs4, a discount rate of

14% is applied.

7.1 Public Transport Consumer benefit

The modelling exercise shows us that many journeys will enjoy lower journey times using the BRT

corridor. Figure 5-5 shows how the BRT will deliver a marked improvement in PT speeds. Total journey

time savings in each of the modelled time horizons are presented in Table 7-1 below.

Table 7-1: Journey time savings for PT users

2022 2025 2030

Do Min Do

Something Saving Do Min

Do

Something Saving Do Min

Do

Something Saving

Average journey time,

during PM-peak (mins) 30 29 -1 34 15 -19 55 19 36

Total annual journey

time (Million hours) 176 178 2 217 116 101 403 155 248

The implementation of the scheme is forecast to produce a total of 3,467 million hours savings

between the years 2019 and 2040. Assuming a rate of increase on the value of time in real terms5 will

yield total benefits with a Present Value (PV) of approximately US$1,283 million. This constitutes 66%

of total benefits (see Figure 7-1).

7.2 Public Transport Producer benefit

The benefit attributable to a reduction in vehicle operating costs has been calculated based on the

forecast transfer of trips to BRT, and the estimated resulting reduction in bus, tempo and human-

hauler vehicle kilometres. The Bangladesh Road Research Laboratory provides operating costs by

mode6.

For the PT operators, the implementation of the scheme will save a total of 1,346 million veh-kms

between 2019 and 2040. This equates to a PV of US$130 million attributable to the reduction in vehicle

operating cost. This constitutes 7% of total benefits (see Figure 7-1).

3 International Monetary Fund 2016. World Economic Outlook Database http://www.imf.org/external/pubs/ft/weo/2016/02/weodata/weoselgr.aspx 4 World Bank 2016. Discounting Costs and Benefits in Economic Analysis of World Bank Projects 5 Historic real GDP and population growth rates were used to forecast the real VoT for all forecast years. (Historic GDP growth rates are sourced from Annual Economic Affairs Performance Review 2008/09, Ministry of Financed , Planning and Economic Development) (Population growth are sourced from World Bank Development Indicators, 2010) 6 Bangladesh Road Research Laboratory (BRRL) and Roads and Highways Department (RHD) 2017. Review of existing road user cost estimation procedure used in RHD and update the same under BRRL during the year 2016-2017.



7.2.1 Other road users

Other road users, such as car, CNG, Rickshaw and truck users, are additional beneficiaries of the

Corridor Improvement Study. While the installation of the BRT lane will reduce the number of lanes

available for general traffic to use, improvements to the road surface, junction control and the

containment of most public transport services to the BRT lane act to increase capacity for general

traffic. As a consequence average vehicle speeds (in the PM-peak hour) for car users are expected to

increase from 6.9Kph in 2030 to 9.8Kph. The combined journey time savings across car, CNG,

Rickshaw and truck are expected to total 1,219 million hours between 2019 and 2040, with an

associated saving of 1,341 million veh-km, attributable to more direct journeys. Together these

equate to a PV benefit of US$507 million.

7.3 External benefits

7.3.1 GHG reduction

As highlighted above, the Corridor Improvement Scheme is expected to reduce the number of

vehicle-kms for each mode:

• For PT vehicles, this is attributable to a shift from small vehicles such as the existing

buses, tempo and human-haulers to large buses

• For other road users (car, CNG, Rickshaw, truck) this is attributable to faster travel speeds

encouraging drivers to choose more direct journeys

The reduction in vehicle-kms generate an associated reduction in Green House Gas (GHG) emissions

as less fossil fuel is burned. Considering the average GHG emissions per vehicle-kilometre for each

mode, we forecast scheme implementation to save a total 729,000 tonnes of CO2equivalent

between the years 2019 and 2040.

The World Bank7 calculate the social value of each tonne of CO2e saved to be US$30 in 2015 rising to

US$80 in 2050. The application of this value yields a PV benefit of US$7 million between the years

attributable to GHG reduction.

7.3.2 Road traffic accidents

The reduction in vehicle-kms will also yield a reduction in the number of traffic accidents. The

Bangladesh Road Research Laboratory (BRRL) calculate the current accident rate for Bangladesh to

be 101 Killed and Seriously Injured (KSI) people per Billion vehicle-kms8. BRRL consider each of these

instances to have a social cost of US$47,000. Considering economic growth this value is forecast to

increase to US$157,000 by 2040.

The Corridor Improvement Scheme is expected to save a total of 2,687 million vehicle-kms between

2019 and 2040, this should translate into a reduction of 277 road traffic KSI accidents during this

time period. This translates into a PV benefit of US$6 million.

7 http://www.worldbank.org/en/topic/climatechange/brief/integrating-climate-change-world-bank 8 Bangladesh Road Research Laboratory (BRRL) and Roads and Highways Department (RHD) 2017. Review of existing road user cost estimation procedure used in RHD and update the same under BRRL during the year 2016-2017.



The total PV benefit that combines the producer surplus, consumer surplus and external benefits is

US$1,934 million.

Figure 7-1: Percentage of Total PV benefits (US$1,934 million)

7.4 Project costs

The capital investment is US$128.8 million including land cost for phase 1 (2019 and 2022) and

US$444.8 million including land cost for phase 2 (2023-2025). Considering a maintenance cost of 2%

of capital, the total cost incurred over the course of the appraisal period is forecast to be US$698

million. Considering the discount rate of 14% derives a PV cost of US$380 million.

7.5 Net economic benefits

The table below provides an overview of the main economic appraisal indicators.

Figure 7-2: Economic Appraisal Indicators (2019 – 2040)

Appraisal indicator Value

BCR 5.1

Net Present Value (NPV) (million US$) 1,554

IRR (%) 41%

The economic appraisal indicators highlighted in the table above show that the scheme will:

• Generate total Net Present Value (NPV) of US$1,554 million indicating the total PV of

benefits exceeds the PV of costs. An NPV value greater than zero is indicative of an

economically feasible project.

• Produce a Benefit Cost Ratio (BCR) of 5.1, indicating that every US$1.00 expended on the

project as costs will yield US$5.10 in benefits.



• Have an Internal Rate of Return (IRR) of 41% indicating that NPV and BCR will remain

above zero and unity, respectively, below discount rates of this (high) value.

The Figure below presents the discounted cumulative benefits and costs in PV terms over the horizon

of the forecast period (2019-2040). This includes maintenance of BRT running tracks and stations,

calculated at 2% of capital costs annually. Capital costs for fleet are also borne within the cost per km

figures.

Figure 7-3: Cumulative Discounted Benefits and Costs (2019-2040)

Figure 7-3 reveals that:

• The project costs are front ended; high for the initial years and decelerate over the life-

cycle of the project. This is typical of infrastructure projects which require initial and

significant capital infrastructure costs.

• The project benefits are zero in the initial years as phase 1 of the scheme only becomes

operational in the year 2022 and phase 2 operational in 2025.

• The economic breakeven year is between years 2027 and 2028, as depicted by the

intersection between the benefit and cost curves. It is therefore important that the

project life extends beyond this date.

0

500

1000

1500

2000

2500

20

19

20

20

20

21

20

22

20

23

20

24

20

25

20

26

20

27

20

28

20

29

20

30

20

31

20

32

20

33

20

34

20

35

20

36

20

37

20

38

20

39

20

40

Cu

mu

lati

ve P

rese

net

Val

ue

Ben

efit

s an

d c

ost

s (m

illio

n U

S$)

Year

Cumulative benefits and costs, discounted (2019-2040)

Cumulative Benefit (USD M) Cumulative Cost (USD M)



7.6 Sensitivity analysis

To test the sensitivity of the economic analysis a 20% reduction in journey time savings and/or 20%

increase in capital costs have been analysed and the results are summarised in the table below.

Table 7-2: Economic Appraisal Indicators (2019 – 2040) - Sensitivity Analysis

Appraisal indicator 20% Red. time & operator

Savings 20% Inc. Capital Costs

20% Red. Time & operator Savings AND 20% Inc.

Capital Cost

BCR 4.1 4.2 3.4

NPV (million US$) 1,167 1,477 1,091

IRR (%) 36% 37% 33%

Table 7-2 reveals that with both a 20% reduction in journey time savings benefits and a 20% increase

in capital costs, the Corridor Improvement Project BRT Route will remain economically feasible, with

a BCR of 3.4, NPV of $1,091 million and an IRR of 33%.



8 Social Impact Assessment

8.1 Impacts on commuters

As part of the Chittagong Strategic Urban Transport Master Plan, this project underwent numerous

meetings with key stakeholders, visioning workshops and focus group discussions with primary

commuters particularly focusing on women, student and disabled group. The vision that we

achieved by the thorough consultation with the stakeholder groups is as follows:

People’s city, people’s transport

The statement can be further elaborated to a transport system that provides integrated public

transport, with walking and cycling provision in a safe, accessible, efficient and environmentally

friendly manner for the people in Chittagong.

Currently around 8+ million residents live in Chittagong, the second most developed city in

Bangladesh right after the capital, Dhaka. The current public transportation system deals with

multiple operational and safety inadequacies that eventually pushes its citizens towards the use of

private vehicles and relying on public transport as the last resort for mode of commuting. The study

team conducted a survey on the challenges faced by the respondents on different modes of public

transport and the result showed traffic congestion, poor comfort, overloading and improper

boarding and poor safety as the key reasons that the respondents think of as the challenges that

they face when using public transport.

On a fundamental level, the project aims at improving the commuting options and providing BRT as

a new mode of transport, while also focusing on the necessary institutional actions needed to ensure

a better traffic management system in Chittagong. The fare structure is comparatively low in

comparison to neighbouring developing nations and therefore, the study elaborates on ways to

mitigate the issues faced by commuters while traveling. Alongside that, the project also aims at

providing a better commuting option particularly to the women and disabled groups.

Upon stakeholder consultation, there were several issues that came forward as leading causes that

affect the traffic system in Chittagong. From an institutional perspective, Chittagong Metropolitan

Police (CMP), the traffic management unit felt that illegal parking on the streets, boarding and

dropping off passengers by public transport drivers at undesignated space and street hawkers

occupying the roads and pedestrian walking facilities are the leading causes of traffic congestion in

Chittagong. CMP has also complained about the private buses not complying with the permit route

as issued by the road transport committee.

From a consumer perspective, issues of overcrowded vehicles, picking up and dropping off

passengers while at motion, poor comfort, poor safety and long duration of travel are the leading

issues that needs to be solved. Commuters with physical disability have complained about the lack of

access in public transport which results in them commuting in CNGs and Rickshaws that are

significantly more expensive than the former options. Women group had complained about lack of

safety, eve-teasing, and poor comfort based on limited seats allocated for women as unique issues

other than the ones mentioned above.

With the implementation of the BRT, several of the issues faced by both the institutional and

consumer stakeholders will be resolved. It primarily reduces the long travel time and traffic

congestion in comparison to other existing solutions. There will be an established pick up and drop

off point that will ensure better access to all the consumer while also providing better control to the



traffic management unit. Issues of poor comfort, poor safety and harassment faced by women will

also be reduced with the introduction of BRT based on the procurement of vehicles and proper

training of drivers and conductors.

Moreover, the design of the proposed new system will be based on national and international

guidance on design for people with limited mobility. The principle of at-grade access has been

adopted, except where this presents an adverse effect upon safety or an unacceptable compromise

upon capacity. Where at-grade access is not possible alternative provision will be made for the

mobility impaired.

8.2 Provision of transport supportive of women

The study team had conducted a women only traveller interview survey with 616 respondents and

questioned women on their methods of travel, purpose of travel, their opinions about travel and

what they considered to be the main challenges for women while travelling in Chittagong.

The following Figure 8-1 shows the segregation between the choice of main mode of transport

between male and female.

Figure 8-1: Main mode of transport choices based on gender

While 76% of male users prefer using bus and human hauler, we can see that the preference of this

mode is significantly lower in comparison to 54% by women, despite bus and human hauler being

the cheapest mode of choice among the list mentioned. This overall suggests that women pay higher

than men when it comes to commuting in the city. This additional payment is in order to mitigate

the challenges every day that a woman faces while traveling. Figure 8-2 shows the breakdown of

travel by women based on the companion during commuting, if any.

54%

76%

8%

8%

9%

6%28%

10%0% 0%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Female Male

Main mode by gender (%)

Intercity bus and train

CNG/Rickshaw

Private transport

Tempo

Bus and human hauler



Figure 8-2: Women are usually accompanied with when traveling

Women, in general, perform a multitude of tasks in her travel during the day, including traveling for

work, taking children to school, health reasons and other issues. Figure 8-3 shows the travel

segregation between two genders based on activities.

Figure 8-3: Travel segregation between two genders based on activities

Taking public transportation poses a challenge due to various reasons and when the respondents

were asked to identify such challenges that they faced regularly, a comprehensive picture of the

issues in the current transport system was identified and the study team is proposing solutions to

mitigate such issues. Figure 8-4 shows the challenges in the use of public transport by women while

Figure 8-5 highlights on the reasons why women do not prefer the use of public transport.

50%

21%

10% 9% 6% 5%

0%

10%

20%

30%

40%

50%

60%

Who are you travelling with today?

39%

65%

35%

22%8%

3%3%2%11% 7%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Female Male

Main journey purpose by gender

Education

Health

Religious

Home

Shopping

Social

Work



Figure 8-4: The challenges in the use of public transport by women

Figure 8-5: shows the reasons why women do not prefer the use of public transport

The two figures above clearly highlight that discomfort and lack of seats are the primary issues that

women face while using public transport. The reason being that women have a minimum fixed

number of seats allocated in the front and next to the driver. These seats are right above the engine

and is warmer than the other seats in the bus. Furthermore, women face harassment when they sit

in the ‘undesignated’ space even though there is a provision for that. The issue of speed/reliability

addresses the pickup and drop off of passengers while the transport is still in motion. This makes it

really difficult especially when women are carrying children or bags with them. Eve teasing and cat

Lack of comfortable/reserve

d seating60%

Harassment/problems with other passengers

19%

Some drivers refuse to carry women

6%

Lack of space for children/shopping/lu

ggage6%

Problems with driver4%

None of the above (describe)

4%Cost1%

What do you think is the biggest challenge facing women in terms of public transport?

020406080

100120140160180

Top three reasons you did not use public transport today? (In order of first choice)

1st Choice 2nd Choice 3rd Choice



calling is another issue that women face regularly. It is primarily because of having untrained

conductor and drivers while male passengers are also involved in the act at times.

The new system is designed for ease of boarding and alighting with buses and the stations at the

same level. This makes it easier to load and unload passenger. Where necessary, drop down ramps

may be provided. The system is focused on customer service and seeks to address the issue of

encumbrances of passengers by provision of space for cargo. Procurement of new buses will also

address the issue of uncomfortable seats and proper training of drivers and conductors can mitigate

the issues of harassment faced by women in public transport. Lastly, there has also been complaints

of no appropriate routes as many buses do not actually follow the route permit provided by RTC.

This issue will also be addressed once the BRT lines are established.

8.3 Impacts on land and settlements along the corridor

The study proposes the green BRT line (Kalurghat to Patenga) to be implemented in the short term

phase. Land acquisition and resettlement is dependent on the completion of the proposed elevated

expressway by Chittagong Development Authority. If the elevated expressway is developed, then

there will be sufficient road space to implement a BRT corridor without the need of resettlement or

land acquisition. Therefore, the proposed BRT is envisioned to enhance the operations of the

establishments along the route and within its influence area. Its minimal requirement for right-of

way acquisition and will not affect any structure. Furthermore, the BRT corridor will result in further

economic prosperity as less affluent citizens from the south can now travel to other ends of the

north at a faster and cheaper mode of transport and this was not possible in the existing scenario.

Land take of 16.1 hectares is required for the depots however these will be located outside of the

continuous urban area where undeveloped land can be found. End-of route terminals also require

land take of 8.25 hectares which may require purchase of developed land.



Figure 8-6: Proposed BRT corridors alongside the household income level

8.4 Public transport regulations

Elaboration regarding the formation of a new public transport authority in Chittagong is mentioned

in the seventh deliverable of this project titled “Bus restructure and institutional assessment.” The

aim of the study is to propose a public transport authority in the short term that will eventually

become the urban transport authority in the long term. Such a coordinating authority does not

currently exist in Chittagong. The primary proposition is for a route to be operated by a single

company with the current bus owners having the company share based on the current market share

on the particular route. The implementation of the BRT will provide the government an opportunity

to rationalize the existing public transportation system and reduce, if not completely eradicate,

illegal operators while also deal with the reckless driving on the roads because of severe

competition.



8.5 Impacts on public transport operations

The implementation of the proposed BRT as a trunk line mass transportation system will re-define

the role of the current public transportation modes plying the route. The key transmission channels

of the impact on the sector will be through access to employment and assets. The impacts as

articulated during the stakeholder engagement activities include:

1) Reduced passenger volume for bus routes outside of the BRT corridor;

2) Reduction in the usage of Tempo, CNG, Rickshaw and Human haulers and to an extent

private vehicles as a mode of transport,

3) Dislocation of drivers and operators;

Of these concerns, the economic dislocation of drivers and operators of different modes of transport

due to perceived loss of livelihood was considered the most pressing, thus need to be managed

properly.

8.5.1 Bus Industry

Based on BRTA schedules and our survey work 11 bus routes were identified to currently operate in

Chittagong, which are listed below. As per the study team’s suggestion, the Green BRT corridor

(Kalurghat to Patenga) needs to be implemented in the short term. 9 of the 11 bus routes

(highlighted in yellow) will be affected by the introduction of BRT. The bus sector reform plan

recommends the consolidation of small operators into larger bus companies. This will help in a

better management, increase safety as buses will not be competing against each other and the

quality of buses will also improve.

No. Route

B1 New Bridge - New Market

B2 Kalurghat - New Market

B3 New Market - Nandir Hat

B4 Bhatiari - New Market

B5 Airport-New Market

B6 Sea Beach - Lal Digir Par

B7 Bhatiari - Kotwali Moor

B8 Oxygen-New Market

B10 Kalurghat - Sea Beach

B11 Bhatiari - Sea Beach

B12 Pahartoli - Old Rail Station

8.5.2 Rickshaw Industry

Rickshaws currently operate all around the city. While it is one of the most ineffective mode of

transport in terms of size against capacity ratio, it also one of the most expensive mode of transport

if fare per kilometre travelled is taken into consideration. The study team recommends rickshaws

may only be restricted once quality public transport alternative is established. If the BRT tackles the

primary issues of comfort and safety faced by women, a significant population are expected to shift

from using rickshaws to BRT which will affect the rickshaw pullers economically as well.



8.5.3 CNG Industry

As per the study, 20% of females use CNG as a transport mode when traveling for work. For other

trip purposes, CNGs are mostly used when attending social events, health reasons or religious

events. The introduction of BRT will reduce the percentage of users traveling to work via CNG and

less so for other purposes. While impacts will be significant, this will be the least affected industry

with the introduction of BRT.

8.5.4 Human Hauler Industry

As per BRTA schedules and on-street surveys, the following human haulers routes operate in

Chittagong. Similar to the bus industry, upon implementation of the Green BRT line (Kalurghat to

Patenga), the routes marked in yellow will be affected. If there is a significant reduction in demand,

the human haulers can operate in other routes.

No. Route

H1 Kalurghat Bus Station - New Market

H2 Kalurghat - New Market (Via Garibulla Shah and Tigerpass)

H3 Fatehabad - New Market

H4 New Bridge - Ananda Bazar

H5 Bishwabidyalaya - New Market

H6 Modhunaghat - Amtala

H7 Kumira - New Market

H8 Sitakund - Shuvopur

H9 Halishahar B-Block - Patenga No 15

H10 Kalurghat - Katgar

H11 Bhatiari - Baddarhat

H12 Alongkar Mor - Patenga No 15

H13 Bhatiari - Sea Beach

H14 Kuwaish College - Tigerpass

H15 Bhatiari - Old Railway Station

H16 Sagorika Stadium - Firinghee Bazar Ghat

8.5.5 Tempo Industry

As per BRTA schedules and on-street surveys, the following tempo routes currently operate in

Chittagong. Eight of the routes will be affected by the introduction of Green BRT Line (Kalurghat to

Patenga). A number of tempos are currently used as feeder routes that better penetrate housing

estates, a certain population will prefer this mode over BRT depending on the residential addresses

of the commuters.

No. Route

T1 Oxygen-Cement Crossing

T2 Oxygen - Sea Beach

T3 Oxygen - Halishahar B-Block

T4 Saltgola Crossing - Khalurghat

T5 Kalurghat - Amtala

T6 A K Khan - Kazir Dewri



T7 Karnaphuli 3rd Bridge - Kadamtoli

T8 Baddarhat - Kanungopara

T9 Fakirer Tek - New Market

T10 Fakirhat - Kadamtoli

T11 Madam Bibir Hat - Amtala

T12 Madam Bibir Hat - BRTC

T13 Pakkar Matha - Nimtoli Biswa Rd

T14 Modhunaghat - Cinema Palace

T15 Baddarhat - Kotwali

T16 Fatehabad - Kotwali

T17 Tigerpass - New Bridge

T18 Modhunaghat - Oxygen

8.6 Addressing economic dislocation

The drivers are considered more vulnerable to economic dislocation than the operators. Their

capacity to adopt to this reform in the public transportation sector is potentially hampered by low

levels of education (elementary and high-school levels) and lack of alternative skills. Such a situation

could translate to widespread displacement of this sector and render their families vulnerable to

negative socio-economic consequences. Governing bodies should decide provide alternate training

and employability opportunities to the affected group in order to ensure socio economic stability.

Table 8-1: Summary of potential social impacts of the proposal

Stakeholder

Direction of

potential

impact (+/-)

Intensity of

impact Description of impacts

Commuters Positive - Medium to

high

- Reduction of in-vehicle travel time

- Reduction of waiting time due to high frequency of buses

- Better customer service, comfort and safety

Senior Citizens Positive - Medium to

high

- Easier boarding/alighting since bus floor is at the same level as station

- Senior citizens’ discount can be integrated in the ticketing system

Persons with Disability

(PWD) Positive

- Medium to high

- Easier boarding/alighting since bus floor is at the same level as station

- Safer and more convenient walk to the stations due to wider, unobstructed sidewalks

Women/Working mothers Positive - Medium to

high

- Protection from undue physical harassment due to cramped space inside the public transportation vehicle



- Enhanced convenience, comfort and safety in comparison to the existing public transport options

Business

establishments/Residents

along the proposed Route/

Community-at-large

Positive - Medium to

high

- Improvement of ambient air quality along the corridor due to the reduction of PUV units

Business establishments

along the proposed BRT

Route

Positive - Medium

- Improvement accessibility to business establishments, potentially improvement business

Government (as regulator of

public transport system) Positive - Medium

- Opportunity to rationalize public transportation system and better traffic management

Bus Operators Positive - High - Formalization of sector enables

increased profits

Rickshaw Drivers Negative - High - Potential loss of income

because of transition to feeder routes

CNG Negative - Medium

- Female working group will shift to BRT once the challenges are mitigated. But other demands will be less unaffected

Human Haulers Negative - High - 10 out of 16 routes will be

affected by the Green BRT lines

Tempo Negative - Medium

- 8 out of 12 routes will be affected. The impact will be lower than Human Haulers because Tempos usually operate in feeder routes as well



9 Conclusion

In conclusion, this deliverable proposes BRT corridors in Chittagong whose alignment is considered

the most pertinent to support economic, social and environmental development of the city. The

implementation plan is divided in two phases. The first phase (2019-2022) will focus on the

feasibility study, detail design, institutional reforms necessary for the BRT corridors and the

preparatory infrastructural development. The second phase (2023-2025) will see the construction of

BRT corridors at the heart of Chittagong.

The rationale behind corridor selection is based on the length and width of roads, population

density, major employment centers, highest passenger demand, average PT speed, number of

facilities served and length of road liable to flooding. Based on the points mentioned above, the

technical team has identified the corridor from the Airport to Kalurghat which follows M.A. Aziz

Road, CDA Avenue and Chittagong-Cox's Bazar Highway (Arkan Road), as well as spur from Tigerpass

to New Market following Station Road. This is currently the busiest PT corridor in Chittagong, and

most of the route provides ample width within which to insert BRT lanes and stations, especially

considering that much of the route is supplemented with an elevated expressway.

The capital required for the implementation of this project will be USD 81.3 Million in first phase,

with additional USD 47.5 Million spent on land acquisition. In the second phase, the capital required

is USD 371.4 Million, plus an additional USD 73.45 Million will be spent on land acquisition as well.

Against this heavy investment, the economic appraisal shows considerable benefits, such that the

scheme has a BCR of 5.1 and IRR of 41%.

The social impact assessment also ensures that the project will help women, disabled, elderly and

children population. It will help grow economic prosperity in the underdeveloped areas while

ensuring minimum losses to the existing transport operators in the city.

The next step is to undertake a full feasiblity study for the corridor improvement scheme this would

include:

• Stakeholder consultation

• Detailed passenger demand forecasting and service plan

• Operational and managerial plan

• Institutional arrangements

• Vehicle specification, ticketing and ITS

• Detailed engineering designs for running ways, stations, terminals and depots

• Traffic management scheme

• Integration with land use and transit orientated designed

• Incorporation of green space, SUDs, and other ecological design features

• Environmental impact assessment

• Costings and financial evaluation

• Implementation plan, communication plan

Documents

Chittagong Strategic Urban Transport Master Plan - (P155253)