Study on Economic Partnership Projects in Developing Countries in ...

Study on Economic Partnership Projects in Developing Countries in FY2014

Study on Dhaka Mass Rapid Transit East-West Line Project in Bangladesh

Final Report

October 2015

Prepared for: Ministry of Economy, Trade and Industry Prepared by: Nippon Koei Co., LTD.

Preface

This report is compiled the result of a Feasibility Study for Promotion of International Infrastructure Projects in fiscal year 2014 ordered by the Ministry of Economic, Trade and Industry to NIPPON KOEI CO., LTD. The Study on Dhaka Mass Rapid Transit East-West Line Project aims at investigating the feasibility of MRT East-West line (MRT Line-5N) construction (study target route length: total 16.2km, elevated section 10.8km, 8 elevated stations, underground section:5.4km and 4 underground stations) to solve the chronic traffic congestion at a budget of approximately 243 billion yen. We sincerely hope that this report will be the assistance in the realization of the above project and will also serve as a useful reference for interested parties in Japan.

October 2015 Ken NISHINO Team Leader NIPPON KOEI CO.,LTD.

Project Location MAP

Dhaka Mass Rapid Transit East-West Line Project Location MAP N

MRT Line 5N Phase1

MRT Line 5N Phase2

Mirpur10 Notun Bazar Banani

Beraid

MRT Line 5（E-W Line）

Gabtoli

Bhulta Bazar

Aftab Nagar

N

RAJUK

MRT Line 5S

DMA

0km

1km

2km

0km

4km

MRT Line1 MRT Line2 BRT Line3

Legend

MRT Line4 MRT Line5（E-W Line） MRT Line6

Source: METI Study Team

7km

BRT Line7 Existing Railway River Main Road

List of Abbreviations Abbreviations

Long Forms

AC

Alternate Current

ADB

Asian Development Bank

ADP

Annual Development Programme

AGT

Automated Guideway Transit

ATC

Automatic Train Control

ATO

Automatic Train Operation

ATP

Automatic Train Protection

ATS

Automatic Train Supervision

BBS

Bangladesh Bureaus of Statistics

BOT

Build-Operate-Transfer

BPDP

Bangladesh Power Development Board

BRT

Bus Rapid Transit

BRTA

Bangladesh Road Transport Authority

BRTC

Bangladesh Road Transport Corporation

BTN

Backbone Transmission Network

CBD

Central Business District

CBTC

Communication Based Train Control

CCTV

Closed-Circuit Television

CDP

United Nations Committee for Development Policy

COD

Chemical Oxygen Demand

CNG

Compressed Natural Gas

DC

Direct current

DC

Deputy Commissioner

DCC

Dhaka City Corporation

DEE

Dhaka Elevated Express Way

DESCO

Dhaka Electric Supply Co. Ltd

DHUTS

Preparatory Survey on Dhaka Urban Transport Network Development Project

DITS

Dhaka Integrated Transport Study

DMA

Dhaka Metropolitan Area

DMDP

Dhaka Metropolitan Development Plan

DMP

Dhaka Metropolitan Police

DMTC

Dhaka Mass Transit Company

DNCC

Dhaka North City Corporation

DO

Dissolved Oxygen

DOE

Department of Environment

DOHS

Defense Officer Housing Society

DPDC

Dhaka Power Distribution

DPP

Detailed Project Plan

DSCC

Dhaka South City Corporation

DTCA

Dhaka Transport Co-ordination Authority

DTCB

Dhaka Transport Co-ordination Board

DUTP

Dhaka Urban Transport Project

DWASA

Dhaka Water Supply and Sewerage Authority

ECA

Ecologically Critical Area

ECC

Environmental Compliance Certificate

ECOSOC

United Nations Economic and Social Council

ECR

Environmental Condition Report

ECS

Environmental Construction Specifications

EDLC

Electric Double Layer Capacitor

EIA

Environmental Impact Assessment

EIRR

Economic Internal Rate of Return

E&M

Electrical and Mechanical

EMU

Electric Multiple Unit

ERD

Economic Related Division

FIRR

Financial Internal Rate of Return

FS

Feasibility Study

EVI

Economic Vulnerability Index

GDP

Gross Domestic Product

GOB

Government of Bangladesh

GNI

Gross National Income

HAI

Human Asset Index

IDA

International Development Association

IEC

International Electrotechnical Commission

IEE

Initial Environmental Examination

IGBT

Insulated Gate Bipolar Transistor

IL

Inter Locking device

ISO

International Organization for Standardization

JICA

Japan International Cooperation Agency

KCR

Karachi Circular Railway

LA

Loan Agreement

LAP

Land Acquisition Plan

LDC

Least Developed Country

LGED

Local Government Engineering Department

LRT

Light Rail Transit

METI

Ministry of Economy, Trade and Industry

MP

Master Plan

MRT

Mass Rapid Transit

MOEF

Ministry of Environmental Forest

MOR

Ministry of Land

MTS

Mass Transit System

NDB

New Development Bank

MTDS

Medium Term Debt Management Strategy

NOC

No Objection Certificate

NPV

Net Present Value

NWZPDC

North West Zone Power Distribution Company Ltd

OCC

Operation Control Center

ODA

Office Development Assistance

O&M

Operation and Maintenance

PABX

Private Automatic Branch Exchange

PAPs

Project Affected Persons

PAS

Passenger Address System

PHPDT

Peak Hour Peak Direction Traffic

PIDS

Passenger Information Display System

PIS

Passenger Information System

PPP

Public-Private Partnership

PSD

Platform Screen Door

RAJUK

Rajdhani Unnayan Kartripakkha

RAP

Resettlement Action Plan

RDP

Roads Development Plan

REB

Rural Electrification Board (The most consumed company)

RFID

Radio Frequency Identification

RHD

Road and Highways Department

RL

Rail Level

RoR

Record-of Right

RSTP

Revision and Updating of Strategic Transport Plan

RV

Re-procurement Value

SCADA

Supervisory Control and Data Acquisition

SERF

Shadow Exchange Rate Factor

SPM

Suspended Particulate Matter

STP

Strategic Transportation Plan

SZPDC

South Zone Power Distribution Company Ltd

TDS

Total Dissolved Solids

TOR

Terms of Reference

TSS

Total Suspended Solids

TTC

Travel Time Cost

TD

Train Detector

UN

United Nations

VAT

Value Added Tax

VOC

Vehicle Operating Cost

VVVF

Variable Voltage Variable Frequency

WZPDC

West Zone Power Distribution Company Ltd

Table of Contents Preface Project Location MAP Abbreviations Table of Contents

Executive Summary ................................................................................................................................................... 1 (1)

Background and Necessity of the Project .................................................................................................. 1

(2)

Basic Policies Established for Determining the Project Components ....................................................... 2

(3)

Outline of the Project ................................................................................................................................. 3

(4)

Preliminary Project Implementation Schedule .......................................................................................... 7

(5)

Feasibility on Japanese Yen Loan and Project Implementation ................................................................. 8

(6)

Conceived Project Implementation Schedule until Realization of the Project and Envisaged Risks

Hampering the Realization of the Project .............................................................................................................. 9 (7)

Project Location Map ................................................................................................................................ 9

Chapter1 1.1

Overview of the Host Country and Sector .......................................................................................... 1-1 Economy of the Country and Financial Condition of the Government .................................................. 1-1

1.1.1

Economic Condition of the Country ............................................................................................... 1-1

1.1.2

Financial Condition of the Government ......................................................................................... 1-2

1.2

Description of the Targeted Sector.......................................................................................................... 1-4

1.3

Description of the Project Area ............................................................................................................... 1-5

Chapter2

Methodology of the Study .................................................................................................................. 2-1

2.1

Contents of the Study.............................................................................................................................. 2-1

2.2

Method and Organization of the Study ................................................................................................... 2-1

2.2.1 2.3

Method of the Study ....................................................................................................................... 2-1

Survey Schedule ..................................................................................................................................... 2-3

Chapter3 3.1

Project Contents and Consideration of Technical Aspect ................................................................... 3-1 Background and Necessity of the Project ............................................................................................... 3-1

3.1.1

Background of the Project .............................................................................................................. 3-1

3.1.2

Conclusion of Upper Level Plan ..................................................................................................... 3-1

3.1.3

Current Condition and Future Forecast........................................................................................... 3-7

3.1.4

Necessity of the Project ................................................................................................................ 3-10

3.2

Necessary Considerations for Decision of the Project Contents ........................................................... 3-11

3.2.1

Current Condition of the East-West Corridor and Preliminary Survey ........................................ 3-11

3.2.2

Selection of the Study Route ........................................................................................................ 3-19

3.2.3

Mode Selection of MRT Line 5 .................................................................................................... 3-21

3.2.4

Alignment Plan ............................................................................................................................. 3-25

3.2.5

Transportation Accessibility Plan (MRT Line 6, BRT Line 3, MRT Line 1) ................................ 3-47

3.2.6

Train Operation Plan ..................................................................................................................... 3-53

3.2.7

Rolling Stock ................................................................................................................................ 3-59

3.2.8

Depot Plan .................................................................................................................................... 3-64

3.2.9

Railway System Plan .................................................................................................................... 3-71

3.3

Outline of the Project Plan .................................................................................................................... 3-82

3.3.1

Basic Policy for Determination of the Scope of the Project ......................................................... 3-82

3.3.2

Specifications of the Applied Facilities ........................................................................................ 3-85

3.3.3

Contents of the Proposed Project .................................................................................................. 3-85

3.3.4

Issues and Solution to Apply the Proposed Technology and System ............................................ 3-86

Chapter4

Evaluation of Environmental and Social Impacts ............................................................................... 4-1

4.1

Analysis on the Environmental and Social Impact ................................................................................. 4-1

4.2

Environmental Improvement Effects by the Project ............................................................................... 4-9

4.3

Project Influence on Environmental and Social Sectors ......................................................................... 4-9

4.3.1

No Build Alternative ....................................................................................................................... 4-9

4.3.2

Anticipated Environmental Impacts ............................................................................................. 4-10

4.3.3

Land Acquisition ........................................................................................................................... 4-12

4.4

Outline of Related Laws and Regulations on Environmental and Social Considerations .................... 4-25

4.4.1

Environmental Impact Assessment (EIA) ..................................................................................... 4-25

4.4.2

Land Acquisition Plan (LAP) and Resettlement Action Plan (RAP) ............................................ 4-27

4.4.3

JICA Guidelines on Environmental and Social Considerations .................................................... 4-28

4.5

Measures to be Taken by Host Country to Implement the Project........................................................ 4-29

Chapter 5 5.1

Financial and Economic Evaluation ................................................................................................... 5-1 Cost Estimates ........................................................................................................................................ 5-1

5.1.1

Construction Plan............................................................................................................................ 5-1

5.1.2

Construction Cost ........................................................................................................................... 5-3

5.2

Results of the Preliminary Analysis of the Economic and Financial Viability ....................................... 5-5

5.2.1

Preconditions of the Analysis ......................................................................................................... 5-5

5.2.2

Initial Investment Cost .................................................................................................................... 5-6

5.2.3

Operation and Maintenance (O&M) Cost....................................................................................... 5-7

5.2.4

Revenue Projection ......................................................................................................................... 5-9

5.2.5

Financial Cash Flow Analysis....................................................................................................... 5-10

5.2.6

Economic Benefits ........................................................................................................................ 5-13

5.2.7

Economic Indicators ..................................................................................................................... 5-15

Chapter6 6.1

Planned Project Implementation Schedule ......................................................................................... 6-1 Implementation Schedule ....................................................................................................................... 6-1

6.1.1

Construction Method ...................................................................................................................... 6-1

6.1.2

Overall Project Implementation Schedule ...................................................................................... 6-2

6.2 Chapter7 7.1

Issues on Project Implementation ........................................................................................................... 6-3 Project Implementing Agencies .......................................................................................................... 7-1 Overview of the Implementing Agencies of the Host Country ............................................................... 7-1

7.2

Organization for the Implementing Agencies of the Host Country ........................................................ 7-1

7.3

Current Activities of Project Implementing Agency ............................................................................... 7-4

Chapter8 8.1

Technical Advantages of Japanese Companies ................................................................................... 8-1 International Competitiveness of Japanese Companies for the Project Implementation ........................ 8-1

List of Tables Table 1-1 Foreign Aid Mobilization ............................................................................................................... 1-3 Table 1-2 Comparison of Foreign Aid between World Bank and Japan ......................................................... 1-3 Table 1-3 Ranking of Population and Population Density.............................................................................. 1-6 Table 2-1 Survey Items and Contents ............................................................................................................. 2-1 Table 2-2 Contents of the Site Survey ............................................................................................................ 2-3 Table 2-3 Outline of the Joint Meeting with DTCA ....................................................................................... 2-4 Table 3-1 Development Plan of Public Transport Network under STP .......................................................... 3-2 Table 3-2 Proposal of MTS Network .............................................................................................................. 3-3 Table 3-3 Future Forecast Passengers of Each Line ..................................................................................... 3-10 Table 3-4 Characteristics of Alternative East-West Route ............................................................................ 3-13 Table 3-5 Current Condition of the East-West Corridor ............................................................................... 3-15 Table 3-6 Future Traffic Volume of East-West Line Phase 1 ........................................................................ 3-21 Table 3-7 Comparison of Guide way Transit Systems .................................................................................. 3-21 Table 3-8 Comparison of the Technical Aspects of Guide way Transit System ........................................... 3-22 Table 3-9 Congestion Ratio and Condition of Cabin .................................................................................... 3-24 Table 3-10 Congestion Ratio and Capacity of EMU .................................................................................... 3-24 Table 3-11 Design Standard for Alignment .................................................................................................. 3-25 Table 3-12 Station Location for All Elevated Option ................................................................................... 3-37 Table 3-13 Route Comparison in Cantonment Area ..................................................................................... 3-41 Table 3-14 Station Locations for Partial Underground Option ..................................................................... 3-43 Table 3-15 Types of Junction Station............................................................................................................ 3-50 Table 3-16 Points of View of Facilitation of Transfer Movement ................................................................ 3-51 Table 3-17 Highlights of the Transport Node ............................................................................................... 3-52 Table 3-18 Functions for Smooth Transfer Mobility .................................................................................... 3-52 Table 3-19 List of Expected Developments .................................................................................................. 3-53

Table 3-20 Speed Restrictions of Curve ....................................................................................................... 3-54 Table 3-21 Speed Restrictions of Switch ...................................................................................................... 3-54 Table 3-22 Classification of Stopping Time ................................................................................................. 3-55 Table 3-23 Minimum Headway of One-sided Turnback Line Operation ..................................................... 3-57 Table 3-24 Minimum Headway of Both-sided Turnback Line Operation .................................................... 3-57 Table 3-25 Condition of “Open Track” Simulation ...................................................................................... 3-58 Table 3-26 Headway and Required Train Sets .............................................................................................. 3-58 Table 3-27 Peak Hour and Off-peak Hour of Road Traffic........................................................................... 3-58 Table 3-28 Basic Specifications of the Rolling Stock of the MRT East-West Line ...................................... 3-62 Table 3-29 Basic Specifications of the Rolling Stock of the East-West Line ............................................... 3-64 Table 3-30 Candidate Sites of the Depot Area .............................................................................................. 3-65 Table 3-31 Train Maintenance Plan .............................................................................................................. 3-67 Table 3-32 Ancillary Facilities of Tracks in the Depot ................................................................................. 3-69 Table 3-33 Examples of Basic Unit of Power Consumption of Train........................................................... 3-75 Table 3-34 Power for Traction ...................................................................................................................... 3-76 Table 3-35 Receiving Capacity ..................................................................................................................... 3-76 Table 3-36 Functions of Railway Signaling System ..................................................................................... 3-77 Table 3-37 Signaling System of MRT East-West Line ................................................................................. 3-77 Table 3-38 Functions of Railway Telecommunication System..................................................................... 3-78 Table 3-39 Telecommunication System of the MRT East-West Line ........................................................... 3-78 Table 3-40 General Outline of the System .................................................................................................... 3-79 Table 3-41 AFC System for the MRT East-West Line .................................................................................. 3-81 Table 3-42 Comparison of Cost Estimation .................................................................................................. 3-83 Table 3-43 Comparison between the All Elevated Option and Partial Underground Option ....................... 3-84 Table 3-44 Station Information ..................................................................................................................... 3-86 Table 3-45 Summary of Alignment and Applied System ............................................................................. 3-86

Table 4-1 DOE Ambient Air Standards (µg/m3) ............................................................................................. 4-5 Table 4-2 DOE Ambient Noise Standard (dBA)............................................................................................. 4-6 Table 4-3 Growth in Number of Motor Vehicles ............................................................................................ 4-8 Table 4-4 Comparison Between Mazar Road and Dar-Us-Salam Road ....................................................... 4-15 Table 4-5 Cost Comparison Among Three Routes in the Cantonment ......................................................... 4-21 Table 4-6 Cost Comparison Between All Elevated and Partial Underground .............................................. 4-21 Table 4-7 Expected Execution Time Frame .................................................................................................. 4-30 Table 5-1 Project Cost Estimation for Partial Tunnel Method ........................................................................ 5-4 Table 5-2 Initial Investment Cost in Financial Prices (At 2015 Constant Prices)........................................... 5-6 Table 5-3 Initial Investment Cost in Economic Prices (At 2015 Constant Prices) ......................................... 5-7 Table 5-4 Unit of the Number of Staff and Salary .......................................................................................... 5-8 Table 5-5 Unit Costs of Operating and Maintenance Expenses...................................................................... 5-8 Table 5-6 Estimation of O&M Costs .............................................................................................................. 5-9 Table 5-7 O&M Cost in Economic Prices ...................................................................................................... 5-9 Table 5-8 Estimation of Revenue.................................................................................................................. 5-10 Table 5-9 Financial Cash Flow of the Project for FIRR ............................................................................... 5-11 Table 5-10 Sensitivity Analysis of FIRR ...................................................................................................... 5-12 Table 5-11 Estimation of Value of Time ....................................................................................................... 5-13 Table 5-12 Calculation of Travel Time Saving ............................................................................................. 5-14 Table 5-13 Estimation of Vehicle Operating Costs ....................................................................................... 5-15 Table 5-14 Flow of Economic Cost and Benefit ........................................................................................... 5-16 Table 5-15 Sensitivity Analysis of EIRR ...................................................................................................... 5-17 Table 6-1 Construction Schedule of Partial Underground Option .................................................................. 6-2 Table 6-2 Overall Project Implementation Schedule ...................................................................................... 6-3 Table 7-1 DMTC Shareholders and Number of Shares .................................................................................. 7-2 Table 7-2 Board Members of DMTC and Their Positions .............................................................................. 7-2

Table 8-1 Possibility of Orders from Japanese Companies in Each Package ................................................. 8-2 Table 8-2 List of International Competitive Japanese Technology ................................................................. 8-2

List of Figures Figure 1-1 GDP Forecast by Goldman Sach................................................................................................... 1-1 Figure 1-2 Shift of GNI Value, HAI Value, and EVI Value ............................................................................ 1-2 Figure 1-3 City Map of DMA ......................................................................................................................... 1-5 Figure 2-1 Survey Organizational Chart ......................................................................................................... 2-2 Figure 2-2 Site Survey Schedule .................................................................................................................... 2-3 Figure 2-3 Survey Item Schedule ................................................................................................................... 2-4 Figure 3-1 Implementation Scheduleof Dhaka Urban Transport Project........................................................ 3-1 Figure 3-2 MTS Development Plan ................................................................................................................ 3-4 Figure 3-3 Proposed Route and Depot Location of MRT Line 6 .................................................................... 3-5 Figure 3-4 Traffic Demand Forecast by Year and By Staged Plan ................................................................. 3-5 Figure 3-5 Project Area (Left) and Study and Plan Area (Right).................................................................... 3-6 Figure 3-6 Urban Development Concept of RSTP ......................................................................................... 3-7 Figure 3-7 Generated Traffic Volume ............................................................................................................. 3-8 Figure 3-8 Modal Share (2014) ...................................................................................................................... 3-8 Figure 3-9 Modal Share (2035) ...................................................................................................................... 3-8 Figure 3-10 Future Changes in VOC and TTC ............................................................................................... 3-9 Figure 3-11 Future Public Transport Network .............................................................................................. 3-10 Figure 3-12 Target Route of the Study.......................................................................................................... 3-11 Figure 3-13 Development Area of East-West Corridor and Control Point ................................................... 3-12 Figure 3-14 Alternative Routes of East-West Corridor ................................................................................. 3-12 Figure 3-15 Picture Location ........................................................................................................................ 3-14 Figure 3-16 MRT East-West Line Route ...................................................................................................... 3-19 Figure 3-17 Demand Comparison of East-West Line North Route and South Route................................... 3-19 Figure 3-18 Phasing of East-West Line North Route ................................................................................... 3-20 Figure 3-19 Control Points and their Locations ............................................................................................ 3-25

Figure 3-20 Control Point (Crossing Area with MRT Line 6) ...................................................................... 3-26 Figure 3-21 Control Point (Banani DOHS Area).......................................................................................... 3-27 Figure 3-22 Control Point (Crossing Area with DEE in Case that MRT East-West Line is an Elevated Structure) .............................................................................................................................................. 3-28 Figure 3-23 Control Point (Gulshan Lake) ................................................................................................... 3-29 Figure 3-24 Control Point (Crossing Area with MRT Line 1) ...................................................................... 3-30 Figure 3-25 Track Layout Route Drawing (All Elevated Option) ................................................................ 3-31 Figure 3-26 Track Layout Route Drawing (Partial Underground Option).................................................... 3-32 Figure 3-27 Required Height for Elevated Section....................................................................................... 3-33 Figure 3-28 Required Depth for Underground Section ................................................................................ 3-33 Figure 3-29 Transition Section ..................................................................................................................... 3-34 Figure 3-30 Branch Form ............................................................................................................................. 3-35 Figure 3-31 Track Layout of Junction Station with Depot (Beraid Station) ................................................. 3-36 Figure 3-32 Outline of All Elevated Option ................................................................................................. 3-36 Figure 3-33 Condition near CH 1 k 100 m ................................................................................................... 3-38 Figure 3-34 Condition near CH 3k040 m ..................................................................................................... 3-38 Figure 3-35 Comparison Study of Routes in the Cantonment Area ............................................................. 3-39 Figure 3-36 Route in Cantonment Area (Route A) ....................................................................................... 3-39 Figure 3-37 Route in Cantonment Area (Route B) ....................................................................................... 3-40 Figure 3-38 Route in Cantonment Area (Route C) ....................................................................................... 3-41 Figure 3-39 Longitudinal Schematic for All Elevated Option ...................................................................... 3-42 Figure 3-40 Outline of Partial Underground Option..................................................................................... 3-43 Figure 3-41 Route near Banani DOHS (Partial Underground Option) ......................................................... 3-44 Figure 3-42 Location of Transition Section (between Mirpur 14 Station and Kochukhet Station) .............. 3-45 Figure 3-43 Location of Transition Section (between Natun Bazar Station and Vatara Station) .................. 3-46 Figure 3-44 Longitudinal Schematic for Partial Underground Option ......................................................... 3-47 Figure 3-45 Image of Transport Mobility ..................................................................................................... 3-47

Figure 3-46 Turnback Operation Using One-sided Platform ........................................................................ 3-55 Figure 3-47 Turnback Operation Using both-sided Platform ....................................................................... 3-56 Figure 3-48 One-sided Turnback Line Operation ......................................................................................... 3-56 Figure 3-49 Both-sided Turnback Line Operation ........................................................................................ 3-57 Figure 3-50 Train Operation in 2027 ............................................................................................................ 3-59 Figure 3-51 Train Operation in 2055 ............................................................................................................ 3-59 Figure 3-52 Rolling Stock Gauge ................................................................................................................. 3-60 Figure 3-53 Car Dimension .......................................................................................................................... 3-63 Figure 3-54 Facilities of Rolling Stock......................................................................................................... 3-64 Figure 3-55 Candidate Sites of the Main Depot Area ................................................................................... 3-65 Figure 3-56 Number of Train Set after Future Extension ............................................................................. 3-68 Figure 3-57 Depot Layout ............................................................................................................................ 3-70 Figure 3-58 Demarcation of Distribution Companies .................................................................................. 3-72 Figure 3-59 Transmission and Distribution Plan .......................................................................................... 3-74 Figure 3-60 Comparison of Vertical Figures................................................................................................. 3-84 Figure 3-61 Applied Facilities of Elevated Option and Underground Option .............................................. 3-85 Figure 3-62 Horizontal Alignment of the Project ......................................................................................... 3-85 Figure 3-63 Anti- inundation measures ........................................................................................................ 3-87 Figure 4-1 Seismic Zoning Map ..................................................................................................................... 4-1 Figure 4-2 Drainage System of Dhaka City (DWASA) .................................................................................. 4-3 Figure 4-3 Water Quality Hotspots in Surface Waters around Dhaka............................................................. 4-4 Figure 4-4 Proposed Land Use Map of RAJUK ............................................................................................. 4-7 Figure 4-5 Alignment of Mazar Road and Dar-Us-Salam Road ................................................................... 4-13 Figure 4-6 Buildings along Mazar Road (Station) where Land Acquisition is Required ............................. 4-13 Figure 4-7 Buildings along Mazar Road (Southern Part) where Land Acquisition is Required ................... 4-14 Figure 4-8 Buildings along Mazar Road (Northern Part) where Land Acquisition is Required ................... 4-14

Figure 4-9 Buildings along Dar-Us-Salam Road (Southern Part) where Land Acquisition is Required ...... 4-15 Figure 4-10 Alignment in Cantonment Area................................................................................................. 4-16 Figure 4-11 Buildings where Land Acquisition is Required (Yellow Line) ................................................. 4-17 Figure 4-12 Buildings where Land Acquisition is Required (Green Line) ................................................... 4-18 Figure 4-13 Buildings where Land Acquisition is Required (Blue Line) ..................................................... 4-19 Figure 4-14 Proposed Depot Area ................................................................................................................ 4-22 Figure 4-15 Land Use Plan Map of RAJUK................................................................................................. 4-23 Figure 4-16 Alignment of South Route......................................................................................................... 4-24 Figure 4-17 Buildings where Land Acquisition is Required (Intersection of Panther Pass and Dhanmondi) .............................................................................................................................................................. 4-24 Figure 4-18 Buildings where Land Acquisition is Required (Entrance of Aftab Nagar) .............................. 4-25 Figure 4-19 Possible Depot Area .................................................................................................................. 4-25 Figure 4-20 DOE’s EIA Approval Procedure ............................................................................................... 4-27 Figure 5-1 Example for Traffic Conditions at Narrow Road .......................................................................... 5-1 Figure 5-2 Comparison of Total Payment Between PPP and Public Investment .......................................... 5-13 Figure 7-1 Organizational Chart of DMTC .................................................................................................... 7-3 Figure 7-2 Organizational Chart of DMTC Proposed by IDC........................................................................ 7-3

Executive Summary

(1) Background and Necessity of the Project The population of Dhaka Metropolitan Area (DMA) is rapidly increasing and has reached 13.6 million in 2011, a 40% growth since 2001. In particular, the population density is the highest among the mega cities in the world standing at 43,500 persons/km2. It is expected that the city will greatly benefit from the development of public transportation infrastructure network; however, the delay of its implementation is at a serious level hampering urban economic activities. One of the major manifestations is the critical traffic congestion within the DMA, and immediate actions for the development of transportation infrastructure are required. To meet such needs, the Government of Bangladesh formulated a transportation master plan for DMA since 1959. In 2005, the DMA Strategic Transportation Plan (STP), a master plan with a 20-year horizon from 2005 to 2024, was formed under the technical assistance of the World Bank. The master plan has been reviewed periodically, at approximately five years interval. In 2010, the Japan International Cooperation Agency (JICA) has conducted the Dhaka Urban Transportation Study (DHUTS1) for the review of the order of priority of MRT lines that were proposed in the STP. Despite the aforementioned effort, the progress of the implementation of public transportation infrastructure development has not been realized as planned in STP 2005. At present, MRT Line 6 funded by JICA and MRT Line 3 funded by the World Bank are being implemented. Other recommended MRT/BRT projects have not moved

Figure S-1 Public Transportation Network Proposed by RSTP

forward for implementation. The serious delay of implementing public transportation infrastructure development has exacerbated the traffic congestion in DMA. To solve such serious traffic congestion and ease the population density of the Dhaka DMA

City Center, the Government of Bangladesh decided to expand the Dhaka City limits through the development of sub-city centers in suburban areas. Subsequently in 2013, the Government of Bangladesh requested JICA to conduct the study to revise the STP. Accordingly, the Study on

MRT Line 5 (East‐West)

Revised Strategic Transportation Plan

(RSTP) is being carried out, in parallel to the METI Study, aiming to induce the development of suburban new towns by extending the MRT and road network for the study area, i.e., Greater Dhaka area (RAJUK area: 1,528 km2).

The RSTP is treated as “Upper Plan” of

the METI F/S for MRT East-West Line, therefore the proposed alignment of East-West Line should be in

S-1

0 1.75 3.5

7

10.5

14

Source: RSTP Study Team

accordance with the proposed MRT network in the RSTP.

Figure S-2 Priority Route and Location of East-West Line DMA

Figure S-1 presents the MRT/BRT network of RAJUK area

N MRT6 MRT1

in 2035, which is proposed in the RSTP. The network consists of six MRT lines and one BRT line. Among the

BRT3

seven MRT/BRT lines, MRT Line 6, BRT Line 3, and MRT Line 1 are recommended as priority projects to be commissioned by 2025.

MRT5 (East-West)

The MRT Line 5 (East-West Line), proposed by the METI Study Team, based on the conceptualized Line 5, originally planned as a circular line in the STP. The RSTP Team extended the circular line eastwards to secure access for commuters residing in the new residential area. The MRT Line 5 is composed of two routes, i.e., northern route (Line 5N) and southern route (Line 5S) and is defined by the METI Study Team as the East-West Line. In the RSTP

MRT Line1 BRT Line3 MRT Line5(East-West) MRT Line6 DMA

0km

3km

Source: METI Study Team

Study, Line 5N and Line 5S are proposed to be developed by 2035. As shown in Figure S-2, the three priority lines proposed in RSTP are collectively defined as the north-south corridor route; however, the priority lines for the east-west corridor have not been proposed yet. The METI Study Team recommends the early implementation of MRT Line 5 that would establish an organic connection of the MRT network and enhance the function of the planned urban transportation network.

(2) Basic Policies Established for Determining the Project Components The following basic policies are established to determine the Project components: 1) Relation of the Plan Proposed in the METI Study with Revised Strategic Transportation Plan (RSTP) The Revised Strategic Transportation Plan (2016–2035), which is currently formulated by the Dhaka Transportation Coordination Agency (DTCA) with technical cooperation by JICA, is treated as the Upper Level Plan of the Study. Based on this understanding, as a policy for determining the Project components, the demand forecast and transportation network plan approved under RSTP will be applied for the formulation of the plan. Accordingly, the Study result shall be consistent with the approved RSTP, and will be recognized as a long-term plan. 2) Demand Forecast The results of the demand forecast for the Pre-Feasibility Study for Dhaka East-West Corridor are based on the output of the demand forecast that was conducted by the RSTP Study Team. The RSTP Study Team identified the demand forecast items required for the pre-feasibility study, output of the study, and analysis. Moreover, the demand forecast model formulated by the RSTP Study Team was utilized for the METI Feasibility Study. S-2

3) Selection of Priority Development Section of MRT Line 5 MRT Line 5 is planned to originate at Gabtoli Bus Terminal and shall consist of two routes totaling 35 km. The north route passes through the north of Tejigaon Airport, Gulshan, Natun Bazar and stretches towards the east to Bhulta township (Gabtoli-Bhulta Section, 23.2 km), while the south route passes through the south of Tejigaon Airport and stretches eastwards to Aftab Nagar New Town (Gabtoli-Aftab Nagar Section, 11.8 km). The METI Study Team recommends the phased development of MRT Line 5, starting with the implementation of the 16.2 km section of the north route between Gabtoli and Beraid as Phase 1, since the demand forecast of the RSTP Study concludes that this section has high demand. The RSTP proposes the full development of Line 5 by 2035, the METI Study Team recommends the early implementation of the aforementioned section of Line 5N (Phase 1). 4) Partial Underground Structure for Phase 1 Section The western section of Line 5N Phase 1 is proposed as a viaduct structure built above the right-of-way (ROW) of the trunk road. On the other hand, a comparative study was conducted for the determination of the structure type at the eastern side where the route crosses the cantonment area and business district of Banani and Gulshan. As a conclusion, the underground structure is recommended over the viaduct structure despite the disadvantages of cost implication and due to the following reasons: 1) expectation of higher level of surface land utilization in the future following economic development; 2) avoidance of issues arising from viaduct structure passing near cantonment area and minimizing resettlement; 3) applicability of shield tunneling technology; and 4) consideration on preservation of landscape. The adoption of partial underground structure was discussed and agreed in principle in the mini workshop meetings attended by DTCA, military representatives, and other related agencies. 5) Railway Technical Standard The Bangladesh MRT Technical Standard (2014), which was prepared under JICA technical cooperation study by DTCA and adopted in the detailed design of MRT Line 6, was applied as the basis of the basic plan and design of MRT Line 5.

(3) Outline of the Project 1) Outline of the Route under the METI Study The subject of the METI Study of MRT Line 5 is the Phase 1 section of north route that stretches 16.2 km and is located between Gabtoli Bus Terminal and Beraid. The Phase 1 section consists of eight viaduct stations and four underground stations. The depot is planned at the east end of the line located on a vacant swamp land which will be a reclaimed land of 24.8 ha. A schematic diagram is presented in Figure S-4 indicating the station locations, and horizontal and vertical alignment.

S-3

Figure S-3 Study Section and Location of Stations DMA

N MRT1

MRT Line 5N Phase1

MRT Line 5N Phase2

MRT5 (East-West)

MRT Line 5S

MRT6 MRT Line1 BRT Line3 MRT Line5(East-West) MRT Line6 DMA Station Depot

BRT3 0km

3km

No.

Station name

Chainage

s-1 s-2 s-3 s-4 s-5 s-6 s-7 s-8 s-9 s-10 s-11

Gabtoli Dar-Us-Salam Mirpur1 Mirpur10 Mirpur14 Kochukhet Banani Gulshan2 Notun Bazar Vatara Bara Kathaldia

0k400m 2k100m 3k400m 4k700m 5k840m 7k080m 8k720m 9k720m 11k020m 12k965m 15k000m

s-12

Beraid

16k590m

Station distance 1,700m 1,300m 1,300m 1,140m 1,240m 1,640m 1,000m 1,300m 1,945m 2,035m 1,590m

Source ： METI Study Team

Figure S-4 Schematic Diagram of Horizontal and Vertical Alignment of Study Section

S5 S6 Mirpur14 Kochukhet Cantonment

S7 Banani

S8 Gulshan2

S10 Vatara

S11 Bara Kathaldia

S12 Beraid

Source ： METI Study Team

2) Typical Cross Section Viaduct structure and underground structure are shown in Figure S-5.

S-4

16k590m

15k000m

9k720m

8k720m

7k080m

MRT１

5k840m

4k700m 4k840m

3k400m

2k100m

0k400m

MRT6

S9 Notun Bazar

12k965m

S4 Mirpur10

10k900m 11k 020m

S2 S3 S1 Dar-UsMirpur1 Gabtoli Salam

Figure S-5 Typical Section of Viaduct Structure (Left Figure) and Underground Structure (Right Figure) Viaduct Section

Tunnel Section

Elevated Station

Underground Station

25m

10~11m

7m (Min) 25m

15m

7m

1.0

3.0

21m

1.0

3.0

Source ： METI Study Team

3) Demand Forecast Table S-1 summarizes the estimated daily passenger and per hour passenger direction trip (PHPDT) from 2025 to 2055, which was estimated by the METI Study Team based on the demand forecast results provided by the RSTP Study Team. The slight decrease of daily ridership between 2025 and 2035 indicates the transient phenomenon of passengers taking newly developed alternative lines that will be commissioned within the 10-year period.

Year Daily Ridership (Persons) PHPDT

Table S-1 Future Daily Ridership and PHPDT 2025 2035 2040 2045 852,800 783,900 946,500 1,109,100 27,000 Source:

27,000

32,500

38,000

2050 1,271,700

2055 1,434,500

43,500

49,000

Estimates by the METI Study Team based on information provided from RSTP

4) Rolling Stock Environmental-minded train which adopts stainless/ Alminium structure, regenerative braking system, and VVVF inverter system is applied. The basic specification of the proposed train is the same as that of MRT Line 6 trains. In the opening year (2027), trains will operate in 3 min 50 s headway with 22 train sets of 6-car train including spare cars. In 2055, headway will be shortened to 2 min with 38 train sets of 6-car train. 5) Depot and Workshop The depot is located at the east side of Balu River along the Madani Avenue, which is the east end terminal of MRT Line 5N, Phase1. The depot area is 24.8 ha that can accommodate 38 train sets of 8-car train, which are the required number of train sets after extension of MRT Line 5N Phase 2. In the depot area, train storage facilities for 38 trains of 6-car train, which are required for Phase 1 operation are constructed in this Project as well as the train maintenance facilities, the Dhaka Mass Transit Company (DMTC) building, an administrative building, and substations. The Operation Control Center (OCC) is planned to be accommodated in the DMTC building. As an option, this depot, which is located about 6km east from Junction Station of MRT Line-1, can share with MRT S-5

Line 1 and the trains for MRT Line 1 partial operation can be accommodated. 6) Railway System (1) Power Equipment The receiving substation of the railway company constructed in the depot receives electric power of 132 kV 50 Hz by double system from the substation of Dhaka Electric Supply Co. Ltd (DESCO). The receiving substation transforms electric power into 33 kV. In the traction substations at Mirpur 1 Station, Banani Station, Vatara Station and depot, electric power for trains and electric power for services are transformed into 1500 V and 6.6 kV and supplied to the feeder lines and electric rooms, respectively. Supervisory Control and Data Acquisition (SCADA) is installed to monitor and supervise the electric rooms in each substation and electric room. Overhead catenary system is adopted. Regenerative electric power storage apparatus are installed at the traction substation. (2) Signaling System For the Automatic Train Protection (ATP) System, Communication Based Train Control (CBTC) is applied. Also, train detector uses the CBTC method. Automatic Train Supervision (ATS) and Automatic Train Operation (ATO) are applied and driver-only operation is performed. (3) Telecommunication System By using optical fiber cable and transmission terminal, the Backbone Transmission Network, which connects OCC, station, substation, and depot, is configured. Radio system for the dispatch control between OCC and train, and closed-circuit television (CCTV) supervising system for overseeing the condition of stations are installed. Passenger address system, passenger information display system, and clock system are installed in the platform area of each station. (4) Automatic Fare Collection Contactless IC media is adopted as the ticket media. ISO/IEC 18092 (Type C) is selected for IC card because of high security. Automatic gate of flap door type is selected because of high processing speed and high safety. Ticket vending machine is not introduced and ticket media is sold at ticket window by person-to-person selling. The Felica Type C Card has been introduced through JICA Technical Cooperation Project from 2011 as public bus network ticket and widely accepted by the people in Dhaka. (5) Platform Screen Door A half height type is installed at the elevated station. In the case of underground station, a full height type is selected. 7) Project Cost Table S-2 summarizes the Project cost estimate. Total construction cost including consultant cost is estimated at BDT 149,492 million.

S-6

Table S-2 Project Cost Estimate and Breakdown No. 1 2 3 4

Cost (Million in BDT)

Description

Breakdown

Civil and Architectural Works System Price Escalation of Items 1 and 2, Contingency Consultant Fee

Viaduct Structure, Tunnel, Station (Viaduct, Underground), Depot/Workshop E&M System, Rolling Stock

Office Administration Cost

6

Tax and Duties

37,015 41,213 9,807 149,492 (JPY 243.3 billion)

Total of Construction Cost and Consultant Fee 5

61,456

Land Acquisition, Relocation of Public Utilities, Office Management Cost, Interests VAT 15%, Import Duties

Total Project Cost Estimate

34,777 34,687 218,995 (JPY 356.4 billion)

Source ： METI Study Team

8) Preliminary Economic and Financial Analyses The economic internal rate of return (EIRR) for MRT Line 5N Phase 1 is calculated as 16.2%. The EIRR is higher than the 12% discount rate applied by ADB for their project appraisal; the benefit cost ratio (B/C) stands at 1.5, and the NPV is about BDT 32.8 billion. The sensitivity analysis resulted in an EIRR of 12.0% when the cost fluctuates by 20% upwards and benefit falls by 20%. According to DTCA, the opportunity cost applied in Bangladesh is 16%, and the EIRR for MRT Line 5N Phase1 exceeds this opportunity cost. The result of the cash flow calculation based on the financial analysis indicates a financial internal rate of return (FIRR) of 2.7%. This value is rather low and the Project is considered not feasible for private sector funding. In the event the expenses decrease to 20% and revenue increases to 20%, the FIRR still stands at 5.3%; thus, it was concluded that the Project was not feasible from the financial point of view. 9) Socio-environmental Evaluation Noise and vibration are expected to occur during the construction, however, when the Project is realized, the reduction of carbon dioxide (CO2) emission as well as mitigation of air pollution can be achieved For land acquisition and resettlement aspects, the impact is considered to be rather minimal since the route is planned along the existing road for viaduct section, and the underground section was applied for the cantonment area and for the congested central business district in Banani and Gulshan areas. The land where the natural gas station at the corner of Mirpur Road is situated and the depot area need to be acquired.

(4) Preliminary Project Implementation Schedule Figure S-6 indicates the preliminary Project implementation schedule that was drafted based on the experience of MRT Line 6.

S-7

Figure S-6 Preliminary Project Implementation Schedule Year

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2035

1 Feasibility study Preliminary study Feasibility study Fund arrangement 2 Consultancy services 1 Consultant selection 2 Basic design 3 Detail design 4 Procurement assistance 3 Construction 1 0.2 km - 6.4 km Viaduct, Station 2 6.4km - 6.7km Transition 3 6.7 km - 11.9 km Underground Station 4 6.7 km - 11.9 km Shield Tunnel 5 11.9 km - 12.3 km transition 6 12.3km - 13.4 km Viaduct Station 7 Depot access 8 Depot 9 Architectural works for stations 4 Track works 5 E & M System 6 Rolling stock 7 Test, Commissioning 8 Operation & Maintenance 9 Land acquisition, Utility diversion

Source ：METI Study Team

Construction activities that are on the critical path are the tunnel works. In order to shorten the time of the tunneling works, utilization of four shield machines launched from both ends of the up and down lines can be conceived. However, this will require the construction of additional intermediate shafts at the underground section. This method is considered to be technically unrealistic and would incur additional cost; thus, utilization of two shield machines is considered, at present.

(5) Feasibility on Japanese Yen Loan and Project Implementation The implementation of the Project by Japanese Yen loan is considerable based on the following situations: 1) The necessity of the Project is confirmed by the outcome of the on-going RSTP Study which suggests the organic connectivity with the north-south corridor which is currently being implemented, 2) The implementation of the Project through private sector finance is financially unfeasible, 3) the first MRT Line 6 of Dhaka is being implemented by Japanese ODA, and 4) the expectation of the Bangladeshi government towards Japanese technologies and financial assistance is extremely favorable. MRT Line 6 is currently in its bidding stage and the Government of Bangladesh expects the participation of Japanese companies in the bidding for each package of MRT Line 6. The Government of Bangladesh is looking forward to adopt MRT with Japanese specifications. Among them, the following five technical components are globally recognized as having superior quality, and its application in the MRT Line 5 Project would realize MRT construction under Japanese Technology.

S-8

Table S-3 Globally Recognized Japanese Technologies Technical Components Description Rail Regenerative Electric Power Storage Apparatus Rolling Stock Shield Tunneling Machines IC Card and Associated Devices

Japanese-made heavy haul (HH) rails which are recognized abroad to have high quality and durability. Japanese-made capacitors utilizing lithium batteries are expected to contribute in reducing the power requirement and mitigating environmental impacts, as well as reducing maintenance costs. Japanese rolling stock manufacturers have proven to be competitive in winning contracts in the USA, the UK, Singapore, Hong Kong, and in the Middle East. MRT constructed by Japanese shield machines in India, Turkey, and Thailand are recognized and proven to have high-tech engineering. The Bangladesh National Bus Transportation System adopted the IC card technology in 2012 and its effect is well recognized. Source ：METI Study Team

(6) Conceived Project Implementation Schedule until Realization of the Project and Envisaged Risks Hampering the Realization of the Project DTCA has identified the implementation of MRT Line 1 and MRT Line 5 as the next MRT projects and has requested JICA in the end July 2015 to carry out the preparatory study for the two projects. Once JICA accepts the request, a feasibility study is envisaged to be implemented in April 2016, and design work is expected to commence in mid-2017. However, DTCA is being approached by the other donors, and the financial source of the Project implementation is not finalized yet.

(7) Project Location Map The Project location map is shown in Figure S-7 on the next page.

S-9

Figure S-7 Project Location Map

Dhaka Mass Rapid Transit East‐West Line Project  Location MAP N

MRT Line 5N Phase1

MRT Line 5N Phase2

Mirpur10 Beraid

Notun Bazar Banani

MRT Line 5（E‐W Line）

Gabtoli

Bhulta Bazar

Aftab Nagar

N

RAJUK

MRT Line 5S

DMA

0km

1km

2km

0km

4km

Legend MRT Line1 MRT Line2 BRT Line3

MRT Line4 MRT Line5（E‐W Line） MRT Line6 Source ：METI Study Team

S-10

7km

BRT Line7 Existing Railway River Main Road

Chapter1

Overview of the Host Country and Sector

1.1

Economy of the Country and Financial Condition of the Government 1.1.1

Economic Condition of the Country

Bangladesh, a South Asian country with large population (142.3 million as of 2011 census, and 156.6 million as reported in World Bank’s World Development Indicators (WDI) Little Database (LD) of 2015), has made significant progress toward a more prosperous and pluralistic society in recent times. Although Bangladesh’s per capita income is still relatively low (USD 1,096 in 2014 as reported in World Bank, World Development Indicators, updated on 1st July, 2015, accessed through http://data.worldbank.org/indicator/NY.GDP.PCAP.CD, accessed on 28th July, 2015) , its economy has grown at 6% annually for more than a decade; and its current gross domestic product (GDP) is healthy at USD 158.8 billion (World Bank’s WDI LD of 2015). It may be mentioned here that its per capita income was only USD 400 in 2004, which testifies that Bangladesh is growing at a very fast rate. Because of this, leading economic research entities/think tanks like Goldman Sachs and JP Morgan predicted high-potential economy for Bangladesh. In their Global Economics Paper No 134, “How Solid Are the BRICS?” (Dec, 2005), Goldman Sachs introduced the Next 11 emerging economics and Bangladesh is included in the list along with Korea, Indonesia, Mexico and Turkey. Figure 1-1 GDP Forecast by Goldman Sach

Nominal ＧＤＰ（ 1 billion USD）

8000 7000 6000 5000 4000 3000 2000 1000 0 Bnagladesh Japan

2010

2030

2050

81

304

1466

4604

5814

6677

Source: “Global Economics Paper No: 153 - The N-11: More Than an Acronym” and ”BRICs and Beyond”

The economy is increasingly led by export-oriented industrialization. The Bangladesh textile industry is the second largest in the world after China. Bangladesh's textile industry, which includes knitwear and ready-made garments (RMG) along with specialized textile products, is the nation's number one export earner, accounting for USD 21.5 billion in 2013 – 80% of Bangladesh's total exports of USD 27 billion. It may be mentioned here that current exports in this sector have doubled since 2004. Other key sectors include pharmaceuticals, shipbuilding, ceramics, leather goods, and electronics. Being situated in one of the most fertile regions on Earth, agriculture plays a crucial role, with the principal cash crops including rice, jute, tea, wheat, cotton, and sugarcane. Bangladesh ranks fifth in the global production of fish and seafood. Remittances from the Bangladeshi migrant workers also provide vital foreign exchange; remittance amounted to USD 14 billion in 2014. Sector-wise share of the economy is as follows: 16% to 1-1

agriculture, 28% to industry, and 56% to services (2013 data, World Bank’s WDI LD of 2015). Yearly data shows steady increase of secondary sector share. Bangladesh is currently leveled as least developed country (LDC). The United Nations considers three indicators for graduating a country from the LDC status, i.e., per capita gross national income (GNI), economic vulnerability index (EVI), and human asset index (HAI). Bangladesh has already fulfilled the necessary conditions of EVI and is nearly there in terms of the other two. The government expects that by 2018, the country will be able to meet all three criteria. Figure 1-2 Shift of GNI Value, HAI Value, and EVI Value

GNI (US$)

Shit of GNI Value

Shift of EVA Value

Shift of HAI Value

1400

70

40

1200

60

35

1000

50

800

40

600

30

400

20

200

10

0

0

02‐04

05‐07

08‐10

LDC criteria

900

1086

1190

Bangladesh

403

453

637

2012 840

30 25 20 15 10 5 0

2006

2009

2012

2006

2009

LDC criteria

64

66

66

LDC Criteris

38

38

32

Bangladesh

50.1

53.3

54.7

Bangladesh

25.8

23.2

32.4

2012

Source: Japanese Embassy in Bangladesh

As a consequence of rapid economic growth, the economy experiences rather high inflation rate. According to the Bangladesh Bureau of Statistics (BBS) National Accounts Statistics (2013), annual average consumer price index (CPI) inflation was 8.4% over the period from 2007 to 2013. 1.1.2 Financial Condition of the Government Because of the rapid growth enjoyed by the country, government expenditure is also increasing. Government budget is generally divided into development budget and revenue (non-development) budget. In general, revenue budget includes government’s general expenditure and includes operation and maintenance (O&M) of existing assets. On the other hand, development budget shows all projected expenditure related to a new project. For example, a bridge is at first constructed with development budget and after certain years of operation, the bridge will be transferred to the revenue budget, after which the O&M cost of the bridge will come from the revenue budget. Usually, the projects under the development budget are listed in the Annual Development Program (ADP). These two kinds of divisions can be explained in another way. The development budget expenditure is supported by both domestic resources and foreign aid/loans. These include capital construction, incremental O&M finance, and technical assistance like investigations and planning studies. The revenue budget covers recurrent expenditure (like salary of employee), interest on development loans, and some non-development capital expenditures like building construction.

1-2

Some of the key indicators from the financial year (FY) 2015-16 budget are shown as follows: 

Total budget

BDT 295,100 cr (about USD 36.9 billion)



Development budget

BDT 102,559 cr (about USD 12.9 billion)



Expected external financing

BDT 30,134 cr (about USD 3.8 billion)



Development budget in transport sector BDT 21,658 cr (about USD 2,707 million)



Transport budget as % of total development budget 21%

Some of the key financial indicators for FY 2014-15 (extracted from the FY 2015-16 budget document) are as follows: 

Investment (as % of GDP)

28.97%



Forex reserve

USD 23.7 billion



Budget amount

BDT 239,668 cr (about USD 30 billion)



Development budget

BDT 80,476 cr (about USD 10 billion)



Average inflation

6.57%

From the above statistics, it can be concluded that transportation is one of the major thrust sectors of the government as 21% of the total development budget is earmarked for the transport sector in FY 2015-16. According to the Aid Scenario Report of 2013-14 of the Economic Relations Division (ERD) of Bangladesh (original report is in Bangla), the foreign aid mobilization situation is as follows: Table 1-1 Foreign Aid Mobilization (Unit in million USD) Total

Grant

Loan

Commitment

5,844

497

5,346

Disbursement

3,084

680

2,403

Source: Economic Relations Division

Among the development partners, the World Bank is the leading multilateral donor while Japan is the leading bilateral partner. Table 1-2 Comparison of Foreign Aid between World Bank and Japan (Unit in million USD) Japan

World Bank

Total (including other donors)

Commitment

1,215 (21%)

2,743 (47%)

5,844 (100%)

Disbursement

450 (15%)

936 (30%)

3,084 (100%)

Source: Commitment and Disbursement in 2013-14, ERD (http://www.erd.gov.bd/)

1-3

1.2 (1)

Description of the Targeted Sector Issue of Urban Transportation in Dhaka Metropolitan Area

Dhaka Metropolitan Area (DMA), which is the capital city of Bangladesh, is one of the largest mega cities in the world with over 13.6 million people. In addition, it is the most overpopulated city of the world, since the population density is 44,000 people / km2, which is ten times of the Tokyo-Yokohama Metropolitan Area. Bangladesh's economy has achieved strong economic growth of about 6% in the past ten years. The population in DMA, which is the center of growth, is expected to exceed 20 million in 2025 due to the population influx and the natural increase from the rural areas. Currently, traffic congestion in DMA is chronic and heavy, and occurs anywhere in the city because traffic is concentrated on the road, and development of transportation infrastructure is inadequate. Also, the transportation mode is mixed on the same road such as public buses, rickshaws, and automobiles. The traffic jam causes economic losses estimated annually at about BDT 200 billion (2010) and this has become a major barrier to future economic growth. Traffic pollution of exhaust gas and noise from the cars are also serious. The development of urban public transportation system has become a pressing issue since this promotes the improvement of DMA. (2)

Upper Basic Plan Related to Urban Transport

The Strategic Transportation Plan (STP) was formulated by the Bangladesh government with the cooperation of the World Bank in 2005. The STP prepared the “urban transportation policy" which decided the target period of 20 years from 2004 to 2024. It also presented the establishment of an organization for project implementation and maintenance, proposal for a mass rapid transit (MRT) with a total of 110 km that has three bus rapid transit (BRT) routes and three MRT lines (Line 4, Line 5, and Line 6), and development of urban highway with a total of 330 km. The Japan International Cooperation Agency (JICA) has conducted the Dhaka Urban Transport Network Development Study (DHUTS) Phases 1 and 2 with Dhaka Transport Coordination Authority (DTCA) as counterpart organization from March 2009. DHUTS conducted a review of the STP and traffic demand, selected MRT Line 6 as the priority project, and verified the technical and economical validity of implementation of MRT Line 6. Based on this, the ODA loan agreement for MRT Line 6 was signed in February 2013, and design and procurement works are proceeding currently. In addition, BRT Line 3 is planed section between Gajipur-Airpor by the World Bank (WB) and section between Airport–Jhimir the Asian Development Bank (ADB), whose design is currently proceeding. On the other hand, Government of Bangladesh has decided to enlarge Dhaka City to mitigate serious high population density in the city center. RAJUK has been established to promote sub-urban centers development in Greater Dhaka Area (RAJUK Area) of 1,584km2. JICA carried out the Revision and Updating of the Strategic Transportation Plan (RSTP) from 2014. STP will be revised based on the latest survey results, and the next 1-4

priority project will be selected. Chapter 3 presents the detailed background and overview of these basic plans.

1.3

Description of the Project Area

Dhaka is the capital of Bangladesh. The city is surrounded by rivers in all sides, namely: the Buriganga River in the south and west, the Balu River in the east, and the Tugar River in the north and west. Dhaka experiences a hot, wet, and humid tropical climate, with a distinct monsoon and short, dry, and cool winter. Figure 1-3 City Map of DMA

Source: Geological Survey in Bangladesh

UN Demographia (World Urban Areas 2015, Table 1-3) shows the greater Dhaka area population and density 1-5

compared with other major cities of the world. It can be seen from the table that Dhaka is the most densely populated urban area in the world, followed by Mumbai. This table also shows that total area of Dhaka is much smaller compared to other Megacities of the World. Table 1-3 Ranking of Population and Population Density Current

Urban Area

Rank

Base

Base Year

Year

Population

Area (km2)

Density (person/km2)

1

Tokyo-Yokohama, Japan

2010

37,100,000

8,547

4,400

2

Jakarta, Indonesia

2010

27,300,000

3,225

9,500

3

Delhi, India

2011

22,250,000

2,072

12,100

4

Manila, The Philippines

2010

20,750,000

1,580

15,300

5

Seoul-Inchon, South Korea

2010

22,500,000

2,266

10,400

6

Shanghai, China

2013

22,025,000

3,820

6,100

7

Karachi, Pakistan

2011

19,530,000

945

23,400

8

Beijing, China

2013

20,366,000

3,820

5,500

13

Mumbai, India

2011

16,600,000

546

32,400

16

Dhaka, Bangladesh

2011

13,600,000

360

43,500

46

Hong Kong, China

2011

7,050,000

247

26,400

Source: Demographia (World Urban Areas, 11th Annual Edition, 2015)

Cycle rickshaws and auto rickshaws are the main modes of transport, with close to 400,000 cycle rickshaws running each day. However, only about 85,000 rickshaws are licensed by the city government. Relatively low-cost and non-polluting cycle rickshaws nevertheless cause traffic congestion and have been banned from many parts of the city. Public buses are operated by the state-run Bangladesh Road Transport Corporation (BRTC) and by private companies and operators; however, the service is inadequate and of low quality. Dhaka City is administrated mainly by two city corporations, namely, Dhaka North City Corporation (DNCC) and Dhaka South City Corporation (DSCC). However, these corporations’ mandates are rather limited, mostly focusing on city roads and garbage collection. There are separate agencies for electricity, gas, water supply, sewerage, and drainage. The land use plan of Dhaka City is controlled by another authority called the Capital Development Authority (Rajdhani Unnayan Kartripakkha: RAJUK) was established on April 30, 1987. Its principal mandate is to develop, improve, extend, and manage Dhaka City and its peripheral areas through proper development planning and development control (source: www.rajukdhaka.gov.bd). On the other hand, the DTCA is responsible for coordinating all transport-related issues of the Greater Dhaka area. It may be mentioned here 1-6

that all public buses are currently operated by the BRTC. Although there is no official data released on the regional GDP of Dhaka, being the center of national economy, Dhaka contributes about 15% of national GDP (as estimated by one local think tank, Center for Policy Dialogue (CPD)).

1-7

Chapter2 Methodology of the Study

2.1 Contents of the Study The public transportation network plan of Dhaka Metropolitan Area (DMA) has been updated every five years since the Strategic Transportation Plan (STP) 2004 was formulated. Master plans, the Preparatory Survey on Dhaka Urban Transport Network Development Project (DHUTS) 2010, and the Revision and Updating of Strategic Transport Plan (RSTP) 2015 have been formed based on the STP. Target route of this study corresponds to the MRT Line 5, proposed by RSTP, which is implemented in parallel at present. This Project aims to investigate the feasibility of this target route. MRT Line 5 has a length of 35 km. Priority route for early opening section for 16.2km is selected based on demand forecast results. Issues of the routes are: (1) passing through Banani Cantonment, (2) first underground construction in Bangladesh, and (3) financing. Thus, feasibility study is carried out through technical, economical, and environmental aspects.

2.2 Method and Organization of the Study 2.2.1 Method of the Study Survey items and survey contents are summarized in Table 2-1. Table 2-1 Survey Items and Contents Items

Contents

(1) Confirmation of upper

・Review of STP and DHUTS route planning

plan

・Sharing the new network planning of RSTP

(2) Confirmation of traffic

・ Review of demand forecast results of STP and DHUTS

demand forecast

・ Investigate the demand forecast results of RSTP

(3) Mode selection

・ Mode selection based on the results of peak hour peak direction traffic (PHPDT)

(4) Operation planning (5) Alignment planning (6) Depot planning (7) System planning

・Formulation of the train performance curve ・Preliminary design of the track layout ・Preliminary design of the horizontal and vertical alignment ・Comparison of all elevated and partial underground option ・ Land selection for rolling stock to meet demand ・ Track layout plan of depot

・Preliminary design of electric and telecommunication system (refer to the Bangladesh MRT Technical Standards) ・Preliminary design of rolling stock planning (refer to the Technical Standards for

(8) Rolling stock planning

MRT in Bangladesh) ・Estimation of train set and train operation headway 2-1

(9) Construction planning

・Estimation of the project cost includes the construction cost, land acquisition

and cost estimation

cost, and E&M cost

(10) Project implementation schedule (11) Economic and financial analysis (12) Environmental survey

・Formulation of the project implementation plan for the process of loan agreement (LA) conclusion for the official development assistance (ODA) implementation ・Estimation of economic and financial analysis based on the demand forecast result, project cost, and implementation schedule ・ Study of the initial environmental examination (IEE) Source： METI Study Team

The Study is conducted to prepare the (1) confirmation of upper plan and (2) confirmation of traffic demand before getting the results of the demand forecast from RSTP. After that, (3) mode selection is conducted. Based on the mode selection, each planning work from (4) to (8) were carried out; and (9) construction planning and cost estimation, (10) project implementation schedule, and (12) environmental survey was conducted. Afterwards, (11) economic and financial analysis was conducted to evaluate the feasibility of the Project. Figure 2-1 Survey Organizational Chart Transport Planning Yasutaka Sakamoto Mode Selection/Operation Planning Masaru Furuta Alignment Planning Seiji Yamashina

Team Leader/Railway Planning Ken Nishino

System/Rolling Stock Planning Tadaaki Murakami Deputy Team Leader/ Railway Design Kazuya Kitamura

Execution Planning/Cost Estimation Hiroshi Shiozaki Economic/Financial Analysis Shogo Uchida Environmental and Social Consideration Islam A.K.M. Nurul Assistance of Railway Planning Yoshiyuki Tajima Source： METI Study Team

2-2

2.3 Survey Schedule Site survey was conducted four times in the course of the study period. Schedule and contents are summarized in Figure 2-2 and Table 2-2 below. Figure 2-2 Site Survey Schedule

2014 2015 Oct Nov Dec Jan Feb Mar Apl May Jun Jul Aug Sep

Source： METI Study Team

Table 2-2 Contents of the Site Survey Site Survey

Schedule

Contents

1st Survey

October 15~October 28, 2014

2nd Survey

December 8~December 17, 2014

3rd Survey

March 23~April 10, 2015

4th Survey

May 28~July 3, 2015

・Investigation of the five alternative routes ・Detailed investigation of a high possibility route (Alt-2) ・Detailed investigation of the next possibility route (Alt-4) ・Coordination with RSTP team ・Kick-off meeting ・Detailed investigation for the target project by all experts

Source： METI Study Team

Because of the delay of RSTP’s demand forecast due to social unrest, the METI Study period was extended up to September 2015. The first amendment was received on February 26, 2015 and the second amendment was received on February 23. The schedule of survey items is shown in Figure 2-3 below.

2-3

Figure 2-3 Survey Item Schedule 2014 Oct Nov Dec

Survey Items

Jan

2015 Feb Mar Apr May Jun

Jul

Aug Sep

(1)Confirmation of upper planning (2)Confirmation of traffic demand forecast (3)Mode selection (4)Operation planning (5)Alignment planning (6)Depot planning (7)System planning (8)Rolling stock planning (9)Construction planning and cost estimation (10)Project implementation schedule (11)Economic and financial analysis (12)Environmental survey ▲ DF/R

Submitting of report ▲

Meeting at site Meeting with METI

▲

Domestic work

(3)

(2)

▲ (1)

▲

▲

(1)

▲

(4) (5)～(9)

▲

(3)

(2)

▲←▲→

▲ F/R

(4)

▲

(5)

Site work

Source： METI Study Team

Domestic work is mainly carried out in April and May 2015 with full swing. In June 2015, site work for field investigation was carried out by all experts and mini workshops were conducted weekly with the Dhaka Transport Coordination Authority (DTCA). Outline of joint meetings is summarized in Table 2-3 below. Table 2-3 Outline of the Joint Meeting with DTCA Date

Visited

Outline ・Study schedule

October 16, 2014

DTCA

December 10, 2014

DTCA

・Confirmation of progress of RSTP

April 9, 2015

DTCA

・Kick-off meeting

・Characteristics of East-West Line

・Sharing of survey schedule, mini workshop, May 28, 2015

DTCA

・Outline of East-West Line alignment ・Implementation plan of the Project

June 4, 2015

DTCA

・1st Mini workshop

June 10, 2015

DTCA

・2nd Mini workshop

June 18, 2015

DTCA

・3rd Mini workshop

2-4

June 24, 2015

DTCA

・4th Mini workshop

July 1, 2015

DTCA

・Interim meeting

September 16, 2015

DTCA

・Final meeting Source： METI Study Team

Handouts are attached in the Appendix.

2-5

Chapter3 Project Contents and Consideration of Technical Aspect

3.1 Background and Necessity of the Project 3.1.1 Background of the Project The population of the Dhaka Metropolitan Area (DMA) is rapidly increasing and has reached 13.6 million in 2011, a 40% growth since 2001. In particular, the population density is the highest among the mega cities in the world standing at 43,500 persons/km2. It is expected that the city will greatly benefit from the development of public transportation infrastructure network; however, the delay of its implementation is at a serious level hampering urban economic activities. One of the major manifestations is the critical traffic congestion within the DMA, and immediate actions for the development of transportation infrastructure are required. The following projects are carried out in the past: Dhaka Master Plan (1959), Dhaka Urban Areas Integrated Urban Development Plan (1981), Dhaka Metropolitan Area Integrated Transportation Plan (DITS) (1994), Dhaka Urban Transportation Plan (DUTP), and Strategic Transport Plan for Dhaka (STP) (2005). Based on the STP study, the Dhaka Urban Transport Network Development Project (DHUTS) was implemented in 2010 and the Revision and Updating of Strategic Transport Plan (RSTP) was implemented in 2015. Figure 3-1 Implementation Scheduleof Dhaka Urban Transport Project 2014 Dhaka Urban Ares Integrated Urban Development Plan

Dhaka Master Plan Dhaka Urban Areas Integrated Urban Development Plan

Dhaka Metropolitan Area Integrated Transportation Plan

Dhaka More District Plan

Dhaka Urban Transportation Plan Strategic Transport Plan

Dhaka Flood Precation Project (ADB)

Urban Infrastructure Development Project

Dhaka Flood Prevention Project (JICA)

CASE Project – Traffic Component Dhaka Urban Transport Network Development Project

Transport Planning Revision and Updating of Strategic Transport Plan

Dhaka East Bypass Project

： Master Plan

Jatorabari Flyover Project

： Feasibility Study

Institutional Strengthening Project of DTCB

： Detailed Design ： Review Study

Source： METI Study Team besed on DHUTS1 Report

3.1.2 Conclusion of Upper Level Plan (1)

Summary of STP

The STP was formulated by the Dhaka Transport Coordination Board (DTCB) under technical assistance by the World Bank in 2005. The STP has proposed the policy for strategic transport plan, urban transport policy, and institutional strengthening and capacity building to ensure the sustainability of the transport sector development. The implementing agency was DTCB under the Ministry of Communication. The STP prepared the ‘Urban 3-1

Transportation Policy’ for 20 years (2004-2024), and identified priority issues such as improvement of mass transit system (buses and rail transportation), development of urban expressway, and establishment of organization for the implementation and maintenance/operation of the projects.

【 Strategic Transport Plan】 Develop a coherent long-term Strategic Transport Plan (2004-2024), by following and updating the DITS of 1994 and other transport related studies, to address the anticipated transportation needs for future development with special emphasis on integrating the planned land use for the future growth of the city as presented in the Dhaka Metropolitan Development Plan (1995-2015) with the transport issues in DMA over the next 20-year planning horizon under a phased program for the 20-year period. Table 3-1 Development Plan of Public Transport Network under STP Project Cost (millionUSD) 85 1

BRT Line-1

BRT Line-2

4

BRT Line-3 F/S and Preliminary Design for Metro MRT Line-4

Original Plan

Original Plan Actual Condition

MRT Line-5

MRT Line-6

2007 C/S

2008

6

7

2009

2010

2011

2012

1700

11

12

2014

2015

2016

2017

2018

Phase-4 18 19

15

16

17

2019

2020

2021

2022

2023

20 2024

No Progress F/S

D/D

C/S Operation

No Progress F/S

D/D

C/S Operation D/D

F/S & P/D DHUTS1 Tender D/D C/S, Test & Commission

No Progress Tender D/D C/S, Test & Commission

Original Plan Actual Condition

2013

Phase-3 13 14

10

Operation

Actual Condition

850 7

Original Plan

Original Plan

1100 6

2006 D/D

Phase-2 8 9

5

Actual Condition

1700 5

2005 F/S

Actual Condition 95

3

2

Actual Condition 85

2

Original Plan

Phase-1 3 4

1

No Progress Tender D/D C/S, Test & Commission

Original Plan DHUTS2

Actual Condition

Tender D/D

C/S, Test & Commission

　　　 Partial Opening

Source： METI Study Team

【 Urban Transport Policy】

Urban Transportation Policy was formulated under STP study and approved by the Government of Bangladesh that would guide urban transport development, operations, and management in DMA. The policy shall consider “Road Investment”, “Mass Transit Investment”, “Demand for Public Transport”, “Need for Traffic Management”, and “Improvement of the Pedestrian transportation network”. 【 Institutional Strengthening and Capacity Building】

Identify institutional weakness of DTCB, Dhaka City Corporation (DCC), Dhaka Metropolitan Police (DMP), Capital Development Authority of Bangladesh (Rajdhani Unnayan Kartriphakka: RAJUK), and Bangladesh Road Transport Authority (BRTA), and prepare a plan for their institutional strengthening and capacity building in the area of urban transport strategic planning. 3-2

(2)

Summary of DHUTS1, 2

Under the Dhaka Urban Transportation Study (DHUTS1), the JICA Study Team will conduct the study with DTCB as the counterpart agency with the aim of formulating the basic concept of urban development for DMA in 2025 as well as formulating the projects for the JICA assistance program required in the medium to long term. The objectives of the study are as follows: ・ To formulate the Urban Transport Network Development Plan integrated with the urban development plan of

DMA for the period up to 2025. ・ To draw the general outline of the urban transport projects to be implemented on priority basis based on this plan. ・ To clarify the roles of the project implementation agencies and the operation/maintenance/management agencies,

and to propose the development of their implementation capability. ・ To draw an outline of the feasibility study plan for construction of the urban transport system.

Based on the result of review of the STP study, DHUTS1 developed a policy strategic plan, infrastructure plan, and master plan. DHUTS1 proposed a mass transit system (MTS) development plan. The plan has created the MTS network plan and proposed the priority development route. The MTS network plan, which allows the proposed urban development plan, has been proposed in order to provide accessibility and mobility to the growing population in the future. Table 3-2 Proposal of MTS Network

Source：DHUTS1 Report

From the Table 3-2, Line 4 to Line 8 show the mass rapid transit (MRT) corridor. Line 7 and Line 8 are part of the transportation network that supports the urban development plan until 2050. These are lines for development in the very long term. A comparative analysis of priority development line for MRT was conducted. The comparative analysis was confirmed from five points, namely: 1) Urban Development, 2) Traffic Demand, 3) Technical Acceptability, 4) Social and Natural Environment Impact, and 5) Project Implementation. Based on the results of the comparative analysis, MRT Line 6 has a high comparative advantage. The reason is 3-3

because the transport demand is high and the road space is relatively wide that social issues such as land acquisition and house relocation are less. Figure 3-2 MTS Development Plan

Extension of MRT Line4

MRT Line6 Existing Railway MRT Line6

BRT Line3

Long Term MRT Network

BRT Line1 BRT Line2

BRT Line2

MRT Line4

Long Term MRT Network

BRT Line3 MRT Line5

BRT Line1

Long Term MRT Network

Extension of MRT Line6

Extension of MRT Line4

Source：DHUTS1 Report

The MRT Line 6 Project was selected in DHUTS1 as a high priority project and it was agreed between the Government of Bangladesh (GOB) and JICA that this Project will be further studied in DHUTS2 to confirm its feasibility. The objectives of DHUTS2 are to conduct the feasibility study on the MRT Line 6 Project by confirming the technical, economical, and financial viability of the Project as well as confirming the environmental and social aspects. The study area covers the whole length of MRT Line 6, initially from “Uttara Phase 3 New Urban Development” area to Saidabad but later extended to Bangladesh Bank and its surrounding area.

3-4

Figure 3-3 Proposed Route and Depot Location of MRT Line 6

1 2

AT GRADE 3.9km

3 STAGE-3 4.7km

Depot Location

4 5 6 7 STAGE-1 11.0km

VIADUCT 16.2km

8 9 10 11 12

13 14 STAGE-2 4.4km

15

LINE 6 ROUTE STATION

16

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Station Name UTTARA NORTH UTTARA CENTER UTTARA SOUTH PALLABI IMT MIRPUR 10 KAZIPARA TALTALA AGARGAON CHANDRIMA UDDAN FARMGATE SONARGAON NATIONAL MUSEUM BANGLA ACADEMY NATIONAL STADIUM BANGLADESH BANK

Source：DHUTS2 Report

After careful review of the traffic demand forecast made in DHUTS1, the traffic demand forecast for MRT Line 6 is carried out more precisely taking into account the staged construction plan mentioned above. Figure 3-4 Traffic Demand Forecast by Year and By Staged Plan

Source：DHUTS2 Report

3-5

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

Summary of RSTP

The population growth of Dhaka is larger than expected in STP. RSTP is doing a review of STP from 2014. The study area covers Gajipuru, Narayanganj, Manikukonji, Munshiganj, Narayanganj, and Norushinji districts. Figure 3-5 Project Area (Left) and Study and Plan Area (Right)

GDA

Source：RSTP Study Team

[Objectives of the Project] 1) To revise and update the STP which was approved by the GOB in 2005. 2) To select plans and formulate a roadmap that would consist of high priority projects to solve current urban transport issues. [Goals of the Project] ・ The STP will be revised appropriately to promote an effective and efficient urban transportation development

in Dhaka, Gazipur, Narayanganj, and Narshingdi districts. ・ By implementing the urban public transportation projects to be included in the revised STP, economic growth,

alleviation of traffic congestion, and elimination of air pollution are expected. ・ A revised STP that will reflect short- , medium-, and long-term perspectives and a list of high-priority projects.

3-6

One of the current issues of Dhaka urban transport is that urban transport infrastructure developments had not been carried out as scheduled in the STP. Thus, new urban developments at Purbachal, Eastern Fringe Area, and other areas are delayed. One of the main reasons of the existing urban transport problem is the high population density in DMA. Demands of transport, housing, shopping, and other facilities are too high at the limited area. Road capacity is wasted due to poor traffic management and lack of coordination among the transport-related agencies. [Correspondences of RSTP] ･ Formulation of the new urban structure concept for sustainable development of Dhaka ･ Formulation of the revised STP integrated with the new urban structure concept

[Urban Development Concept of RSTP] The concept involves infrastructure development for implementing sub-urbanization to reduce population density in the central business district (CBD). Satellite regional centers are connected with the urban core by MRT or bus rapid transit (BRT). Each satellite regional center is connected by regional highways. Traffic management needs to be implemented in CBD urgently for increasing the demand of private modes. Figure 3-6 Urban Development Concept of RSTP

Source：RSTP Study Team

3.1.3 Current Condition and Future Forecast This study is being conducted on the basis of the home interview survey and traffic volume survey and data collection that have been carried out in the RSTP. The results obtained are summarized as follows: (1) The Generated Traffic The RSTP study conducted the house interview survey, cordon-screen survey, and road inventory survey. Based on the result, the current generated traffic volume is about 30,000,000 trips/day. In addition, the generated traffic volume in 2035 is about 55,000,000 trips/day. It was determined using a four-step methodology. The rate of increase is 1.83 times. It has been calculated including the resident population based on the future land use of urban development and industrial planning. 3-7

Figure 3-7 Generated Traffic Volume

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

2014 2035 Growth Rate South Dhaka 8,764,000 11,093,000 1.27 West Dhaka 6,107,000 8,442,000 1.38 Gulshan 2,745,000 4,398,000 1.60 East Dhaka 921,000 3,259,000 3.54 South East Dhaka 1,504,000 3,529,000 2.35 Tongi 800,000 1,749,000 2.19 Gazipur 1,752,000 4,591,000 2.62 East Gazipur 129,000 285,000 2.21 Kaliganj 226,000 1,966,000 8.70 Rupganj 573,000 1,200,000 2.09 North Sonargaon 249,000 574,000 2.31 South Sonargaon 356,000 913,000 2.56 North Narayanganj 1,162,000 2,472,000 2.13 South Narayanganj 934,000 1,914,000 2.05 South Kareniganj 342,000 1,013,000 2.96 North Karaniganj 632,000 1,235,000 1.95 South Savar 881,000 2,213,000 2.51 North Savar 1,832,000 4,742,000 2.59 Total 29,909,000 55,588,000 1.86

Source：RSTP Study Team

(2) The Traffic Share Public transportation share has a high value of 69% in 2014. Figure 3-8 Modal Share (2014)

13%

2014

0%

69%

20% CNG

40% Bus,Pub

5% 13%

60%

MC

80%

100% Car&Taxi

Source：RSTP Study Material and METI Study Team

If all the proposed projects under the plan are implemented up to 2035, the public transport share will be 80%. Even if not carried out, the public transport share indicates a high value of 75%. Figure 3-9 Modal Share (2035)

2035 DN

2035 MP

0%

11%

75%

3% 12%

8%

80%

1% 11%

20% CNG

40%

60%

Bus,Pub

80% MC

100% Car&Taxi

Source：RSTP Study Material and METI Study Team

3-8

(3)The Road Distribution Traffic Volume The road distribution traffic volume results were obtained as follows: With no track maintenance until 2035, the vehicle operation cost (VOC) is BDT 479,000,000/day and travel time cost (TTC) is BDT 6,941,000,000/day. Figure 3-10 Future Changes in VOC and TTC

※Network weight shows the volume of traffic capacity. Source: RSTP Study Team

(4) Future Transportation Network From the above analysis, the future public transportation network has been proposed as shown in Table 3-10. (Left: Year 2025, Right: Year 2035)

3-9

Figure 3-11 Future Public Transport Network

Source: RSTP Study Team

MRT Line 1 MRT Line 2 BRT Line 3 MRT Line 4 MRT Line 5 MRT Line 6 BRT Line 7

Table 3-3 Future Forecast Passengers of Each Line Distance Daily Passenger PHPDT (km) 2035 52 3,000,000 41,250 40 1,200,000 15,500 42 1,700,000 12,750 16 690,000 33,750 35 1,200,000 20,250 41 2,400,000 30,900 36 490,000 7,650

Implementation Opening Year 2025 2035 Ongoing 2035 2035 Ongoing 2035

Source: RSTP Study Material and METI Study Team

3.1.4 Necessity of the Project MRT Line 5 (East-West Line) has become a second priority after the MRT Line 1 route for passengers based on the PHPDT results from the demand forecast, excluding the currently ongoing route (MRT Line 6, BRT Line 3). The MRT Line 1, BRT Line 3, and MRT Line 6 are all lines along the north-south axis, and there is not even one line along the east-west axis. Therefore, MRT Line 5 can connect organically the north-south axis. As long as realized, this Project is expected to eliminate traffic jam and further enhance the function of the urban transportation network.

3-10

Figure 3-12 Target Route of the Study

DMA

N MRT6 MRT1 BRT3

MRT5 (East-West)

MRT Line1 BRT Line3 MRT Line5(East-West) MRT Line6 DMA

0km

3km

Source：RSTP Study Material and METI Study Team

3.2 Necessary Considerations for Decision of the Project Contents 3.2.1 Current Condition of the East-West Corridor and Preliminary Survey Under the implementation of MRT Line 6 and BRT Line 3, which are part of the north-south corridor, there is no specific progress about the development plan of the east-west corridor. One of the main causes is the existence of control points on north-south direction which are Tejigaon Airport and Banani Cantonment as shown in Figure 3-13. Furthermore, swamp is spread on the eastern and western fringe of DMA. Therefore, the development of the east-west corridor is relatively delayed. On the other hand, it is important to connect the north-south corridor and east-west corridor from the viewpoint of the public transportation network development. In addition, the future development of suburban areas such as the 1 million planned population in Purbachal and 0.5 million planned population in Savar, and the influx of people from these areas to DMA need to be considered. Potential of MRT development is quite high.

3-11

Figure 3-13 Development Area of East-West Corridor and Control Point

BRT3

MRT6

Banani Cantonment

Savar

Purvachal

Tejigaon Airport

3km

0km

Source： METI Study Team

Under the above circumstances, it was supposed to selecte the east-west corridor through the 1st screening and 2nd screening. However, it is required to investigate the East-West line based on the RSTP proposal by JICA and DTCA, because of the coordination with upper planning. METI study team follows the RSTP proposal. These selections were conducted prior to finalization of the RSTP the public transportation plan. These ideas are shared with the RSTP Team and assisted in the formulation of the public transportation network plan. (1)

Alternative Route Selection and Comparative Consideration

The five alternative routes were identified and site survey was conducted. Figure 3-14 Alternative Routes of East-West Corridor

DMA

N ←Ashulia

Purbachar Pallabi

Kuril

Gulshan2

Gulshan1 Gabtoli

Kawaran Bazar

Legend Alt‐1 Alt‐2 Alt‐3

Aftab Nagar

East‐West  Surveyed Line

Kamalapur sta.

Alt‐4 Alt‐5 MRT line1 MRT line3 MRT line6

Source： METI Study Team

3-12

The site survey results are summarized in Table 3-4 below. Table 3-4 Characteristics of Alternative East-West Route Alternative Route

Characteristics

Evaluation

Alt-1

・Passing through Purbachal with a planned population of 1 million (○) ・Duplicate route with the MRT Line 1 (×) ・Crossing the Kril Flyover (ᇞ)

×

・Low demand between Ashulia and DMA (×) Alt-2

・Passing through Gulshan 2, which is

a central business district (○)

・Passing through Banani, which is a major commercial area (○) ・Passing through the Gabtoli Bus Terminal, which is a transportation Hub (○)

○

・Good location for station connectivity with MRT Line 6 and BRT Line 3 (○) ・Passing through Banani Cantonment (ᇞ) Alt-3

・Passing through Gulshan 1, which is a central business district (○) ・Passing through the Tejigaon Airport (×)

Alt-4

×

・Passing through the Gabtoli Bus Terminal (○) ・Passing through the Kawaran Bazar, which is a commercial area (○) ・Passing through the Dhaka Expressway flyover and MRT Line 6 which are viaduct structures (ᇞ)

○

・Road is wide enough and comparatively easy execution (○) Alt-5

・Passing through the Gabtoli Bus Terminal (○) ・Passing through the Kamarapur Station, which is a transportation Hub (○) ・Road is narrow and difficult to construction (ᇞ)

×

・There are low income residential areas, in which the residents may not use MRT (ᇞ) ・Duplicate with the MRT Line 6 (×) (○: Good

ᇞ: not good but possible ×: Bad) Source： METI Study Team

As the results, Alt-2 and Alt-4 are selected because of high demand and comparatively easy execution. (2)

Proposed East-West Corridor by RSTP

As mentioned earlier, MRT Line 5, combined with Alt-2 and Alt-4 routes was proposed by the RSTP. Alt-2 (north route) passes through the Gabtoli Bus Terminal, Dar-Us-Salam Road, Mirpur Road, Banani 3-13

Cantonment, Natun Bazar, and Batara. Alt-4 (south route) passes through the Gabtoli Bus Terminal, Mirpur Road, Panthapath, Hatirjheel, and Aftab Nagar. (3)

Preliminary Consideration on RSTP Proposed Route

MRT Line 5, proposed by RSTP, is planned passing through the Banani Cantonment area which is considered as sensitive area passing through by viaduct structure. On the other hand, underground option might be acceptable because there is no effect on the building in Banani Cantonment during and after construction. In terms of construction cost, however, cost of underground work will be 2 to 2.5 times higher than the viaduct works. Therefore, the Study team recommends applying viaduct section in general, and the underground section shall consider only for the critical/congested area for formulation of cost attractive scheme. Figure 3-15 and Table 3-5 summarize the survey results of North and South routes of MRT East-West Line. Figure 3-15 Picture Location 6

8

7

5

9 10

2 1

14

13 12

11

4 3 15 16 23 17

No.

Picture number

22 18

21 19 20 Source： METI Study Team

3-14

24

Table 3-5 Current Condition of the East-West Corridor No. 1

Pitcure

Comment Gabtoli Bus Terminal. Although road width is wide enough, two to three lanes are usually occupied by buses.

2

Mazar Road. Road width is narrow and there is no obvious congestion. This route will not be selected as MRT Line 5N.

3

Dar-Us-Salam Road. Road width is wide enough for construction of viaduct structure.

4

Dar-Us-Salam Road. Road width is quite wide for viaduct station construction. There is a big housing complex along the road.

5

Mirpur 1 Road. Heavy congestion can be seen due to rickshaws and mini buses at intersection.

6

Mirpur Road. Comparatively calm traffic flow and road width is enough for construction of viaduct structure.

3-15

7

Mirpur 10 Road. Junction station with MRT Line 6. Intersection congestion is heavy and traffic signal and roundabout are not working properly.

8

Mirpur Road. Road width is wide enough and there is no serious congestion.

9

Mirpur 14 Road. Intersection congestion is seen because rickshaws are waiting for passengers. Signal does not work properly.

10

Banani Area. Traffic volume is heavy and congestion occurs frequently.

11

Between Banani to Gulshan 2. Road width is narrow and tall buildings exist along the both sides of Road.

12

Gulshan 2 Circle. Signal does not work and traffic flow is unnatural.

3-16

13

Natun Bazar. There are street stores in the center of road.

14

Same as No.13. There are street stores and more in the local area.

15

Mirpur Road. Road width is wide enough for construction of viaduct structure. Heavy traffic is observed.

16

Junction of Mirpur Road and Ring Road. Road width is wide. Bus passengers are boarding and alighting here.

17

Junction of Mirpur Road and Lake Road. Road width is wide enough and traffic congestion is seen only in the intersection.

18

Northern area from Junction of Mirpur Road and Panthapass Road. Traffic congestion becomes worse upon approaching the intersection.

3-17

19

Panthapass Road. Road is comparatively narrow and obstruction of traffic flow by rickshaws is observed.

20

In front of the Pan Pacific Hotel. Policeman is always standing and controlling the traffic flow. It will be the junction station with MRT Line 6.

21

Near Hatirjheel Lake. Traffic lanes are reduced due to the construction of flyover. It becomes the bottleneck of congestion.

22

Near Hatirjheel Bridge. Road pavement is quite good and traffic flow is smooth.

23

Lane reduction by waiting rickshaw and lack of footpath cause mixed traffic between pedestrians and cars.

24

High voltage transmission line is installed along the center of the road. There are few buildings and not well developed yet.

Source：METI Study Team

3-18

3.2.2 Selection of the Study Route Target route of this study for the MRT East-West Line should be selected based on future traffic demand forecast. The objective is to derive a higher priority (high demand) route among MRT East-West Line routes by phasing. The development schedule will also be decided. (1)

Phasing of MRT East-West Line

MRT East-West Line is formed by two routes, North route as Line 5N and South route as Line 5S, to the east from Gabtoli Bus Terminal Figure 3-16 MRT East-West Line Route

Source：METI Study Team

1) Demand Comparison of East-West Line North Route and South Route Figure 3-17 shows demand forecast result of RSTP study. The results are about 44,000 passengers per km for the north route in 2035 while south route has about 20,000 passengers. Therefore, north route has higher demand than south route. North route will thus be selected as priority line. Figure 3-17 Demand Comparison of East-West Line North Route and South Route

MRT Line 1

High MRT Demand Low MRT Demand High BRT Demand Low BRT Demand

Source：RSTP Study Material

3-19

2) East-West Line Priority Section of North Route Though the North Route is selected as priority route of MRT Line 5, there are so far no residents found along the route between Beraid and Bhulta of about 7km stretch. Large scale new town development is planned along the section in future. On the other hand, the western section of MRT Line 5N between Gabtoli Bus Terminal and Beraid of 16.2km has certain population along the route and expected high ridership demand for the beginning stage. It is also expected to develop MRT network by construction of western section of MRT Line 5N together with a few North-South Corridors. Considering the above, western section between Gabtoli Bus Terminal and Beraid of 16.2 km stretch shall be identified as Phase-1 of MRT Line 5N as top priority section. Figure 3-18 Phasing of East-West Line North Route DMA

N

Phase 1 Land Use Situation

MRT1

MRT Line 5N Phase1

MRT Line 5N Phase2

MRT5 (East-West)

Phase 2 Land Use Situation

MRT Line 5S

MRT6 MRT Line1 BRT Line3 MRT Line5(East-West) MRT Line6 DMA Station Depot

BRT3 0km

3km

Source：METI Study Team

3) Summary of Phasing of East-West Line The western side of MRT Line 5N is defined as Phase 1 while Phase 2 is the eastern side. The target project of the Study is then MRT Line 5N Phase1. In addition, the RSTP have set the whole MRT Line 5 to be opened in 2035. (2)

Future Traffic Volume Summary of MRT Line 5N Phase1

In the RSTP study, the future traffic volume of 2025 and 2035 has been estimated as shown in Table 3-6 below. Therefore, the future traffic volume is assumed by growing the trip by 1.83 times from 2014 to 2035.

3-20

Table 3-6 Future Traffic Volume of East-West Line Phase 1 2025

2035

2040

2045

2050

2055

Daily Passenger

852,800

783,900

946,500

1,109,100

1,271,700

1,434,500

Trip Length (km)

5.39

5.64

5.64

5.64

5.64

5.64

27,000

27,000

32,500

38,000

43,500

49,000

PHPDT(※)

(※)PHPDT: Peak Hour Peak Direction Traffic Source：METI Study Team

3.2.3 Mode Selection of MRT Line 5 The transport capacity is the most important factor for the purpose of selecting public transportation system. In addition, it is necessary to consider the initial cost of infrastructure, operating speed, resettlement, O&M costs, and the impact to the surrounding environment. In this section, referring to the demand forecast result for MRT East-West Line, the candidate guide way transit systems, which have the capacity of several ten thousands of passenger per hour are selected, and the describing the revalidation of MRT for selection of the Transportation Mode. (1)

Conditions of Selection for Transportation Mode

Ultralow-floor tram type of the light rail transit (LRT) and automated guide way transit (AGT) are selected as medium capacity guide way transit systems. Compared to this, the monorail and MRT systems are selected as large capacity systems. The following Table 3-7 shows the overview of the results of system selection. The evaluation method uses “+++”, “++”, and “+” markings to score the systems with Excellent, Good and Fail, respectively.

System LRT(Ultralow-floor tram)

Table 3-7 Comparison of Guide way Transit Systems Capacity Initial Cost of Maximum Resettlement O&M Infrastructure Speed Cost

Influence of the Environment

++

+++

+

+++

+++

+++

+

++

++

++

++

+++

Monorail

++

++

+++

++

++

++

MRT

+++

++

+++

++

++

++

AGT

+++: Excellent, ++: Good, +: Fair Source： METI Study Team

Although MRT has higher maximum speed and larger transport capacity than the other systems, it has large impact on initial cost, resettlement, and the environment. (2)

Feature of Each Guide way Transit System

The following Table 3-8 shows the comparison of guide way transit systems in terms of the technical aspects.

3-21

Table 3-8 Comparison of the Technical Aspects of Guide way Transit System LRT

ITEM

(Ultralow-floor tram)

Transport Capacity (PHPDT)

1,000~5,000 Railway

track

AGT

Monorail

MRT

1,000~13,000

2,000 ~22,000

4,000~85,000

of Concrete slab on the I and/or box-shape slender Ballast /concrete beam on the viaduct Slab track on the viaduct or in the tunnel

Infrastructure asphaltic pavement of viaduct and road Running Surface

Wheel/Module

4 wheels/bogie, 2 bogies/car

Guidance System Steel rail Maximum Speed Min. Curve

60 km/h

Radius 50 m

4 running wheels/car

4 running wheels/bogie, 2 bogies/car

4 wheels/bogie, 2 bogies/car

Lateral guidance

Guide wheel

Steel rail

60 km/h

80 km/h

110 km/h

50 m

60 m

160 m

6%

6%

3.5%

Max. Grade

6%

Maintenance

Maintenance of brake Maintenance of brake, Maintenance of brake and and collector is collector and collector, and exchange of necessary. exchange of rubber rubber tires are necessary. tires are necessary.

Advantage: Less inital Advantage: Driverless Advantage: Flexible cost as the rail bed on Operation by ATO alignment design to fit system. Flexible dense urban area. Less the existing road. algiment design to fit affect on landscape and Less dense urban area. Advantages and Dis-advantage: sun-light along the route transportation capacity, Disadvantages by simple beam structure. and un-reliable speed as Dis-advantage: operated on the road Disturbance of land Dis-advantage: Difficult to shared with private scape and sun-lignt escape from the train vehicles. along the route by during the emergency Viaduct Structure. case.

Maintenance

of

brake and collector, and grinding of steel wheels are necessary.

Advantage: Large scale transport capacity and high speed transit. Applicable to underground space. Dis-advantage: Less flexible alignment design for elevated alignment.

Source：Chubu Region Development Bureau of MLIT

The estimated PHPDT is more than 27,000 passenger /hr according to the result of the demand forecast for the MRT East-West Line from 2027 (Opening) to 2035. Consequently, MRT is selected based on the transport capacity in the table. In addition, MRT Line 6 is planned as MRT and the choice of MRT is also appropriate considering the technical aspects of management and maintenance of the rolling stock. 3-22

(3)

Features of MRT

1) MRT Safety a) 

Train Operation System of MRT

Safety management for train operation is based on telecommunication system and signaling system, and trains are operated through the communication between the traffic dispatcher in the Operation Control Center (OCC) and the driver. The driver operates a train based on the operation rule and the direction from the traffic dispatcher.



Automatic Train Protection (ATP) system is provided to secure the safety of trains and the signal from the ATP system is displayed in the cabin. The ATP system has the capacity to monitor and control trains in order to observe the designated headway. b)

Train Operation

Practically, there are three methods for Electric Multiple Unit (EMU) driving, namely: 1) Driverless, 2) One-man Operation (without conductors), and 3) Two-man Operation (with conductors). Recently, One-man Operation of urban railway is used as the driving method. Although this operation requires facilities and equipment for securing safety and service, it is significant for cutting off the labor cost. c) Equipment for Securing Safety and Service Typical facilities and equipment to ensure the safety of driving are listed as follows:  Station - Platform Screen Door (PSD)  EMU - ATP system, Automatic Train Operation (ATO) system, emergency brake device, emergency alarm device, and automatic announcement system 2) Transport Capacity of EMU Transport capacity of EMU is determined by car formation, congestion ratio, and headway, and Transport Capacity is evaluated by the number of passengers of EMU. Generally, the size is 20 m long and 3 m wide and standardized as JIS E 7103 (Rolling stock –General requirements of car body for passenger car). The capacity is as follows: a) End Car Capacity of end car is 45 seats and 108 standing; total capacity is 153 with a wheelchair space. b) Middle Car Capacity of middle car is 54 seats and 111 standing; total capacity is 165.



Capacity of 6-car formation and 8-car formation ・6-car formation (2 end cars and 4 middle cars) 3-23

Capacity: 153×2 + 166×4 = 970 passengers/train set ・8-car formation (2 end cars and 6 middle cars) Capacity: 153×2 + 166×6 =1,302 passengers/train set  Congestion ratio during peak hour The following Table 3-9 shows the congestion ratio and the condition of passenger cabin during peak hour. Table 3-9 Congestion Ratio and Condition of Cabin Congestion Ratio 100% 150% 180%

Condition of Passenger Cabin All passengers can sit and grasp strap or handrail. Passenger’s shoulders touch each other. Passenger’s body touches each other, but it is possible to read newspaper. Passengers crowd each other, but it is possible to read magazine. Passengers are stuffed and cannot move their hands.

200% 250%

Source：Japan International Transport Institute

Considering the convenience of passenger and train operation, the congestion ratio of EMU is ordinarily set to 150%-190% during train operation planning. The congestion ratio of MRT East-West Line is set to 180% taking into account the headway, number of the train sets, and scale of the depot area. Under the condition of 180% congestion ratio, the capacity of 6-car formation and 8-car formation will be 1,746 and 2,343, respectively. Table 3-10 Congestion Ratio and Capacity of EMU Congestion Ratio (%) 6-car formation (Passengers) (2 end cars and 4 middle cars) 8-car formation (Passengers) (2 end cars and 6 middle cars)

100

150

160

170

180

190

200

250

970

1,455

1,552

1,649

1,746

1,843

1,940

2,425

1,302

1,953

2,083

2,213

2,343

2,473

2,504

3,255

Source： METI Study Team

3) Energy conservation of MRT EMU is more energy efficient than automobile, MRT will contribute to energy conservation in transportation of urban city.

3-24

3.2.4 Alignment Plan (1)

Design Parameter for Alignment

1) Design Standard The design standard for the alignment follows the “Technical Standards for the MRT in Bangladesh” (June 2014, prepared by DTCA and JICA), and the main values are shown in the following Table 3-11.

Item

Table 3-11 Design Standard for Alignment Standard Remarks

Maximum Operation Speed

100 km/h

Maximum Design Speed

110km/h

Minimum Curve Radius

Main line

400 m

Along platform

600 m

Siding

200 m

Maximum Gradient Minimum Gradient

35‰ Elevated section

0‰

Underground section

2‰

0‰ in station section

170 m

8 cars in the future

Platform Length

Source： METI Study Team

2) Control Points The control points for the alignment plan are shown in the following Figure 3-19. Figure 3-19 Control Points and their Locations

Source： METI Study Team

3-25

a) MRT Line 6 The MRT Line 5N crosses the MRT Line 6 at CH 4k840 m of MRT Line 5N. MRT Line 6 is planned as an entirely elevated structure, and the MRT Line 6 reduced level (RL) at crossing point is 21.663 m above mean sea level (MSL). In case that the MRT Line 5N is an elevated structure, it will pass over MRT Line 6, and the height of the MRT Line 5N Rail Level (RL) at this location needs to be 30.5 m or more above MSL. Figure 3-20 Control Point (Crossing Area with MRT Line 6)

Source: METI Study Team

b) Banani DOHS The MRT Line 5N passes through the Banani DOHS at CH 8k140 m-8k440 m of MRT Line 5N. Six-storey buildings are built continuously in this area. In case that the MRT Line 5N will pass in this area, it should not be affected on these buildings. 3-26

The length of pile foundation of the 6-storey buildings is assumed to be 20 m deep. The distance from the edge of the pile foundation to the tunnel upper edge should be more than the tunnel diameter 1D (= 7.0 m). Height of RL for the MRT East-West Line in this area should be less than -24.7 m above MSL. Figure 3-21 Control Point (Banani DOHS Area)

Source: METI Study Team

c) BRT Line3, Dhaka Elevated Expressway, Bangladesh Railway Line (Existing Railway) The BRT Line 3 and Dhaka Elevated Expressway (DEE) are planned on the New Airport Road near chainage 8k500 m of the MRT Line 5N. In addition, the Bangladesh Railway (BR) runs parallel in the west side of the New Airport Road. In the crossing area with the MRT Line 5N, the BRT Line 3 and Bangladesh Railway are at the ground level while DEE is elevated. In case that the MRT Line 5N is an elevated structure, it will pass over DEE (planned height of 3-27

road surface is 21.5 m above MSL). Therefore, the height of RL for the MRT Line 5N needs to be 30.0 m or more above MSL. In case that the MRT Line 5N is an underground structure, it needs to avoid the pile foundation of the DEE viaduct. Although the length of pile foundation of the DEE viaduct is unknown, in this study, the length of pile foundation is assumed to be 20 m and the height of RL for MRT Line 5N needs to be less than -24.7 m above MSL as well as Banani DOHS. Figure 3-22 Control Point (Crossing Area with DEE in Case that MRT East-West Line is an Elevated Structure)

Source: METI Study Team

3-28

d) Gulshan Lake The MRT Line 5N passes Gulshan Lake at CH 9k400 m and 10k400 m of MRT Line 5N. In case that the MRT Line 5N is an underground structure, the thickness of overburden from the lake bed to the tunnel upper edge should be 1D (= 7.0 m). The Gulshan Lake has "an average depth of 2.5 m" according to the data ("Disaster Management Research Paper", BRAC University, Bangladesh) coming from the field survey. Therefore, the depth of Gulshan Lake is assumed to be 2.5 m in this study. Figure 3-23 Control Point (Gulshan Lake)

Source: METI Study Team

e) MRT Line 1 The MRT Line 5N crosses MRT Line 1 at CH 10k900 m of MRT Line 5N. Although the detailed plan of MRT Line 1 is not yet decided at present, the underground plan of MRT Line 1 is mentioned in RSTP. Therefore, the examination in this study is based on the assumption that MRT Line 1 is an underground structure. In RSTP, since the priority of MRT Line 1 is higher than the MRT Line 5N, it is assumed that MRT Line 1 is constructed in prior. Therefore, as for grade-separation crossing underground, MRT Line 1 is in the upper position and the MRT Line 5N is in the lower position. In this study, it is assumed that the MRT Line 1 station is constructed at the intersection and the MRT Line 5N passes under the two-level station of MRT Line 1. The height of RL for the MRT Line 5N at the crossing area is lower than -23.4 m above MSL.

3-29

Figure 3-24 Control Point (Crossing Area with MRT Line 1)

Source: METI Study Team

3) Track Layout The alignment plan is considered assuming the following track layout. As for station yard layout, it consists of an elevated station with a pair of separate platforms serving two tracks and an underground station with an island platform serving two tracks. Gabtoli Station has a scissors crossover for turnback operation. Mirpur 10 Station, which is a junction station with MRT Line 6, has an emergency crossover considering turnback operation for accident and trouble. Vatara Station is a junction station with the depot, which has a pair of separate platforms serving four tracks. In addition, Beraid Station has a track layout in consideration of future extension to the eastward.

3-30

Figure 3-25 Track Layout Route Drawing (All Elevated Option)

Source: METI Study Team

3-31

Figure 3-26 Track Layout Route Drawing (Partial Underground Option)

Source: METI Study Team

(2)

Alignment Plan

1) Design Policy for Alignment Plan a) Horizontal Alignment The track alignment follows the center of existing road along the median as much as possible, and land acquisition and house relocation are minimized by arranging the railway within the road right of way. b) Vertical Alignment In terms of vertical alignment, the existing ground level is set to a height of 8.0 m above MSL uniformly. Moreover, in station section and general section, the required height (required depth) from ground level to RL is shown in Figure 3-27 and Figure 3-28. 3-32

Figure 3-27 Required Height for Elevated Section

TYPICAL VIADUCT SECTION

TYPICAL STATION SECTION

Source: METI Study Team

Figure 3-28 Required Depth for Underground Section TYPICAL TUNNEL SECTION

3-33

UNDERGROUND STATION (3 LAYER)

UNDERGROUND STATION (2 LAYER)

Source: METI Study Team

c) Transition Section In the transition section from elevated to underground, the civil structure consists of elevated bridge, retaining wall, excavated structure, box culvert, and shield tunnel.

As shown in Figure 3-29 the area is divided in the section

"from the retaining wall to excavated structure", and the road traffic at the ground level is shut off. In case of vertical gradient of 35‰, the length of “impossible area of crossing” is approximately 500 m. In addition, the railway structure will occupy a width of about 10 m of the total road width in the transition section. Based on the above, the position of transition section must be selected so as not to affect the existing road traffic as much as possible. Figure 3-29 Transition Section

3-34

Source: METI Study Team

d) Junction Station with Depot (Beraid Station) The Beraid Station is a junction station with the depot, which has a pair of separate platforms serving four tracks (two main lines and two depot access lines). In addition, the Beraid Station has track layout in consideration of future extension. The track layout for branching to the depot has either “grade separation” or “grade crossing”, as shown in the following Figure 3-30. It is determined in consideration of the carrying capacity of the main line. Generally, although grade separation can allow crossing without blocking the opposite train during train operation, it needs facilities such as elevated bridge. On the other hand, grade crossing can minimize facilities although the carrying capacity of the main line is reduced. Although determined in consideration of the carrying capacity of the main line, grade separation is adopted in this study so that obstruction of train operation in case of future extension may be prevented. Figure 3-30 Branch Form

Source: METI Study Team

In consideration of a simple junction with the depot, Beraid Station is studied as an elevated station. In case that the depot access line is considered as a grade separation (depot access line passes under the elevated main line), the length of the depot access line needs to be about 320 m from the main line crossing part to the depot. 3-35

Figure 3-31 Track Layout of Junction Station with Depot (Beraid Station)

Source: METI Study Team

2) All Elevated Option The horizontal alignment follows the existing median on the road as much as possible, except in the cantonment area. Basically, vertical alignment should be based on the height of a typical elevated station; however, in order that the MRT Line 5N passes over MRT Line 6 and DEE, the vertical height should be higher. Therefore, the height of Mirpur 10 Station and Banani Station becomes higher at about 9 m compared with the typical elevated station. Figure 3-32 Outline of All Elevated Option

S5 Mirpur14

Dhaka Elevated S6 Kochukhet Express

S7 Banani

S8 S9 Gulshan2 Notun Bazar

S10 Vatara

S11 Bara Kathaldia

S12 Beraid

Source: METI Study Team

3-36

16k590m

15k000m

12k270m

9k720m

8k720m

8k500m

6k900m

MRT1

5k900m

4k700m 4k840m

2k100m

3k400m

0k400m

MRT6

10k900m 11k020m

S4 S2 Mirpur10 S3 S1 Dar-UsGabtoli Salam Mirpur1

Station locations are planned at intervals of about 1 km. Station location is shown in the following Table 3-12 in consideration of horizontal alignment, vertical alignment, and junction with other routes. Table 3-12 Station Location for All Elevated Option

Source: METI Study Team

a) Horizontal Alignment Plan The salient points of the horizontal alignment plan are described below. (i)

Near CH 1k100 m, between Gabtoli Station and Dar-Us-Salam Station

In order to reduce land acquisition and house relocation, the minimum curve radius R=200 m shall be applied. Land acquisition and house relocation (gas station), which are shown in the following Figure 3-33, are needed in this section.

3-37

Figure 3-33 Condition near CH 1 k 100 m

Source: METI Study Team

(ii)

Near CH 3k040 m, between Dar-Us-Salam Station and Mirpur 1 Station

In order to avoid the relocation of an 8-storey building at the intersection corner, the minimum curve radius R=200 m is applied at Mirpur 1 intersection Figure 3-34 Condition near CH 3k040 m

Source: METI Study Team

(iii)

Cantonment Area between Kochukhet Station and Banani Station

Although the horizontal alignment is constructed in the existing road space, there is no existing road which connects Mirpur road with Kemal Ataturk Avenue directly in cantonment area. As mentioned above, in cantonment area, comparison study of the three routes was carried our as shown in the following Figure 3-35.

3-38

Figure 3-35 Comparison Study of Routes in the Cantonment Area

Source: METI Study Team

The outline of each route is explained as below: Route A 

Kochukhet Station and Banani Station are connected with the shortest distance, and this route is the most desirable route in the view or railway technical design.



Although road width is9 m in Banani DOHS, the route, which needs removal of only the single-sided block facing this road, so that house relocation will be decreased.



Land acquisition in the area and house relocation of army chief’s residence and 6-storey buildings (13 buildings) in Banani DOHS are needed. This has the largest impact to the cantonment area and Banani DOHS among the three routes. Figure 3-36 Route in Cantonment Area (Route A)

Source: METI Study Team

3-39

Route B 

In order to avoid house relocation in Banani DOHS, the route is detoured in the north side of Banani DOHS.



Although there is no house relocation in Banani DOHS, some land acquisition of golf course is needed.



In order to reduce house relocation, S-curve with minimum curve radius of 200 m is applied from the golf course to Banani Station. Seven buildings are relocated at the intersection corner.



Banani Station is situated farthest from the New Airport Road among the three routes. Therefore, the accessibility with BRT Line 3 will be worse. Figure 3-37 Route in Cantonment Area (Route B)

Source: METI Study Team

Route C 

There is the Shadheenata Shoran Road in the south side of Banani DOHS, which crosses the east and west sides of the cantonment area. In order to avoid house relocation in Banani DOHS, the route is detoured on this road.



Road detours largely in the south of Banani DOHS. Therefore, route length between Kochukhet Station and Banani Station is the longest among the three routes.



In order to reduce house relocation as much as possible, the minimum curve radius of 200 m is applied.

3-40

Figure 3-38 Route in Cantonment Area (Route C)

Source: METI Study Team

Table 3-13 Route Comparison in Cantonment Area Route A Route B Alignment shape

Good

Detour Continuation of curves with small radius

Route length

Route C Detour largely

Continuation of curves with small radius

1.2 km

1.35 km

2.0 km

BDT 1,393 million

BDT 1,580 million

BDT 2,327 million

Land/Building cost

BDT 9.3 billion

BDT 6.9 billion

BDT 6.4 billion

Total cost

BDT 10.8 billion

BDT 8.5 billion

BDT 8.8 billion

Banani DOHS

Golf course

Nil

Army Chief’s residence

Army Chief’s residence

Few

Many, but all private

Construction cost

Major difficulty in corridor possession Minor difficulty in corridor possession

Many, but all private

Source: METI Study Team

As mentioned above, although a comparison study of the three routes at the cantonment area was done, each route for the all elevated option has merits and demerits depending on the viewpoint. Therefore, it is hard to determine the superiority or inferiority of each route. Accordingly, in this study, Route B, with comparatively small impact on Banani DOHS and the lowest cost, is adopted. However, in terms of the validity of the alignment from the viewpoint of train operation, further study is required.

3-41

(iv)

Vertical Alignment Plan

The height of each station section is decided and the gradient of station section is set to be level.

Then the

vertical alignment connects the height of each station. In order that the MRT Line 5N can pass over MRT Line 6 and DEE, the vertical height should be high enough in the crossing areas. Therefore, the height of Mirpur 10 Station and Banani Station becomes about 9 m higher compared with the typical elevated station. Figure 3-39 Longitudinal Schematic for All Elevated Option

Source: METI Study Team

3) Partial Underground Option Similar to the all elevated option, the horizontal alignment follows the existing median of the road as much as possible, except in the cantonment area. In order to reduce the impact on the cantonment area, the vertical alignment passes through the underground in this area. Four stations from Kochukhet Station to Natun Bazar Station are underground stations. The other eight stations are elevated stations.

3-42

Figure 3-40 Outline of Partial Underground Option

S5 S6 Mirpur14 Kochukhet Cantonment

S7 Banani

S8 Gulshan2

S10 Vatara

S11 Bara Kathaldia

S12 Beraid

16k590m

15k000m

9k720m

8k720m

7k080m

MRT１

5k840m

4k700m 4k840m

3k400m

2k100m

0k400m

MRT6

S9 Notun Bazar

12k965m

S4 Mirpur10

10k900m 11k 020m

S2 S3 S1 Dar-UsMirpur1 Gabtoli Salam

Source: METI Study Team

Station is located at intervals of about 1 km in consideration of horizontal alignment, vertical alignment, and junction with other routes. The station locations from Gabtoli Station to Mirpur10 Station are the same as previously mentioned in the elevated plan. The station locations are shown in the following Table 3-14. Table 3-14 Station Locations for Partial Underground Option

Source: METI Study Team

3-43

a) Horizontal Alignment Plan The horizontal alignment is the same as that of the all elevated option except in the Banani DOHS section. In Banani DOHS section, the MRT Line 5N runs underground. Therefore, the alignment plan does not need to take the building block into consideration. In this section, the curve can be reduced and the alignment gets smoother compared with the all elevated option. Figure 3-41 Route near Banani DOHS (Partial Underground Option)

Source: METI Study Team

b) Vertical Alignment Plan As for the elevated section, it is the same as the all elevated option mentioned earlier, i.e., the height of station section is decided and the vertical alignment connects the height of each station. As for the underground section, in this study, water leakage from tunnel is gathered together in the station section, and vertical alignment connects the station section with a gradient of more than 2‰. Vertical alignment does not form "valley shape" between stations. In addition, the gradient of the station section is level. Although Kochukhet Station and Gulshan 2 Station are typical two-level underground stations, these stations have depth of more than three-level underground stations since Banani Station and Natun Bazar Station have nearby control points. The vertical alignment at the pile foundation section of Banani DOHS can also be made shallower than the current plan if underpinning construction method is used. However, in this study, not underpinning construction method but general construction method, which secures a distance of more than 1 D from the pile edge to the tunnel upper edge, will be applied. 【 About Transition Section】

Since the transition section needs a width of about 10 m and road traffic is blocked out in the section of 500 m, selection of its location should be considered carefully. In the selection of the location of the transition section, "wide road" and "location which avoids heavily trafficked main intersections" are selected. In this study, two 3-44

transition sections are needed. Transition Section at WestPoint Kochukhet Station is planned as an underground station so that the cantonment area may not be affected, and the transition section is set between Mirpur 14 Station and Kochukhet Station. The width of road (Mirpur Road) in this section is about 35 m, and since there are no heavily trafficked main intersections, transition section can be set. In addition, the location of Mirpur 14 Station is decided based on the length of the transition section, and it is located at about 60 m in the west side compared with the all elevated option. Figure 3-42 Location of Transition Section (between Mirpur 14 Station and Kochukhet Station)

Source: METI Study Team

Transition Section at East Point The transition section at the east point is set between Natun Bazar Station and Vatara Station due to the following reasons: 

The depth of Banani Station is about 34 m from the ground because of the pile foundation of Banani DOHS. In addition, since Gulshan Lake is between Banani Station and Gulshan 2 Station, the transition section cannot be set here. Therefore, Gulshan 2 Station must be planned as an underground station.



Since Gulshan Lake and Bir Uttam Rafiqul Islam Avenue are between Gulshan 2 Station and Natun Bazar Station, the transition section cannot be set here. Therefore, Natun Bazar Station also must be planned as an underground station.



Since the width of Vatara Road is about 30 m and there are no main intersections between Natun Bazar Station and Vatara Station, the installation of transition section is possible.

The location of Vatara Station is decided by the length of the transition section, and it is located about 695 m in the east side compared with the all elevated option.

3-45

Figure 3-43 Location of Transition Section (between Natun Bazar Station and Vatara Station)

Source: METI Study Team

【 About Relation with MRT Line 1】

The MRT Line 5N and MRT Line 1 cross in separated grade underground. In this study, since the priority of MRT Line 1 is higher than the MRT Line 5N, it is assumed that the MRT Line 1 is constructed in prior. Therefore, as for grade-separated crossing underground, MRT Line 1 is in the upper position and the MRT Line 5N is in the lower position. For this reason, the Natun Bazar Station of the MRT Line 5N is located deeper than normal, and the length of the transition section is longer. It is necessary to decide by examining further studies whether MRT Line 1 or MRT Line 5N will be located at the upper position, in consideration of various viewpoints such as the relationship of each route and station, the junction method of shortcut line in the case of sharing depot, and workability.

3-46

Figure 3-44 Longitudinal Schematic for Partial Underground Option

Source: METI Study Team

3.2.5 Transportation Accessibility Plan (MRT Line 6, BRT Line 3, MRT Line 1) (1)

Development Objects for Intermodal Facility

Transport mobility is employed everywhere from the origin to destination. Figure 3-45 Image of Transport Mobility

Source：The investigation team made a report based on the Ministry of Land, Infrastructure, Transport and Tourism

In this study, transport mobility has to promote through smooth transit to other modes at MRT stations. Therefore, it is important to reduce the transfer resistance for the smooth planning of a transfer facility. Also, it should be promoted modal shift from existing transport modes to the proposed MRT. Especially, transfer resistance is said to occur in the following cases: 「・The generation of up and down transit movement, ・The distance of transit movement is more than 200 m」

3-47

(2)

Junction Station with MRT Line 5

At present, the MRT Line 6 and BRT Line 3 projects are promoted in Dhaka. Also, RSTP identified the MRT Line 1 as a priority project. The three routes are being implemented and planned, and these routes run through Dhaka from north to south. Thus, the Junction Stations with MRT Line 5N are most important considering the current traffic condition in Dhaka. However, traffic node is important in order to construct the future transport network of Dhaka. Moreover, MRT Line 5N is considered necessary in order to connect with BRT Line 3 for the efficient transit city planning in Dhaka. Thus, the node is shown with “MRT 6”, “BRT 3”, and “MRT 1”. The proposed station location and transition to other lines are also shown. 1) Junction Station with MRT Line 6 (Mirpur 10) 【Location of the Station】 ●Mirpur 10

【Transfer Resistance】

○Both MRT station. ○Both elevated station Distance Access Time (Approx.) Total Transit Time (Approx.)

To MRT Line 6 Station 140 m

To Stadium 200 m

2 min

3 min

5 min

6 min

Note:80 m/min 【Advantage of Junction station】 ・ By connection of the public transportation, convenience of public transportation network is improved. ・ The demand can be expected to transfer to MRT Line 6. 【Method of Junction station】 Separation-type

connection

elevated pedestrian deck.

3-48

by

2) Junction Station with BRT Line 3 (Banani)

【Location of the Station】 ●Banani

【Transfer Resistance】

○BRT St. and MRT St. ○At grade St. and underground St. BRT3

To BRT Line 3 Station 150 m

Distance Access Time (Approx.) Total Transit Time (Approx.)

2 min 5 min Note: 80 m/min

150m

Banani DOHS

East-West MRT5

【Advantages of Junction station】 ・ By connection of the public transportation, convenience of public transportation network is improved. ・ The demand can be expected to transfer to MRT Line 3. 【Method of Junction station】 Separation-type connection by underground pedestrian tunnel.

3) Junction Station with MRT Line 1 (Natun Bazar) 【Location of the Station】 ●Natun Bazar

【Transfer Resistance】

○ Both MRT station ○ Both underground St. ○ No exact station location yet

Distance Access Time (Approx.) Total Transit Time (Approx.)

To MRT Line Station Max. 200 m

1

Max. 3 min Max. 6 min

Note: 80 m/min ※The resistance will be reduced by the

3-49

【Advantages of station node】 ・ By connection of the public transportation, convenience of public transportation network is improved. ・ The demand can be expected to transfer to MRT Line1. 【Methods of station node】 ・ Separation-type connection ・ Cross-type connection ・ Connection by underground pedestrian approach

(3)

Classification of Junction Station

The junction station is classified as "parallel type", "cross type", or "separation type". The type of junction station should consider the difference of horizontal distance and vertical distance and the restrictions for the type of station connection. Table 3-15 describes the characteristics of different type of Junction Stations. Table 3-15 Types of Junction Station Image Horizontal Distance （Advantages）

Type

Vertical Distance （Advantages）

It has minimum distance because movement is only in the platform.

None

Parallel Platforms

・Although mobility in the platform has short distance, it is changed by the attachment of stairs and the presence and absence of concourse. (separation platform : a side)

・Transfer distance is the difference of mutually positioned platform (either location of platform or move over a side)

parallel type

Same Platform

・The mobility in the platform has the maximum distance to transfer the edge spacing. ・The mobility has long distance to transfer to the platform. (separation platform : longitudinal) Cross type (The station overlaps bilaterally)

cross-type

T cross type (The station bilaterally)

closes

L cross type (The station bilaterally)

・The distance of mobility is decided by the difference of the platform level of both lines.

There are necessary transfers to the platform, concourse, and passage but they are short distances.

The distance of mobility is decided by the difference of platform level.

Although the distance of transfer to the platform needs to move edge spacing, the distance to another platform is short distance.

・In general, the mobility entails short distance in the case of interlaced opposite platform and island platform.

Mobility of platform needs to transfer from edge spacing, and it is maximum distance.

closes

separation type

Separation type

・There are necessary transfers to platform, concourse, and passage.

Although transfer station is near, the stations are connected not only by crossover but also by passageway.

・Due to the large share of passage, the horizontal distance is maximum distance.

Although the range of mobility is decided by the difference of platform level, in general, separated station has long vertical distance.

Source：Japan Railway Engineer’s Association Report

(4)

Facilities for Smooth Transit

In order to transfer smoothly, “improvement of a facility’s scale”, “convenience of facilities”, “ease to follow a facility”, and “comfort of facilities” have to be considered. Table 3-16 compiles the major points of provision of 3-50

smooth transit facilities,

Study Point

Table 3-16 Points of View of Facilitation of Transfer Movement Examination Item Contents for Discussion

Improvement of ・Securing the capacity a facility’s scale of facility ・ Optimization facility’s configuration Convenience of facilities

Clear guidance toward destination

Comfortability for facility users

of

・The subway station cannot secure the scale for facilities because it is built the space is under the road.

Related User ・Commuter

・Measures for capacity during rush/peak period and the method for appropriate facility location should be considered.

・Reduce the transfer ・The resistance increases because it is not only far resistance for transit, but also there are corners of passage and up and down stairs. ・ Reduce the complicated ・Thus, it is considered to reduce the resistance passenger flow method or alleviate the resistance method.

・All users

・Easy to understand guide display

・Business

・A subway has complex architecture because of constrained condition of the spaces. ・Thus, it might be difficult to understand for an inexperienced user, so information signs for proper guidance should be considered.

・ Create the comfortable space

・In the future, it is necessary to develop not only a mere subway station but also comfortable spaces as a community area where people can gather should be considered in the future spaces.

・Commuter

・ Non-commuters, e.g. shoppers ・Commuter

・Business ・ Non-commuters, e.g. shoppers ・Commuter

Source：The METI investigation team made a report based on the Japan Railway Engineer’s Association Report

(5)

Proposal of Improvement of Transport Mobility

In this study, MRT Line 5N proposes the improvement of traffic nodes with MRT Line 6, BRT Line 3, and MRT Line 1 as important junction stations. The proposal focuses on the important points of each of the transport nodes which show the location of the MRT Line 5N Station.

3-51

Table 3-17 Highlights of the Transport Node List Reinforcement of public transportation network

Contents ・ Synergy of the number of passenger (increasing passenger) ・ Moderation of facility location ・ Enhanced the facility volume ・ Easy to understand guidance ・ Principle of continuity of mobility (transfer fare, train diaphragm) ・ Reduce the complicated passenger flow ・ Convenience (time, length) ・ Measures against traffic jam ・ Create the comfortable space ・ Measures against traffic jam ・ Traffic manners

Reduce the transfer resistance

Shift to private mode from public mode Safety

Source：METI Study Team

(6)

Formulation of Transport Node Improvement Related to Smooth Transfer Movement

Smooth transfer movement requires four functions. The four functions are called “accessibility”, “information guide”, “queue”, and “transportation node”. The necessity of each function in the different locations is described in Table 3-18 below.

Function Transport node

Accessibility

Information guide

Queue

Table 3-18 Functions for Smooth Transfer Mobility List Station Yard Station Front Improvement of the station front Parking area, depot Bicycle parking area Escalator Elevator Banister Braille for the feet Audio guide Removal of the mismatch in height at joint Disabled Train information guide Transfer and site map for facilities Information guide board in multiple languages Bench Waiting space Roof of depot (rain cover, blind)

Passage and Railway Station Plaza

○

◎ ◎ ◎ ◎ ◎ ◎

○ ○

△ ○

○ ◎ ◎ ◎

◎ ◎ ◎

○

◎ ○ ◎

◎

◎

○

△

◎ ○

○ ○ ○

○

◎：Essential、○：Necessary、ᇞ：Consideration Source：METI Study Team

(7)

Large-scale Development of Station Plaza/Improvement of Station Plaza

There is a need to develop sub-urban transportation hub at MRT terminal stations to protect the traffic flow to the 3-52

city center. It is also necessary to develop public transportation hubs in city center such as junction stations, city market, and business center for smooth transit. In a suburban station plaza, construction of a terminal facility should be secured during the planning phase and it should be set as an aggregation of existing transport. Moreover, it is necessary to focus on the protection of traffic flow to the city center. Station front is considered not only a transportation node but also an amenity such as a place to gather citizens. Thus, the characteristics and necessary services of the station front in the future should be considered.

Station Name

Table 3-19 List of Expected Developments Station Plaza Smooth Station Plaza Existing Station Development Transfer for and Relocation Facilities of Bus Stop

Utilization of Undercrossing/ Tunnel

Mirpur 10

○

○

○

○

(MRT 6)

Banani

○

○

○

○

○

(BRT 3)

Natun Bazar

○

○

○

○

(MRT 1)

Gabtoli

○

(Bus Terminal)

Source：METI Study Team

3.2.6 Train Operation Plan The train operation of MRT Line 5N is planned taken into account the road traffic condition during peak hours in Dhaka City area and the performance of MRT, in addition train operation is planned the required train formation, number of train sets and frequency of train operation for each year. (1)

Maximum Train Operation Speed

The maximum train operation speed of the Line 5N was set to 100 km/h in consideration of civil structure, average distance between stations, and energy conservation. (2)

Speed Restriction Curve

Speed restriction at curve section is designed for the prevention of rollover accident and comfortable ride. 1) Cant to be Installed for Curves of Railways The speed restriction of the curve section is set according to the following basic formula, although the speed limit for radius below 230 m is set referring to other case.

3-53

Table 3-20 Speed Restrictions of Curve Basic formula V= 4.3×√R V: Speed (km/h)

R: Radius (m)

Radius (m) 160 200 230 250 300 350 400 450 500 Over 550

Maximum Speed (km/h) 45 50 60 70 75 80 85 90 95 100

Source：METI Study Team

2) Speed Limit for Turnout and Incidental Curve Cant is not provided in turnout and incidental curve sections and speed restriction is computed according to the following formula. Table 3-21 Speed Restrictions of Switch

Basic formula V= 4.3×√R - 20 V: Speed (km/h) R: Radius (m)

Radius (m) 100 125 150 175 200 225 250 300 350 400 450 500 550 600

Maximum Speed 25 30 35 35 40 45 45 50 50 55 60 60 60 65

(km/h)

Source：METI Study Team

(3)

Stopping Time of Stations

The following Table 3-22 shows the classification of stopping time of stations in accordance with the number of passengers at the station. The stopping time at these stations involves turnback time.

3-54

Table 3-22 Classification of Stopping Time Daily Passenger Over 100,001 70,001-100,000 40,001-70,000 20,001-40,000 Under 20,000

Stopping Time (s) 45 40 35 30 25

Source：METI Study Team

(4)

Turnback Time of Station

There are scissors crossing for turning at Gabtoli and Vatara terminal stations. Turnback time at the terminal stations is different between Gabtoli and Vatara because the train needs shunting to the lead track in Vatara. Turnback time depends on the headway, turnback facilities, passengers boarding/alighting time, point switching time, and drivers’ transit time. 1) Turnback Time at Gabtoli Station Scissors crossing is installed at the turnout of Gabtoli Station for the turnback of the main line. Trains pass through the scissors crossing before arrival at the platform in this layout. a) Turnback Operation using One-sided Platform The required minimum passing through time at the scissors crossing is 1 min and 30 s and in addition to that, more time for getting on and off the train for passengers should also be added. In case of headway of 3 min 50 s, the stopping time for train getting on and off can be set to 2 min 20 s. Figure 3-46 Turnback Operation Using One-sided Platform

Line No,2 Line No,1

Line No,1

90sec.

2min.20sec.

3min.50sec.

90 sec.

2min.20sec.

3min.50sec.

Source：METI Study Team

b) Turnback Operation using Both-sided Platform In case of short headway, train operation uses both-sided platform. As shown in the following figure, the stopping 3-55

time of getting on and off the train for passengers is 1 min, and the headway of 2 min can be allowed by simultaneous approach and exit of the train. Figure 3-47 Turnback Operation Using both-sided Platform

Line No,2

Line No,1

Line No,2 Line No,1 1min.

30sec.

2min.

1min.

30sec.

2min.

1min.

30sec.

2min.

2min.

Source：METI Study Team

2) Turnback Time at Vatara SBeraid The turnout of Vatara Station is installed with scissors crossing for turnback. Trains pass through the scissors crossing after arrival at the platform in this layout. a) Turnback Operation using One-sided Turnback Line Figure 3-48 One-sided Turnback Line Operation 4RT

6RT

3RT Line No,1 Line No,2

5RT

2RT 1 RT

Source：METI Study Team

The following Table 3-23 shows the normal turnback operation pattern. The required turnback time is 2 min 18 s in this case. Minimum headway of using one-sided turnback line operation is 2 min by the simultaneous approach

and exit at 2RT and 3RT positions.

3-56

Table 3-23 Minimum Headway of One-sided Turnback Line Operation Position Required Time (s) Remarks Arrival at platform (3RT) － Scissors crossing 3RT→5RT 53 5RT stopping time 12 Driver rides on both end car 5RT→2RT 43 Arrival at platform, boarding and 30 alighting time (2RT) Total 138 2 min 18 s Source：METI Study Team

b) Turnback Operation Using Both-sided Platform The minimum headway of both-sided turnback line operation is examined in this subsection. Figure 3-49 Both-sided Turnback Line Operation 4RT

3RT

6RT

Line No,1 Line No,2

5RT

2RT 1 RT

Source：METI Study Team

In the case of using both-sided turnback line, the minimum headway will be 4 min 50 s due to the restricted

function of the scissors crossing. Table 3-24 Minimum Headway of Both-sided Turnback Line Operation Position Required Time (s) Remarks Arrival at platform, alighting time (3RT) 27 Scissors crossing 3RT→ 5RT 53 5RT stopping time 137 A driver rides on the end car 5RT→2RT 43 Arrival at platform, boarding time (2RT) 30 Total 290 4 min 50 s Source：METI Study Team

(5)

Scheduled Speed and Headway of Train

In order to calculate the scheduled speed between Gabtoli Station and Berail Station, the “Open Track" simulation software is used to a create train performance curve. The condition of the simulation is shown in Table 3-25.

3-57

Table 3-25 Condition of “Open Track” Simulation Item Specification Model of EMU JR-East E233 Type Load condition 180% congestion ratio Acceleration ratio 0.92 m/s2 Deceleration for service brake 0.97 m/s2 Source：METI Study Team

The scheduled speed of the eastbound train and westbound train is estimated at 33.0 km/h according to the simulation. The following Table 3-26 summarizes the simulation results of the scheduled speed and the peak hour transportation capacity (PHPDT). Table 3-26 Headway and Required Train Sets Year

2027

2030

2035

2040

2045

2050

2055

PHPDT

27,000

27,000

27,000

32,500

38,000

43,500

49,000

Train Sets (Car)

6

6

6

6

6

6

6

Headway

3 min 50 s

3 min 50 s

3 min 50 s

3 min 10 s

2 min 40 s

2 min 20 s

2 min

19

19

19

22

26

30

35

Spare Train Sets

3

3

3

3

3

3

3

Total Train Sets

22

22

22

25

29

33

38

132

150

174

198

228

Required Sets

Train

Total Cars （Car） 132

132

Source：METI Study Team

From the opening year of MRT East-West Line in 2027 and until 2035, headway is planned to be 3 min and 50 s. After 2035, the scheduled headway will be shorter and becomes 2 min. (6)

Service Frequency at Peak Hour and Off-peak Hour

The following Table 3-27 shows the time zone of peak hour and off-peak hour at the Dhaka urban area. Table 3-27 Peak Hour and Off-peak Hour of Road Traffic Time Zone

Hour

Congestion Ratio per hour of Road Traffic

6:00 a.m. – 8:00 a.m.

2.0

-

8:00 a.m.–10:30 a.m.

2.5

13%

10:30 a.m.– 4:30 p.m.

6.0

9 -11%

4:30 p.m. – 7:00 p.m.

2.5

10%

7:00 p.m. – 00:00 Total

5 18.0

Source：METI Study Team

3-58

Condition

Off-peak hour Morning peak hour Daytime Evening peak hour Off-peak hour

1) Headway and Round Trips in 2027 On weekdays, headway is set at 3 min and 30 s during peak hour, 5 min during daytime, and 5 to 10 min during off-peak time, and the number of round trips will be 179 trains a day. Headway on weekends and holidays is set at 7 min during daytime, and the number of round trips is 144 trains a day. Figure 3-50 Train Operation in 2027

8:00

AM6:00

Headway 3′50″

Headway 7’～10’

WEEK DAY

10:30 Headway 7′

40 trip

14 trip

40 trip

72

Headway 7′

Headway 7’～10’

WEEK END

Headway 3’50”

50 trip

Congestion ratio      180%

7:00

PM4:30

35 trip

Headway 7’～10’ 35 trip

95 trip

14 trip

Headway 7’～10’

Source：METI Study Team

2) Headway and Round Trips in 2055 On weekdays, headway is set at 2 min during peak hour, 5 min at daytime, and 5 to 8 min during off-peak time, and the number of round trips will be 282 trains a day. Headway on weekends and holidays is set at 5 min during daytime, and the number of round trips is 192. Figure 3-51 Train Operation in 2055 AM6:00

8:00

Headway WEEK DAY

5’～8’

17 trip

WEEK END

Headway 5’～8’ 17 trip

10:30 Headway 2′ 75 trip

Congestion ratio      180%

PM4:30 Headway 5′ 72 trip

72

Headway 5′ 132 trip

Headway 2’ 75 trip

7:00 Headway 5’～8’ 73 trip

Headway 5’～8’ 373trip

Source：METI Study Team

3.2.7 Rolling Stock (1)

Basic Specifications Based on Technical Standards

The summary of the explanations about rolling stock described in the "Bangladesh MRT technical standards" established by DTCA and JICA is shown below. The MRT East-West Line and MRT Line 6 follow these technical standards.

3-59

【 "Bangladesh MRT technical standards"(Abstract)】

1) Rolling Stock Gauge The rolling stock gauge shown in Figure 3-52 below shall be adopted. Figure 3-52 Rolling Stock Gauge

2) Weight of Rolling Stock The weight of the rolling stock per one pair of wheels shall be 16 t at the maximum under the stopped and loaded condition. For the civil design, nominal load which is used for the structure design shall adopt the condition of the fully loaded train which consists of 20 m long cars which have 4 axles with 16 t of each axle load. 3) Car Body Material Aluminum alloy or stainless steel shall be used as the main material of rolling stock car body structure. 4) Brake Device Rolling stock shall be equipped with brake devices that comply with the following standards: a) b) c) d) e) f) g)

Shall be able to decelerate or stop the rolling stock without failure; Shall be applied to all the cars in conjunction with the control from the crew cabin; Shall be free from failure caused by vibration, impact, and other factors; Shall be able to apply braking force continuously; Shall be applied automatically at the time when vehicles are separated; Shall be able to bring a train to a rapid stop; and Shall be able to prevent the train from departing when the braking effort would be adversely affected without securing the breaking power supply source.

5) Structure of Car Body Rolling stock car body shall be made sturdy with enough strength and be capable of withstanding train operation. Facilities to prevent passengers on the platform from falling into the gap between coupled cars shall be 3-60

provided at the coupling portion of the railway rolling stock. However, this shall not apply to cases where facilities are in place on the platform to prevent passengers from falling into the gap. 6) Structure of Driver’s Cabin Driver’s cabin shall be partitioned from the passenger room. Driver’s cabin shall have a partition with a door so that passengers cannot easily come into contact with the equipment in the cab. An exterior entrance/exit for the crew shall be provided. 7) Structure of Passenger Car The height of the bottom border of the openable window at the side surface of seat or behind a seat in the passenger room shall be 800 mm or more from the floor surface. One or more wheelchair spaces shall be provided in each passenger train. The passenger car shall provide for the appropriate number of passenger seats. Seating capacity shall be calculated by dividing the seat width by the length occupied by a passenger. The length occupied by a passenger shall be 430 mm or more. The standing capacity shall be calculated by dividing the floor area, where the effective width of not less than 550 mm and the effective length of not less than 1,900 mm are secured from the seat areas and the area of 250 mm from the front end of the seats are excluded in the passenger cabin floor area, by the area occupied by one passenger. The area occupied by one passenger shall be 0.3 m2. 8) Structure of Passenger Entrance Door Doors shall be provided on both sides of the passenger cars. The effective width of the doors shall be 1,300 mm or more and the effective height shall be 1,800 mm or more. A device for automatic door operation shall be provided for the doors. Doors shall have a structure which prevents departing until doors are closed. 9) Rolling Stock Accessory Devices Rolling stock shall be equipped with the following facilities; a) b) c) d) e) f) g) h)

A sign device on which the departure sign is performed by the conductor, and transmission and receiving shall only be performed reciprocally among crew members. Communication device (Excluding the rolling stock operated as a single car.) Whistle device (At the front end of the first car of trains) Onboard public address system which shall be enabled to guidance information to all rooms on passenger cars. Emergency alarm device Emergency stopping device Marker light (White-color front marker lights shall be provided and the rear markers should be red lamps and shall be capable of shining from the rear at night) Onboard guidance equipment which provides the information relating to the train operation, etc. by displaying characters and by audio broadcast. Destination guidance devices which displays the destination and type of service of the train on the side of the car body.

10) Countermeasures Against Rolling Stock Fire Car body shall be made of incombustible material and flame-retardant material. 3-61

Incombustible material: Flame-retardant material: Others:

Roof, External sheeting, Passenger room ceiling, Inside panel, Floor panel, Under floor surface, Under floor equipment box Floor covering, Filler material under floor covering, Seat, Window shade, Gangway bellows Roof top surface shall be covered with a flame-retardant insulated material. Equipment and hardware mounted to the roof shall be insulated from the car body or shall be covered with a flame-retardant material.

11) Train Operation Train shall be operated under the ATC system as the regular method of train operation. Source: Bangladesh MRT technical standards (DTCA, JICA)

(2)

Rolling Stock of the MRT East-West Line

From ease of maintenance and energy conservation measures points of view, composition of the recent mainstream commuter trains in the urban area in the world is as follows: a)

The stainless steel, which has corrosive resistance, is used as the main material of the car body because painting is not needed.

b)

The bolsterless bogie, with few component parts and reduced wear parts, is adopted.

c)

As main motor, an AC motor, which does not have contacted parts and is maintenance-free except for the axle bearing, is adopted. Main circuit is controlled by inverter.

The rolling stock of MRT Line 6 follows the Technical Standards of the MRT in Bangladesh, and is adopting the mainstream composition of the latest commuter train such as Variable Voltage Variable Frequency (VVVF) inverter control and regenerative braking system. The specification of this train is the typical urban commuter railway of recent years. For the MRT East-West Line, the rolling stock whose basic specifications are similar to that of MRT Line 6 is proposed. By using similar rolling stock, facilitating the technology transfer from the MRT Line 6 engineer and information exchange for improvement of maintenance technology with the MRT Line 6 engineer are expected. The basic specifications of the rolling stock proposed for the MRT East-West Line is shown in Table 3-28 below. Table 3-28 Basic Specifications of the Rolling Stock of the MRT East-West Line Description

Item Train Configuration

(Line 5N Phase 1) 6-car train: Tc-M-M-M-M-Tc

Gauge

1,435 mm

Car Dimension

End car:

20,300 mm (L) x 3,000 mm (W) x 4,100 mm (H)

Middle car: 20,000 mm (L) x 3,000 mm (W) x 4,100 mm (H) Passenger Capacity

End car:

Seated:45, Standees (Nominal):108, (Maximum): 153

Middle car: Seated:54, Standees (Nominal):112, (Maximum): 166 Performance

Maximum running speed: 110 km/ h Acceleration: 3.3 km/h/s (0.92 m/s2) 3-62

Deceleration Normal: 3.5 km/h/s (0.97 m/s2) Deceleration Emergency: 4.5 km/h/s (1.25 m/s2) Minimum Curve Radius

Main line (Unavoidable Case):R=160 m, Depot: R=100 m

Maximum Gradient

35 ‰

Car Body Material

Stainless steel / Alminium

Side Entrance

4 doors/car each side, 1,300 mm (W) x 1,850 mm (H)

Electric Power Supply

Catenary, DC 1,500 V

Traction Motor

Squirrel-cage rotor type, three phase induction motors

Controller

VVVF inverter control (Insulated Gate Bipolar Transistor: IGBT)

Brakes

Electric Command Brake (Regenerative Brake)

Operation Protection System

Automatic Train Control (ATC) Source： METI Study Team

Figure 3-53 Car Dimension End Car (Colored portion indicates the standees area)

Middle Car

Source： METI Study Team

3-63

Figure 3-54 Facilities of Rolling Stock Exterior Entrance/Exit for crew

Onboard Guidance Equipment

Entrance Dimension 1800x1300 or more (Interior)

Height of bottom border of window: 800mm or more from the floor

Single Arm Pantograph

Wheel Chair Space

Seat width: 430mm or more

Destination Guidance Device

Stainless Steel

Bolsterless Bogie Inverter Motor

Facility to prevent passengers falling

Auxiliary Power Unit

VVVF inverter controller

Source： METI Study Team

The number of trains to be purchased for MRT Line 5N phase 1 based on the train operation plan is shown in Table 3-29. Table 3-29 Basic Specifications of the Rolling Stock of the East-West Line Year

2027

2030

2035

2040

2045

2050

2055

Number of required train sets (6-car train)

22

22

22

25

29

33

38

Number of cars

132

132

132

150

174

198

228

Completion year of procurement

2027

2039

2044

2049

2054

Number of train sets to be procured

22

3

4

4

5

Number of cars

132

18

24

24

30

Source： METI Study Team

3.2.8Depot Plan (1)

Basic Concept of the Depot Plan

The main function of the depot is train storage and train maintenance. The periodical maintenance can be categorized to light maintenance and heavy maintenance. Light maintenance is carried out every several days or every several months. Heavy maintenance is carried out every four years or every eight years. For heavy maintenance, the large-scale facilities for dividing vehicles into the body and bogie, and disassembling parts are needed. The depot of the MRT East-West Line is planned based on the following concept: a)

The depot is constructed nearby or along the railway line of MRT Line 5N Phase 1. The depot mainly consists of the train storage tracks, a main workshop (factory), the inspection tracks for the train maintenance and inspection, a DMTC operation center, an administrative building, a depot 3-64

control room, the office buildings, the warehouses, and a traction substation. In the DMTC operation center, OCC which controls the train operation of the MRT East-West Line is installed. b)

When the MRT Line 5N Phase 2 is extended, the capacity of the abovementioned depot is expanded and the additional trains of MRT Line 5N Phase 2 are stored and maintained in the depot.

c)

When MRT Line 5S is extended, the route length of the MRT East-West Line becomes relatively long. Thus, by taking into account the efficiency of train operation, it is recommended that an additional satellite depot which has storage tracks and light maintenance facility for the additional trains of MRT Line 5S is constructed along the railway line of MRT Line 5S. The facilities for heavy maintenance are not installed in this satellite depot. Heavy maintenance of the additional trains for MRT Line 5S is carried out at the main workshop in depot.

d)

A connecting line between MRT Line 6 and the MRT East-West Line is not constructed. Trains of the MRT East-West Line are stored in its own depots and heavy maintenance is carried out in the main workshop.

(2)

Location

During the site survey, five candidate sites of the depot area could be found nearby or along the railway line of Line5N Phase 1. Based on the evaluation described in Table 3-30 below, candidate No. 5 is selected as the location of the depot of the MRT East-West Line. Figure 3-55 Candidate Sites of the Main Depot Area

Source： METI Study Team

Table 3-30 Candidate Sites of the Depot Area Candidate 1

Location

 West

2



3



side of the Turag River and north side of Dhaka-Aricha Highway West side of the Turag River and south side of Dhaka-Aricha Highway South side of the Gabtoli Bus Terminal

Condition

Evaluation

 A 200 m long bridge is needed to go  Bridge over the Turag River.

construction cost is a disadvantageous point.

 Currently this area is a grassland of  This 

30 ha or more. This area is categorized as conservation area according to the structure plan prepared by the Ministry of Housing and Public 3-65

area is not appropriate because of the conservation area.

Works. 4

 East 

5

side of urban or residential area North side of the East-West Line

 A lot of ponds are located.  As a result  Large-scale reclamation is needed for investigation the depot construction.

 Southwest side of the new  This



residential development area which is sandwiched between Balu River and Shitalakkha River. South side of the East-West Line

 

area is being divided from Dhaka city area by Balu River and land development is not progressing at present. Northeast side of this candidate is a planned site of the large scale residential development.



of an of landowner, it was judged that land acquisition of this area is difficult. This area is selected as the depot site..

Source： METI Study Team

Candidates 1, 2 A 200 m long bridge is needed.

Candidate 3 This area is categorized as a conservation area.

Candidate 4 A lot of ponds are located.

Candidate 5 There is no bridge crossing the Balu River on the route and a land development is not progressing.

Source： METI Study Team

(3)

Train Maintenance Plan

In relation to the estimation of the required scale of depot and workshop, train maintenance plan is shown below. According to the technical standards, performance of three kinds of periodical maintenance (every three months, every four years or within 600,000 running-km, every eight years) is requested.

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【 "Bangladesh MRT technical standards"(Abstract)】

Periodic Inspection of Rolling Stock Inspection of the rolling stock shall be carried out periodically within the respective period specified in the table pursuant to the pre-determined items and methods according to their type, structure and usage. Kind of Rolling Stock Passenger

Period Inspection of Condition And Function

Inspection of Important and Critical part

Overall inspection

3 months

4 years, or the period of traveled mileage of the rolling stock being not exceeding 600 thousand km, of which shorter period is selected.

8 years

Source: Bangladesh MRT technical standards (DTCA, JICA)

In reality, daily maintenance and unscheduled maintenance are added to the abovementioned maintenance. Table 3-31 Train Maintenance Plan Kinds of Inspection Daily Inspection Monthly Inspection

Cycle

Description

Every several days Every three months

Visual check and self-diagnosis monitor check It is carried out without disassembling vehicles. Inspection by test equipment. Replacement of the consumables. The bogie is separated from the car body. The power generating equipment of vehicles, running device, and the brake equipment are disassembled and inspected and maintained. The bogie is separated from the car body. All equipment are disassembled and inspected and maintained. Repair of unexpected failure

Intermediate Inspection

Every four years or within 600,000 running km

Overhaul

Every years

Unscheduled Maintenance

Occasional

eight

Required Period 2 hr

Work Area Storage Tracks

1 day

Light Area

24 days

Heavy Maintenance Area

30 days

Heavy Maintenance Area

---

Light Area

Maintenance

Maintenance

Source： METI Study Team

(4)

Required Capacity of the Depot

According to the train operation plan, the number of required train sets for transport service of MRT Line 5N Phase 1 is 22 train sets (6-car train) in the opening year and 38 train sets (6-car train) in the future (2055). During the construction of MRT Line 5N Phase 1, a depot which has a capacity for storage and maintenance of 38 (6-car train) train sets which is required in the future is constructed. Meanwhile, the depot capacity itself will be expanded in a phased manner in accordance with the extension of MRT Line 5N Phase 2 and MRT Line 5S. According to the estimation shown below, in the ultimate stage of the MRT East-West Line, the depot shall have the capacity of heavy maintenance for 23 trains of MRT Line 5S, in addition to the capacities for storage and maintenance of the 38 train sets (including 8-car train) of MRT Line 5N Phase 2. This 3-67

estimation referred to the demand forecast done by RSTP. Figure 3-56 Number of Train Set after Future Extension

Number of Required Trains (2055) Future Extension

Operation

Spare

Total

MRT Line 5N Phase 2

18+17

3

38

MRT Line 5S

14+7

2

23

(5)

56

(6)

5

(7)

Accommodated Location

61

Description 6-car train x 19 sets 8-car train x 19 sets 6-car train x 23 sets 61 train sets

Total

Storage

Heavy Maintenance

Depot

Main Workshop (MWS)

Satellite depot Depot: 38 train sets

Main Workshop MWS: 61 train sets

Source： METI Study Team

Furthermore, the depot of the MRT East-West Line can be shared with MRT Line 1 and the trains for MRT Line 1 partial operation can be accommodated in the depot of the MRT East-West Line. Although MRT Line 1 partial 3-68

operation is expected between the vicinity of the airport and business district, the planned location of the MRT Line 1 depot is far from the section of this partial operation. Therefore, stabling and maintenance of trains are problems for the MRT Line 1 partial operation. Sharing of the depot of the MRT East-West Line can contribute to the implementation of the MRT Line 1 partial operation. There are three plans to accommodate the MRT Line 1 trains in the depot as follows: a)

From the start of operation of MRT East-West Line to when the 1st trains come around 2039, 22 train (6-car train) sets are accommodated in the depot which has a capacity of 36 trains (6-car train). If the length of train of MRT Line 1 is less or equal to 6-car train, 16 train sets can be stored in the depot in this period.

b)

If MRT Line 1 adopts 8-car train, a depot which adopts a layout of the ultimate stage and has a capacity of 36 trains (8-car train) is constructed in the construction period of phase 1 of MRT East-West Line 5N.

(8)

When the number of trains for partial operation of MRT Line 1 is more than 16 train sets or when the depot construction of MRT Line 1 is overdue, a layout which exceeds the capacity of the depot for ultimate stage is applied. When the transport service of Line 5N Phase 1 is started, 36 train sets of MRT Line 1 can be accommodated in the depot. Even if the number of train sets of MRT East-West Line is increased in future, at least 20 train sets of MRT Line 1 can be stored in this depot.Depot Layout

The maintenance tracks are planned so that train maintenance can be carried out for 8-car train. Since the MRT East-West Line has a lot of opportunity to add train, a space and exclusive track for train installation by trailer are prepared in the depot. Facilities shown in Table 3-32 below will be installed in each track.

Table 3-32 Ancillary Facilities of Tracks in the Depot

Outdoor

Track Storage tracks

Function Storage of the train

Train-wash lines

Washing the train

Wheel turning track

Making the worn and deformed wheel become smooth Storage of the maintenance vehicles Carrying of the vehicles conveyed by the trailer from the harbor

MV storage tracks Train installation track Test track Air blast track

In the MWS

Light maintenance track Heavy maintenance track

Test run for new delivered rains Test run after intermediate inspection or overhaul Cleaning the under floor equipment by blasting compressed air For monthly inspection and unscheduled maintenance For intermediate inspection and overhaul Source： METI Study Team

3-69

Ancillary Facilities Train crew access platform, Shed (roof) of storage tracks Automatic train washing machine, Platforms for manually washing Ground wheel lathe, Shed Maintenance vehicle shed Unloading area Catenary is not installed for crane operation. Straight track with length of 1,280 m Air blast machine Inspection deck on roof, Inspection pit Lifting jack or overhead travelling crane

Inspection Deck on Roof, Pit

Heavy Maintenance Track

Overhead Travelling Crane

Source： METI Study Team

Figure 3-57 Depot Layout (A) MRT Line 5N Phase 1 Construction Area

Area: 24.8 ha Storage capacity: 38 train sets (6-car train)

(B) Ultimate Stage (Depot for Whole Line Operation of the East-West Line) From MRT Line 5N Phase 1, 28 storage tracks, 2 train-wash lines, 1 shunting track and wheel turning track are extended for 8-car train. (Red colored tracks)

3-70

Area: 24.8 ha Storage capacity: 38 train sets (8-car train)

(C) Option: Storage Capacity Expanding Plan for Depot Shared Use with MRT Line 1 Compared with the ultimate stage, an additional land area of 1.6 ha is required. 20 storage tracks are extended and storage capacity for 20 trains is increased. (Red colored tracks)

Area: 26.4 ha Storage capacity: 58 train sets (8-car train)

Source： METI Study Team

3.2.9Railway System Plan (1)

Power Equipment

1) Power Receiving System In Bangladesh, in order that the electric power supply meets the demand, electrical infrastructure improvement such as installation of electric generating plant and improvement of electric power distribution network shall be undertaken. The electric power sector in Bangladesh is divided into three categories, i.e., power generation, power transmission, and power distribution. 3-71

The MRT East-West Line receives electric power from the power distribution company. Seven distribution companies exist in Bangladesh and the two companies of Dhaka Electric Supply Company Limited (DESCO) and Dhaka Power Distribution Company (DPDC) are distributing electric power to Dhaka. The MRT East-West Line is located in the area covered by DESCO. Figure 3-58 Demarcation of Distribution Companies

Bangladesh (Except area of REB) Note)

Dhaka (Except area of REB)

DESCO: DPDC: BPDP: WZPDC: NWZPDP: SZPDC: REB:

Dhaka Electric Supply Co. Ltd Dhaka Power Distribution Company Ltd Bangladesh Power Development Board West Zone Power Distribution Company Ltd North West Zone Power Distribution Company Ltd South Zone Power Distribution Company Ltd Rural Electrification Board (REB distributes electric power to the rural area of the whole country) Source: CRM Practices in the Electricity Distribution Sector in Bangladesh (LIRNEasia, March 2013)

Generally, there are two methods of power supply for railway system, namely: a)

The railway company receives electric power from the power distribution company at its respective traction substations directly.

b)

The railway company receives electric power from the power distribution company at its receiving substation and distributes electric power to the respective traction substations.

The former system is cheap compared with the latter system, and can respond flexibly to future extension. However, the former system requires that the electric power company has many suitable power lines and the power situation is stable. From the viewpoint of power situation in Dhaka, the MRT East-West Line applies the latter system. The power receiving method from DESCO shall take into account of the electric power system and its stability, and will be decided by further discussion with DESCO. Along the MRT Line 5N phase 1 route, DESCO has the substations at Mirpur and Bashundhara which is located at about 2 km north from Vatara.

3-72

2) Traction Substation The required electric power for the electric railway system consists of two categories. One is to operate the train, which is called the “electric power for train”. The other category is referred to as the “electric power for services”, which is required for the electromechanical equipment (lighting, ventilator, air conditioner, lift and escalator, office machinery) in the station, substation, and depot. In each traction substation, the electric power for train is transformed from 33 kV into DC 1,500 V and is supplied to the feeder lines. And the electric power for services is transformed into 6.6 kV and is supplied to the electric rooms in the station and depot by double system. Generally, the installation interval of the traction substation of the railway system of the DC 1,500 V is about 4~5 km. Since the route length of MRT Line 5N Phase 1 is about 16 km, three traction substations are installed in the Minpur 1 Station, Banani Station and Vatara station. And another traction substation is installed at the depot. 3) Transmission and Distribution Plan ・

An electric power supply adopts reliable double system. It has composition which can operate usually even if one system breaks down.

・

The receiving substation of the railway company constructed in the depot receives electric power of 132 kV 50 Hz by double system from the substation of DESCO. The receiving substation transforms electric power into 33 kV.

・

In the traction substations at Minpur 1 station, Banani Station, Vatara station, and depot, electric power for train and electric power for services are transformed into 1,500 V and 6.6 kV and supplied to the feeder lines and the electric rooms, respectively.

・

In the electric room, in order to distribute low voltage power to the electrical facilities in the station, AC 6.6 kV which is received from the high voltage line is transformed into 220 V and 440 V.

3-73

Figure 3-59 Transmission and Distribution Plan

Source： METI Study Team

4) Supervisory Control and Data Acquisition (SCADA) Centralized monitoring and supervision for the electric system is carried out at OCC through the installed SCADA system. SCADA system can monitor and supervise the equipment installed in the receiving substation, traction substations, and electric rooms by using the remote supervision and control system which is connected through the communication line. 5) Catenary System In accordance with the Technical Standards for the MRT in Bangladesh, a simple catenary system or a feeder messenger catenary system is adopted. Simple Catenary System Messenger

Feeder Messenger Catenary System Feeder Messenger Trolley wire

Trolley wire Feeder Line

Source： METI Study Team

3-74

Overhead Conductor Rail System

6) Regenerative Electric Power Storage Apparatus For the countermeasure against abeyance of the regenerative breaking system of the train, and by taking into consideration the electric power condition of Dhaka, installation of the regenerative electric power storage device is proposed. The regenerative power storage device has various types such as the one which uses a lithium-ion battery, an electric double layer capacitor (EDLC), and a nickel metal hydride battery. This apparatus can store the regeneration electric power of the surplus currently which was consumed as heat heretofore. And it can recycle electric power by emitting electric power at the needed time. Furthermore, it prevents regeneration loss, provides voltage drop compensation, and executes peak cut at transfer substations. 7) Power Receiving Capacity The basic units of electric power consumption of train of Japanese railway in 2013 are shown in Table 3-36 below. These Japanese railway companies are operating the energy conservation commuter trains which are similar to the proposed trains of the East-West Line in this Project. Basic unit of electric power consumption of train is calculated by dividing the electric power consumption (kWh) by car-running kilometer (car-km). Table 3-33 Examples of Basic Unit of Power Consumption of Train Basic Unit of Power Consumption Consumption by Train Running Railway company kwh/car-km 1000 kwh/year East Japan Railway Company Odakyu Electric Railway Co., Ltd. Keihin Electric Express Railway Co.,Ltd. TOBU RAILWAY CO., LTD. SAGAMI RAILWAY Co., Ltd. Tokyo Metro Co., Ltd. SEIBU RAILWAY Co., Ltd. Tokyu Corporation

1.75 1.75 1.81 1.92 1.92 1.96 1.97 2.02

2,760,000 302,246 208,000 n/a 90,220 565,000 337,795 289,082

Remarks Except Shinkansen

Source：2014 CSR Report or 2014 Environment Report of each company

a)

Basic Unit of Power Consumption of Train in the East-West Line

The basic unit of power consumption of train in the East-West line is assumed as 1.93 kWh/car-km. In the above table, in the case of Odakyu Electric Railway Co., Ltd., the energy conservation commuter train which has VVVF inverter and regenerative brake accounts for the large proportion of 97.5% of fleet in 2013. Since the trains of the East-West Line also adopt VVVF inverter and regenerative brake, it is expected that the basic unit of electric power consumption of the East-West Line can achieve 1.75 kWh/car-km of the same level as that of Odakyu Electric Railway Co., Ltd. However, in the case of the MRT East-West Line, the electric power consumption of auxiliary machines including air conditioner shall be increased by taking into account the differences of climate between Dhaka and Tokyo. When it is assumed that the electric power consumption of the auxiliary machine is 10% of the whole consumption of train and the workload of auxiliary machine in Dhaka is 200% of that of Tokyo, the basic unit of electric power consumption of the MRT East-West Line is calculated by the following formula: 3-75

Basic unit of electric power consumption of the MRT East-West Line = (1.75 x 10% x 200%) + (1.75 x (1-10%)) = 1.93 kWh/car-km b)

Power Demand of Station and Depot

In the case of an at-grade station which is equipped with facilities such as lighting, signaling, telecommunication, Automatic Fare Collection (AFC), and Platform Screen Door (PSD, the power demand is assumed to be 250 kW/station. The power demand of an elevated station is calculated at 350 kW/station by the addition of the lift and elevator (100 kW) to the at-grade station. The power demand of an underground station is calculated at 1,150 kW/station by the addition of the lift and elevator (100 kW), air conditioning (600 kW), and additional lighting (200 kW) to the at-grade station. The power demand of the depot is assumed to be 1,800 kW which includes the maintenance facility in the main workshop (1,000 kW), lighting and air conditioning of main workshop (500 kW), lighting in the depot area (300 kW), and others (100 kW). c)

Power Receiving Capacity

The surplus ratio of substation and power factor are assumed as 1.2 and 0.9, respectively. The required capacity of the receiving substation of MRT Line 5N Phase 1 in the future is calculated as 29.0 MVA (all elevated option) and 33.3 MVA (partial underground option). Table 3-34 Power for Traction Item Basic unit of power consumption (kWh/car-km) (including auxiliary machines) Route length (km) Train configuration (car/train) Headway in peak hour Number of train operation (trains/hour/direction) Running distance/hour (car-km/hour) Total maximum power per hour for traction (kWh) Instantaneous maximum power for traction (kW)

Year 2025 1.93 16.2 6 cars (4M2T) 3 min 50 s 15.6 3,033 5,853 12,166

Year 2055

2 min 30 5,832 11,256 19,979

Source： METI Study Team

Table 3-35 Receiving Capacity Year 2025 Route option

All Elevated

Power demand for station and depot (MW) Instantaneous maximum power for traction (MW) Instantaneous maximum power, total (MW) Required receiving substation capacity (MVA)

Year 2055 Partial Underground

6.0 12.2 18.2 24.2

Source： METI Study Team

3-76

9.2 12.2 21.4 28.5

All Elevated

6.0 20.0 26.0 34.6

Partial Underground

9.2 20.0 29.2 38.9

(2)

Signaling System 1)

Functions of Signaling System

The general functions of railway signaling system are shown in Table 3-36 below. Table 3-36 Functions of Railway Signaling System Function Prevention of a train collision Control of the train interval between stations

System Block system ATP: Automatic Train Protection

ATC: Automatic Train Control

Detection of the train

TD: Train Detector

Control of the route of the turnout

IL: Interlocking

Supervision of the train operation

ATS: Automatic Train Supervision

Automatic operation

ATO: Automatic Train Operation

train

Remarks Dividing a track into a certain section, and allowing only one train to go into the one section. It is related to the block system which keeps the safety distance between running trains. The block system includes a fixed block system and a moving block system. ATC has the function to show the allowable running speed of the train automatically according to an interval from a precedence train and conditions of a route, and to reduce a train speed in accordance with the signal. A continuous sensing system using the track circuit is being adopted for the existing railway. When the ATP with the moving block system is applied, train detection by communication-based train control (CBTC) is applicable. An interlocking system between the point and route is installed at the station and depot equipped with the point. It has the following functions: Supervision of the condition of train operation; Preparation and control of the train operation diagram; and Restoration of the train diagram in case the trains were disrupted. It is required when performing driver-only operation and driverless operation.

Source： METI Study Team

2)

Signaling System for the MRT East-West Line Table 3-37 Signaling System of MRT East-West Line

System ATP, ATC

Description The MRT East-West Line adopts ATP with the moving block system. When a driver ignores or misunderstands the signal or sign, ATP brings the brake into operation automatically if the train advances in defiance of danger, starts erroneously, or exceeds the speed limit. ATP is the system to check and control the train speed based on the speed condition information which is continuously directed in accordance with the location of a preceding train and the condition of railway section.

TD IL

As for the blocking system, CBTC which is a global trend in new route construction is proposed. Since ATP adopts CBTC, it is proposed that TD also adopts CBTC. In the station and depot which is equipped with the point machine, the interlocking system which interlocks the point machine and the route is installed. Route setting of the main line and the tracks in the depot is basically performed by remote control from an operation control device in OCC. The operation panel installed at each station and depot can be operated manually for the individual route setting in each station and depot. 3-77

ATS ATO On-board ATP for speed control

The MRT East-West Line adopts ATS. The MRT East-West Line adopts ATO with driver-only operation. On the approach tracks of the depot and the storage yard in the depot, the trains are operated manually since neither ATO nor CBTC is installed. (On-board ATP for speed control, train collision prevention, and overrun prevention are installed.) Manual train operation using wayside signal is adopted at the maintenance yard in the depot. Source： METI Study Team

(3)

Telecommunication System 1)

Functions of Telecommunication System Table 3-38 Functions of Railway Telecommunication System

Function Dispatching control Emergency protection Monitoring of passenger Information dissemination to the passenger

Distributing information from passenger Remote monitoring of the stations and depot Communication among related parties Common network service

System Radio communication system Passenger Information System (PIS) Passenger Address System (PAS) Passenger Information Display System (PIDS) Clock System Emergency call unit Interphone system Closed-circuit television (CCTV) system Telephone system Backbone Transmission Network (BTN)

Source： METI Study Team

2)

Telecommunication System for the MRT East-West Line Table 3-39 Telecommunication System of the MRT East-West Line

System Radio System CCTV System

PIS, PAS, PIDS

Clock System

Emergency Call Unit

Description In addition to the dispatch control between OCC and the train and the emergency protection communication from the train to OCC, communication between OCC and passenger is available. OCC staff can supervise the condition of station yard by CCTV supervision system. The monitoring cameras are installed at the station concourse, escalator exit, ticket window, and platform. The train driver checks the situation of the boarding and alighting of passengers with the image of the camera, and operates the door to close. In the depot, the cameras are focused on the draw-out track, storage tracks, train-wash line, and approach tracks. And the train movement in the depot is supervised in the depot control room. The video picture taken with the camera is digitized and recorded on a digital video recorder. PIDS is the visual display service which provides the information with regard to a train entering a platform and departure train, as well as the clock time and special announcement at each station. PIDS is installed in the platform area. The broadcasting of information regarding the train operation and emergency broadcasting are carried out from OCC to the passengers in the station yard and trains. The broadcast is performed with the voice or the recorded sound of an OCC staff to all or specific stations and trains. Also, manual broadcasting at each station can be performed. Clock is installed at OCC, mechanical rooms in the whole line, stations, and depot. A master clock which has high reliability and becomes the basis of other clocks in the station is installed in OCC. And other clocks are synchronized with this clock. The master clock is linked to the GPS system in order to get the correct updated information. By pushing the emergency call button equipped in the platform of the station, the emergency bells in OCC and the station will sound. The emergency call unit installed in the train shall enable talking with the train crew. 3-78

Interphone System Telephone System

The interphone system with which the passenger on the platform and station staff can talk is installed. Telephone system consists of a landline phone with PABX, a dispatch telephone, a wayside telephone, and an O&M telephone. The dispatch telephone is installed in OCC, each station, each substation, maintenance division, and the depot. As for the O&M telephone, which is the communication tool among OCC, depot, and maintenance staff, mobile phone is prepared. By using optical fiber cable and transmission terminal, BTN, which connects OCC, station, substation, and depot, is configured. In order to secure the redundancy as the core communication system, the ring network which is made by connecting the network terminals is adopted.

BTN

BTN is used for data transmission for CCTV, PA, PIDS, telephone system, signaling, telecommunication, and AFC. Source： METI Study Team

(4)

Automatic Fare Collection (AFC) 1)

Merit by Introduction

The AFC system consists of contactless IC card, contactless IC card handling system, ticket vending machine, automatic gate, ticket office machine, central server, network facilities, and cash handling equipment. By introducing the AFC system, work saving of station staff and minimizing the station area as well as preventing an illegal ride are expected. Moreover, the AFC system can manage fare revenue and collect the passenger utilization data which is helpful for improvement of transport service. According to the Technical Standards for the MRT in Bangladesh, the AFC system which is introduced in Dhaka is being requested as follows: AFC is a convenient system for passengers. -

To secure the mutual availability with the contactless IC cards which are used for the other public transport system in Dhaka.

-

To be designed by taking into account passengers’ safety and convenience, especially the aged, children, expectant mothers, and handicapped, into the design.

2)

General Outline of the System Table 3-40 General Outline of the System

System Ticket Media

Description Magnetic ticket and IC ticket, which the machine can read/write, are used. In recent years, contactless IC ticket, which has multiple functions, high security, and can quickly process ticket gate passage, became the mainstream. In the IC ticket system, IC card is used for seasonal pass and stored fare card while IC token is used for single journey ticket. Contactless IC media is used for railway AFC system. The contactless IC card used for railway AFC can be NFC Type A which carries IC chip of ISO/IEC14443 and NFC Type C which carries IC chip of ISO/IEC 18092.

Automatic Gate

Although both types have several versions in terms of the differences of data retention value and transmission speed, the security level of Type C is higher than that of Type A. As for the automatic gate for railway, there are three types, namely: flap door type, retractable type, and turnstile type. The processing speeds are 60 persons/min for the flap door type, 40 persons/min for the retractable type, and 30 persons/min for the turnstile type. 3-79

Ticket Vending Machine (TVM)

The retractable type has the highest prevention against illegal passenger followed by the turnstile type, and then the flap door type. However, when a passenger is caught by the door, the flap door type is the safest. TVM sells various kinds of railway tickets and charges the money to the IC card. TVM shall have the function to discriminate bank notes in order to detect and reject fake or unacceptable bank notes. Source： METI Study Team

Flap Door Type

Retractable Type

Turnstile Type

Source： METI Study Team

3)

AFC System for East-West Line

The Technical Standards for the MRT in Bangladesh describes the basic specifications of the ticket media, ticket vending machine, and automatic gate of AFC. The main items are summarized below. 【"Bangladesh MRT technical standards"(Abstract)】 a)

AFC System ・ The AFC system shall follow the standards of ISO/IEC15408 (information security valuation basis for development, manufacturing, and operation of security products and systems) or ISO/IEC14443 (which defines a means of communication by the international standard of small electric power IC technology (RFID)). ・ Every card shall be numbered uniquely.

b)

Contactless IC Card ・ Shape of contactless IC card shall be credit card size (85.6 mm x 53.98 mm). ・ Base material of the card shall be plastic. ・ Contactless IC card shall be powered by modulated radio frequency signal transmitted from read /write units of each AFC machine. Contactless IC card shall not have battery inside. ・ Data retention period shall be at least ten years under normal use. ・ Data transfer rate shall be at least 212 kbps. ・ Data retention shall be such that even when power supply to the card is interrupted while writing the card, the card shall assure data integrity by logically retaining the previous data.

c)

Ticket Vending Machine ・ The ticket vending machine shall accept bills and coins of Bangladesh. ・ The ticket vending machine shall detect and reject fake or unacceptable bills and coins. ・ The ticket vending machine shall have escrow function. ・ The ticket vending machine shall be able to give change back to the passengers. ・ Machines such as ticket vending machine shall be designed so that station staffs do not need to touch money, unless there are troubles such as when jamming occurs. 3-80

・ The ticket vending machine shall have the function to issue stored fare card, day ticket, and single journey ticket, to deposit the money to stored card, and to show the data inside card. ・ The ticket vending machine shall issue receipts upon passenger’s demand. ・ The ticket vending machine shall be able to handle at least four passengers per minute. d)

Automatic Gate ・ Installation of two types of automatic gates, namely, normal width and wide width, shall be considered. Wide-width gate shall be able to accommodate wheelchairs. ・ The automatic gate shall be able to pass at least 60 passengers per minute. ・ Automatic gate shall be of horizontally swinging flap door type. ・ Measures shall be taken to prevent an unauthorized person. ・ The gate status shall be indicated to passengers. Source: Bangladesh MRT technical standards (DTCA, JICA)

Table 3-41 AFC System for the MRT East-West Line System Ticket Media

Description Contactless IC media is applied.

Automatic Gate

As the same as MRT Line 6, ISO/IEC 18092 (Type C) is selected for IC card. Flap door type is selected in order to fulfil the processing speed requested by the technical standards.

Ticket Vending Machine (TVM)

Reader/writer of an automatic gate shall be multitype so that the media which includes any type of IC chip can be accepted. When ticket media is IC card, the fare shall be collected by the automatic gate from the amount of the deposited money in the ticket media. Among the bank notes of Bangladesh, most of the notes which will be used to purchase the train ticket is worn currency. It is difficult to discriminate worn bank notes by the machine. Since the ability requested by the technical standard cannot be fulfilled, TVM is not introduced and ticket media is sold at the ticket window through person-to-person selling. Source： METI Study Team

(5)

Platform Screen Door (PSD) 1)

Merit by Introduction

There are two types of PSD, namely, full-height PSD and half-height PSD. Full-height PSD

Half-height PSD

Source： METI Study Team

By introduction of PSD, the accident of passenger falling from the platform to the track can be prevented. Moreover, the accident of passenger touching the moving train at the platform edge is also prevented. Therefore, the number of station staff to secure the safety on the platform can be reduced. 3-81

In the case of underground station where the tunnel is not refrigerated, the full-height PSD can keep the air conditioning in the platform. Thus, the platform can be air-conditioned efficiently and economically by PSD. In the case of underground station where the train passes, the full-height PSD can protect passengers from train wind. 2)

Basin Concept of PSD for the MRT East-West Line

The half-height PSD is installed in the elevated station from the viewpoint of securing the safety on the platform. In the case of underground air conditioned station, full-height PSD is adopted to secure the safety of passengers and save the energy of air conditioning. The train configuration of the MRT East-West Line is 6-car train during MRT Line 5N Phase1 and 8-car train will be added in MRT Line 5N Phase 2. The train which has four doors per one side of car is being proposed. Allocation of PSD door shall conform to the number and position of the doors of the train. 3)

System Configuration of PSD

The PSD consists of the following systems: a)

Fixed barrier (wall) and movable barrier (wall)

b)

Entrance door for driver

c)

Control and monitoring system

d)

Safety system including sensor, alarm, and display

e)

Power supply system including uninterruptible power supply system

The PSD needs to have a combined function with the ATO, train antenna, and CCTV on the platform.

3.3 Outline of the Project Plan 3.3.1 Basic Policy for Determination of the Scope of the Project (1)

Basic Policy of Dhaka City and Outline Design

In the implementation of MRT Line 6, elevated structures for the whole line were accepted. The MRT Line 5N has been planned to build elevated viaducts like in MRT Line 6, and to cross the cantonment area between Kochukhet Station and Banani Station where many five-storey residential buildings, an 18-hole golf course, and sensitive facilities are compactly located. Demolition and land acquisition are required to construct viaduct structure for MRT Line 5N. The precedent report says that the area is so wide that there are no alternate routes to avoid it, and it is agreed by the Study Team. Therefore, an underground tunnel method has been envisaged to avoid land acquisition, demolition of residential buildings, and environmental issues. There are no experiences of shield tunnels and underground stations in Dhaka which may be far more expensive than the elevated viaducts. However, it becomes acceptable to adopt better plans based on the recent powerful economic growth even though they are costlier. At the mini workshop of this study, DTCA has curiously asked how large is the gap between the amount of all elevated option and partial underground option. 3-82

(2)

Comparative Study of All Elevated Option and Partial Underground Option

The Study Team presented the schematic drawing of shield tunnel and underground station to DTCA, and then compared the preliminary project costs between them as shown in Table 3-42. Table 3-42 Comparison of Cost Estimation Unit ：Million BDT（Bangladesh）

All Elevated Option

No Item

Partial Underground Option

km Km nos. LS

Amount MillionBDT /unit MillionBDT 41,311 16.8 1,206 20,267 0 0 12 1,024 12,291 1 8,753 8,753

2 Procurement of Equipment E & M system Rolling stock

LS LS

1 1

21,794 14,595

36,389 21,794 14,595

LS LS

1 1

37,015 22,420 14,595

3 Base cost for onstruction 3 Escalation cost 3 Physical Contingency

LS LS LS

1 1 1

77,700 27,361 5,252

77,700 27,361 5,252

LS LS LS

1 1 1

98,471 34,567 6,646

4 Consulting Services Base cost Escalation cost Physical Contingency

LS LS LS LS

1 1 1 1

5,774 1,436 356

7,566 5,774 1,436 356

LS LS LS LS

1 1 1 1

1 Civil Works Viaduct Tunnel Station Depot

Unit Q'ty Unit

5 Sub-total (3+4)

Unit Q'ty Unit MillionBDT /unit

km Km nos. LS

10.9 5.9 12 1

117,879

6 Local Administration cost Land acquisition Utiity diversion Administration cost Interests

LS LS LS LS

1 1 1 1

7 Price Escalation above 6

LS

1

8 Tax VAT (15%) Import tax

LS LS

1 1

28,913 1,407 2,672 117

17,678 8,280

9 Grand total (5+6+7+8)

1,200 2,600 2,399 9,610

3,086 760 15,966

Amount MillionBDT 61,456 12,251 14,955 25,498 8,753

9,807 7,445 1,896 467 149,492

33,108 28,913 1,407 2,672 117

LS LS LS LS

1 1 1 1

26,728 21,474 1,714 3,391 149

9,988

LS

1

8,048

25,958 17,678 8,280

LS LS

1 1

34,687 22,420 12,267

186,934

218,955

Source： METI Study Team

Although the all elevated option is more economical than the partial underground option, it was foreseen that there will be great difficulties in negotiating with the army to acquire the land in the cantonment area, demolish residential buildings, and manage the environmental issues. Therefore, both DTCA and the Study Team have agreed to adopt the partial underground option. DTCA deems it to be financially feasible and the Study Team 3-83

considers that it is more suitable for the Project to mobilize the technique, cooperation, and financial assistance from Japan for the tunnel method. The comparison of merits and demerits between the all elevated option and the partial underground option is shown in Table 3-43. In addition, full underground option was additionally assessed based on the request of DTCA. The results are complied in Appendix 4, including the cost estimate, construction plan, project implementation schedule, economic and financial analysis results. This is for reference only and the Study team recommends that the Partial-Underground option is the optimim scheme for MRT Line-5N, Phase-1. Table 3-43 Comparison between the All Elevated Option and Partial Underground Option Items All Elevated Contractor International contractor Techni Traffic All sections and stations cal Management 4 lanes ⇒2 lanes Transition Section None Viaduct structure and station on Environment (Landscape) Banani – Gulshan Road ・Depot ・Gas station Social ・Banani Cantonment (Land acquisition) ・Banani College Area ・Golf course Viaduct structures on the Cantonment issue cantonment area and golf course

○ △ ○ △

Partial Underground International contractor Only at the station area 4 lanes ⇒2 lanes 500 m×2 places No viaduct structure on Banani – Gulshan Road ・Depot ・Gas station

○ ×

Overall Evaluation

Depend on Cantonment Issue

△ Feasible

△ : possible, but there are some difficulties Source： METI Study Team

○

×: Impossible)

Figure 3-60 Comparison of Vertical Figures All elevated Dhaka

S7 Banani

Elevated S6 Kochukhet Express

S8 S9 Gulshan2 Notun Bazar

S10 Vatara

S11 Bara Kathaldia

S12 Beraid

16k590m

15k000m

12k270m

10k900m 11k020m

9k720m

8k500m

8k720m

6k900m

MRT1

5k900m

4k700m 4k840m

2k100m

3k400m

0k400m

MRT6

Partial Underground S5 S6 Mirpur14 Kochukhet Cantonment

S7 Banani

S8 Gulshan2

S10 Vatara

S11 Bara Kathaldia

S12 Beraid

Source： METI Study Team

3-84

16k590m

15k000m

9k720m

8k720m

7k080m

MRT１

5k840m

4k700m 4k840m

2k100m

3k400m

0k400m

MRT6

S9 Notun Bazar

12k965m

S4 Mirpur10

10k900m 11k 020m

S2 S3 S1 Dar-UsMirpur1 Gabtoli Salam

○

△ Pass through the underground ○ None

S5 Mirpur14

△

○

Experienced from MRT Line 6

S4 S2 Mirpur10 S3 S1 Dar-UsMirpur1 Gabtoli Salam

△

△

Institutional experience

(○: Possible

○

3.3.2 Specifications of the Applied Facilities The structures of the elevated and underground options are shown in Figure 3-61 below. Applied facilities do not have any effect on road traffic under both elevated and underground options. Regarding the elevated structure, two lanes are occupied at all sections during construction. On the other hand, regarding the underground structure, although two lanes are occupied at the station, there is no effect on road traffic at the other section thanks to the shield tunnel.

Figure 3-61 Applied Facilities of Elevated Option and Underground Option Viaduct Section

Elevated Station

Tunnel Section

Underground Station

25m

10~11m

7m (Min) 25m

15m

7m

3.0

1.0

3.0

1.0

Source： METI Study Team

3.3.3 Contents of the Proposed Project Route information and applied system are reproduced in Figure 3-62 below. Figure 3-62 Horizontal Alignment of the Project

Source： METI Study Team

3-85

21m

Table 3-44 Station Information

Source： METI Study Team

Table 3-45 Summary of Alignment and Applied System Item

Contents

Length

16.2 km (Elevated: 10.8 km, Underground: 5.4 km)

Number of Stations

12 (Elevated: 8, Underground: 4)

Depot Area

24.8 ha

Signal System

ATP, TD, IL, ATS, ATO

Telecommunication System

Radio System, CCTV system,

AFC

Magnetic ticket and IC ticket, flap door-type automatic gate Source： METI Study Team

3.3.4 Issues and Solution to Apply the Proposed Technology and System (1)

Shield Tunnel

Underground construction period is extended compared with viaduct construction. Application of the double shield machine, considering that tunnel construction is the critical path, is also considered in order to meet the early commercial operation because it is desired to open the line as earlier. However, Banani Cantonment exists at the tunnel section. Furthermore, although shaft should be prepared for the shield machine installation, it is unclear where to find it. It is a quite sensitive issue; therefore, the details should be discussed in the next feasibility study stage. (2)

Traffic Management during Construction of Underground Station

In general, road is open for the construction of the underground station, and the station width will be occupied on the road for the construction. The western side of Gulshan 2 Station, which is the narrowest section in this study, 3-86

is 20 m wide, and the station width is also 20 m. Therefore, road is completely blocked during construction, if no appropriate construction method is taken into account. In fact, it would be a big problem to block the road, which is the center of the office area of Dhaka. Considering the chronic traffic congestion in the area, half of the station should be completed first without completely closing the road. After that, road decking panel will cover the completed part. Traffic can pass through it, therefore it can contribute to traffic management. (3)

About the anti-inundation measures of the transition section and the underground station

In cases that flood and local severe rain occur, the serious damage to affect a human life may occur, besides paralysis of traffic by the flood from the opening of a subway. As the opening of subway, there are pithead of transition section, station entrance, and ventilation opening. And the following is mentioned as main anti-inundation measures. 

Pithead of transition section => Installation of flood wall or pithead gate for anti-inundation



Station entrance => Mount-up of station entrance, installation of water shut plate or watertight door



Ventilation opening => Installation of flood prevention machine, installation of the ventilating tower which has an opening in high position Figure 3-63 Anti- inundation measures Anti-inundation measures for pithead of transition section

Pithead gate for anti-inundation Flood wall Anti-inundation measures for station entrance

3-87

Water shut plate Mount-up of station entrance, watertight door Anti-inundation measures for ventilation opening

Flood prevention machine Ventilation tower Source: METI Study Team based on the data of Tokyo Metro

(4)

Coordination with Other Projects

Total coordination of transport project is poor, but many projects are ongoing in parallel including this Project. Flyover is now constructed in DMA without coordination, so overlapping with other flyover at the road space above usually happens. Original planning does not go well. Regarding the crossing section at Natun Bazar, which is the junction station between MRT Line 1 and MRT Line 5, for example, the vertical alignment of MRT Line 1 is underground. In addition, MRT Line 1 is the priority line in RSTP. Therefore, the vertical alignment of the East-West Line will pass under the MRT Line 1. However, if vertical alignment of MRT Line 1 becomes an elevated structure at this section, the alignment of MRT Line 5 will be revised again and there is an effect on cost estimation. In this case, the total project cost will decrease because depth will be shallow. But the worse case may happen in other projects without coordination. Accordingly, it is important to properly coordinate with RSTP and to collect information.

3-88

Chapter4 Evaluation of Environmental and Social Impacts

4.1

Analysis on the Environmental and Social Impact

The current situation regarding the environment and social aspects of the Project is briefly described below. Geology and Soils Dhaka lies in the extreme south of the Madhupur Tract, which is situated in the central-eastern part of Bangladesh. The planning area is covered mainly by the Pleistocene Madhupur Clay, a yellowish brown to highly oxidized reddish brown silty clay, and by Holocene sediments in the south, west, and east, which is made up of alluvial silt and clay, and marshy clay and peat. Earthquake Risk Dhaka City falls in seismic zone II based on the seismic zoning map of Bangladesh as show in Figure 4-1. It is classified as being on the upper end of the scale for moderate risk. Significant damaging past earthquakes has occurred in and around Bangladesh, and damaging earthquakes of moderate magnitude occur every few years. Faults and lineaments that have occurred due to tectonic movements appear along the edge of the Dhaka Terrace on the east, trending south-west, and along the Tongi Khal in Tongi-Uttara-Uttar Khan area, trending east-west. Figure 4-1 Seismic Zoning Map

Z= design coeficient

Source: Bangladesh National Building Code

4-1

Subsidence According to Higgins (InSAR measurements of compaction and subsidence in the Ganges-Brahmaputra Delta, Bangladesh, Stephanie Higgins, University of Colorado Boulder, CSDMS meeting of 2014), land subsidence in Dhaka occurs at the rate of 0 to > 10 mm/yr, and is likely related to groundwater abstraction. Variations in the rate of subsidence correspond to local variations in shallow subsurface sediments. According to some surveyed data (Updated Environmental Impact Assessment (EIA) of MRT Line 6, 2015), subsidence rates in the order of 2-4 mm/yr are typical in the Project area. Groundwater The total groundwater abstraction from licensed production wells operated by the Dhaka Water Supply and Sewerage Authority (DWASA) and private (mainly industrial) operators is around 700 million cubic meters (MCM) per year. In addition to DWASA tube wells, there are more than 1,000 privately managed deep tube wells that are primarily unlicensed and for which no abstraction data are available. Some deep tube wells reach greater than 400 m. Groundwater levels throughout the city have fallen drastically over the last 15-20 years. Data tabulated by Zahid et al. (Excessive Withdrawal of Groundwater for Urban Demand of Dhaka City: Emergency Measures Needs to be Implemented to Protect the Aquifer, Anwar Zahid, M Qumrul Hassan, M Abdul Karim and M Ashraful Islam, Ground Water Hydrology, Bangladesh Water Development Board, undated) indicated that groundwater levels have fallen from 23 to 47 m in three areas of the city from 1980 to 2007. Groundwater quality data as reported in the updated EIA of MRT Line 6, 2015, shows the following:  

High arsenic level in some shallow well Deep well water seems very fresh

Drainage A generalized drainage map for Dhaka is shown in Figure 4-2. This map shows the main drainage channels for the Project area as follows:    

Drainage is not yet fully developed in the north and east side. The section from Pallabi to Mirpur is drained through the Digun Khal (Rupnagar) and the water flows north and is discharged through the same pump station to the Turag River. The section of the MRT Line 5 alignment near Mirpur drains through the Kallyanpur Khal and into the Buriganga through the Kallyanpur Khal Pump Station. Begum Bhari Khal drains the area in the vicinity of Sonargaon and Shahbagh toward the east to the Shityalakya River.

4-2

Figure 4-2 Drainage System of Dhaka City (DWASA)

Source: DWASA

Surface Water Quality The surface water quality (except rivers) in Dhaka City shows many pollutants according to the Updated EIA of MRT Line 6, 2015.   



Dissolved oxygen (DO) is generally high, near saturation, in all the lakes, but near zero in the khals. pH in the lakes is neutral to slightly alkaline, depending on the season; whereas it is slightly acidic in the khals, approaching the pH lower limit of the Department of Environment (DOE). Conductivity and total dissolved solids (TDS) are consistently low in the lake water. The khal contains twice the amount of TDS, and conductivity is two times higher than the average of all lake samples. These are indicators of inorganic salts present in water from human activity, which are not generally present in the lake samples. Chemical oxygen demand (COD), total suspended solids (TSS), turbidity, and coliform bacteria are high in the lake samples during the dry period, but are reduced significantly in the wet season.

The following Figure 4-3 shows the water quality hot spots of Dhaka City. 4-3

Figure 4-3 Water Quality Hotspots in Surface Waters around Dhaka

Source: The Buriganga - Turag - Stitalakya - Balu River Rehabilitation Strategy

General Weather Conditions Dhaka experiences a hot, wet, and humid tropical climate. The city is within the monsoon climate zone, with an annual average temperature of 25 °C (77 °F) and monthly mean temperature varying between 18 °C (64 °F) in January and 29 °C (84 °F) in August. Nearly 80% of the annual average rainfall of 1,854 mm (73 in) occurs between May and September. 4-4

Air Quality Air quality is measured directly as suspended particulate matter as total SPM and PM10, the fraction smaller than 10 µm, nitrous oxides (NOx), sulfur oxides (SOx), carbon monoxide (CO), and lead (Pb). DOE sets ambient standards for four of these pollutant parameters as shown in Table 4-1. Table 4-1 DOE Ambient Air Standards (µg/m3) Land Use Category

SPM

SO2

CO

NOx

a. Industrial and mixed

500

120

5000

100

b. Commercial and mixed

400

100

5000

100

c. Residential and rural

200

80

2000

80

d. Sensitive

100

30

1000

30

Source: METI Study Team

According to the Updated EIA of MRT Line 6, 2015, for pollutants that have specific limits set by DOE (SPM, CO, NOx, and SO2): 

   

All but one (92% of total 12 sampling points) of the monitoring locations produced daytime SPM values in excess of the residential standard, and six locations (50%) exceeded the standard for commercial and mixed land uses. Nighttime values are within the limit set by DOE for commercial and mixed land uses. The DOE NOx standard for commercial and mixed land uses was exceeded in eight out of 12 samples (66%) for both day and night values. The CO standard for commercial and mixed land uses was exceeded in seven out of 12 samples (58%) taken during daytime hours, and in six out of 12 samples (50%) taken at night. SO2 is generally within the limits set by DOE, with none of the monitoring results exceeding the residential standard. Daytime SO2 levels are generally 66% higher than nighttime levels. Air quality is better during the rainy season (second data set), with values typically 50-70% lower than the dry season results.

Noise Level Noise is measured in weighted decibel units, typically in 10-minute averages, but may also be in 1-hour, or day-night (24-hour) averages. DOE ambient noise criteria are shown in Table 4-2.

4-5

Table 4-2 DOE Ambient Noise Standard (dBA) Category

Day

Night

a.

Silent zone

45

35

b.

Residential area

50

40

c.

Mixed area

60

50

d.

Commercial area

70

60

e.

Industrial area

75

70

Source: METI Study Team

In general, Dhaka is a noisy city, at least along the roadside. According to the Updated EIA of MRT Line 6, 2015, only six locations out of the 40 measured sites have a noise level of less than 60 dB. On the other hand, there were 26 locations where noise levels exceeded 70 dB. In Mirpur 10, noise level is 70.7 dB, while it is 72.7 dB in Shahbagh. Protected Areas The DOE designation of an Ecologically Critical Area (ECA) is intended to identify an environmental protection zone.

There is no protected area or ECA within or near the Project area.

Flora and Fauna Because Dhaka City is urbanized, there are few natural forest areas remaining. Still, the vegetation of Dhaka City has a variety of indigenous and exotic species especially in parks and gardens. Although there are varieties of mammals and birds existing in Dhaka, none of them are endangered or protected. Land Use Dhaka City’s growth is moderated and directed according to land use classification and zoning set up by the Capital Development Authority (Rajdhani Unnayan Kartripakkha: RAJUK). RAJUK publishes land use map referred to as “Comprehensive Detailed Area Plan on RS Mauza [base] Map” which both fixes and designates land uses.

The current Dhaka Metropolitan Development Plan (DMDP) was prepared in 1997 for the period

1995 to 2015. However, the new DMDP for 2015 to 2035 is now under preparation. A draft version is available from July 2015. The newly proposed land use map is shown in Figure 4-4 below.

4-6

Figure 4-4 Proposed Land Use Map of RAJUK

Source: RAJUK

Transport Assets Growth of transport vehicles is shown in Table 4-3. Overall growth of passenger vehicles is 49% over the last five 4-7

years. Recurring growth is gradually falling from 13% to 3.3%, which shows that the saturation level (0% growth) may be reached in the next five years. Congestion on roads and lack of road space for driving and parking will force people not to buy more vehicles. Motorcycles (76.4% growth over the last five years) will supersede cars and other 4-wheelers soon. Many old buses and mini buses are operating on the roads and cause air pollution. They are planned to be replaced in phases. Growth in the public transportation system is not high. Growth of goods vehicles is very high. In the last five years, their combined growth is 177%. The number of trucks has increased 2.5 times over the last five years. While the increase in freight traffic is a sign of prosperity, maintenance of the national and regional highways needs to be improved, and development of new regional roads is needed to cope with the challenges of growing freight traffic. Table 4-3 Growth in Number of Motor Vehicles Type of Vehicles

Up to 2009

2010

2011

2012

2013

May-14

Number of Public Transport Vehicles Car/Jeep/Taxi

197,660

218,535

231,708

241,179

251,521

258,019

15,552

16,783

18,284

19,502

20,473

20,967

Mini Bus

9,341

9,490

9,629

9,732

9,815

9,846

Micro bus

40,503

46,202

49,742

52,385

54,612

56,245

Motorcycle

179,383

210,081

244,789

277,599

303,930

316,370

Auto Tempo

1,659

1,662

1,663

1,663

1,663

1,663

Auto Rickshaw

7,612

7,664

7,775

7,835

7,837

7,868

451,710

510,417

563,590

609,895

649,851

670,978

13.0%

10.4%

8.2%

6.6%

3.3%

13%

25%

35%

44%

49%

Bus

Total Recurring Growth Cumulative Growth

Number of Goods Vehicles LGV

30,557

39,979

50,463

57,637

65,780

70,510

Truck

22,299

26,922

68,972

71,796

75,318

78,599

Tanker

719

817

969

1,059

1,195

1,277

4-8

Type of Vehicles

Up to 2009

2010

2011

2012

2013

May-14

Other Types

9,152

12,224

16,590

19,573

22,135

23,315

Total

62,727

79,942

136,994

150,065

164,428

173,701

27.4%

71.4%

9.5%

9.6%

5.6%

27%

118%

139%

162%

177%

Recurring Growth Cumulative Growth

Source: BRTA

4.2

Environmental Improvement Effects by the Project

The Project will mainly and significantly contribute in reducing the travel time and also vehicle operation cost. In turn, this will help in reducing traffic congestion. There are a number of environmental benefits associated with the Project. These are briefly explained below. Positive Impacts: Green House Gas Reduction The Project mitigates climate change by bringing about a reduction in greenhouse gas emissions in comparison with a base case scenario without the Project. The estimate of emissions reduction due to the Project is based on reduction of polluting cars operation. Positive Impacts: Air Quality Improvement As the car and bus operations will be reduced due to modal shift, the emission of CO, SOx and NOx will also be reduced.

4.3

Project Influence on Environmental and Social Sectors

4.3.1 No Build Alternative The Project is considered within the framework of the Revised Strategic Transport Plan (RSTP) of 2015 through a series of planning decisions. The RSTP is a long-term plan for the target horizon of 2035. The MRT Line 5 is the only east-west connection among the seven proposed and ongoing MRT and BRT lines. A “No Build Alternative” is simply not acceptable as without this MRT Line 5, no effective network can be realized. In the economic analysis of this Study, it was mentioned that with the implementation of MRT Line 5, the travel speed will increase from 10 km/h to 35 km/h. Also, it was found that yearly economic benefit from MRT Line 5 will be around BDT 20 billion/year. It was also confirmed that the Project is economically viable.

4-9

Based on the above discussion, it can be concluded that “No Build Alternative” is far less logical than the implementation of MRT Line 5. 4.3.2 Anticipated Environmental Impacts Environmental assessment involves weighing the likelihood of an event and the magnitude of its impact on an affected resource. Environmental impacts can be minimized in the planning and design of the Project, and mitigation measures can be applied during construction and operation phases. A detailed impact assessment of the MRT Line 5 Project is expected to be carried out in the later stage of the Project during a full-scale feasibility study. In this Study, anticipated impacts are briefly discussed. Noise Noise issues during the construction phase are significant, in particular during depot land development, while noise emissions during operation are less significant. Construction of foundations and piers, and erection of precast viaduct sections, will generate moderate noise. On the other hand, construction of underground section will not generate any noise at the ground level. Noise levels during construction along the alignment are not expected to exceed the adopted standard. Nonetheless, it might be exceeded at times. The following mitigation measures are proposed to reduce noise impacts from construction:       

Use heavy equipment with built-in noise abatement, especially pavement breakers, crawler cranes, excavators, and concrete cutters; Construct temporary noise barriers between noisy activities and noise-sensitive receivers; Place equipment on construction and casting yards as far away from noise-sensitive sites as possible; Construct walled enclosures around especially noisy activities or clusters of noisy equipment; Combine noisy operations to occur in the same time period, if possible; Avoid nighttime activities where there is sensitivity to noise, such as hospitals; and Provide noise-dampened equipment such as quiet and enclosed air compressors and properly working mufflers on all engines.

The noise from train operation depends on track type, rail curvature, track structure, and speed. The transit noises generated by MRT Line 6 for ballast less track, and with 2 m parapet, are 62.4 dB for train speed of 45 km/h at radius of 160 m and 57.9 dB for train speed of 95 km/h at radius of more than 500 m. Thus, it can be stated that noise is not an issue for straight sections, but it is more than 60 dB (mixed area daytime DOE limit) for curved sections. However, by placing noise- and vibration-proof track like Mass Spring System (MSS), it is possible to reduce the generated noise by 3 to 5 dB. Thus, it can be said that transit noise can be managed with the proper arrangements. For underground section, there is no issue of noise both during construction and operation phases. Vibration: Vibration is measured in Vibration decibels (VdB) and in Peak Particle Velocity (PPV, mm/sec). It may be noted that there is currently no vibration-related standards in Bangladesh. 4-10

Vibration during operation is not a significant issue; vibration will be at the higher side at curve sections, but this can be mitigated by introducing noise- and vibration-proof tracks like MSS. On the other hand, normal construction equipment does not cause severe vibration except for sand compaction or dynamic compaction equipment. At this stage of the Project, it is not certain which equipment will be used. Hence, it is suggested that this should be investigated in more detail in the feasibility study stage of the Project. For underground section, there is no issue of vibration both during construction and operation phases. Air Quality Air emissions can be generated during construction of the viaduct and stations by equipment operations and entrainment of dust along roadways near construction sites, yards, and haul routes. Operation of the transit system and stations do not generate air pollution. Air quality impacts associated with construction activities should be minimized by the following measures:     

Spray water at work sites and on unpaved surfaces within fabrication yards; Cover and/or wet down materials onsite; Loads will be covered during transportation of loose sand, aggregate, and spoil materials by truck; Provide washing facilities at the gates of casting yards and materials storage sites, if necessary, to remove mud from wheels and undercarriages; and Provide certification that construction equipment brought onto the job complies with exhaust emissions standards, and assure equipment is properly maintained.

Traffic Congestion Although traffic congestion can be significant during operations in the vicinity of stations, it is more significant during construction of viaduct and overhead station as well as underground station construction (as those are constructed using open cut method). Traffic congestion in construction zones can be addressed through proper traffic management planning such as:     

Reducing demand by promoting the use of public transportation; Restrictions on rickshaws entering the main thoroughfares; Debottlenecking of traffic flow at key intersections; Partial restrictions on roadside parking and loading at peak traffic periods; and Diversion of private and bus traffic around the construction zones.

For underground section, there is no issue of traffic congestion for tunnel construction. Drainage and Water Quality This impact is mainly associated with the construction phase. Drainage design is aimed at preventing standing water and flooding in the vicinity of work sites by providing positive drainage to the point of outfall. Poor water quality at the point of discharge or open water can affect public health and aquatic ecosystems. The main impact during construction is due to suspended solids entrained in runoff that can soil surfaces and clog drainage systems. However, with proper drainage plan, this impact can be minimized easily. 4-11

Visual Impact The elevated portion including viaduct and stations can have some visual impact. However, it is very subjective and can be minimized by introducing motifs and colors to blend the imposing structures into its surroundings. For the underground section, there is no issue of visual impact during construction and operation phases. Other Negative Impacts There are possibilities of some other impacts at insignificant level such as groundwater, solid waste, tree cutting, and occupational health. Impacts from these can be mitigated easily. 4.3.3 Land Acquisition (1) General Condition In the earlier chapters, it was explained that the north route of MRT Line 5 (Line 5N) will be considered as priority route of MRT Line 5, while within this MRT Line 5N, Phase 1 is marked as the section between Gabtoli and Beraid for immediate implementation. This section passes through the congested areas including cantonment area. Various types of options are considered including partial underground at the central portion. A very rough assessment is carried out for the land requirement and estimation of the market value. In general, for straight portion of the alignment, there is no need for land acquisition as the viaduct will be placed at the center of the road. The expected width of viaduct is about 10 m and most of the alignment will pass through roads much wider than 10 m. Impact, however, arises from the curve section, as the minimum allowable curve radius is 200 m. Stations are proposed in such a way that there should not be any land requirement. It is to be noted that, entry/exit from the elevated stations might need some minor land requirement, which can also be confirmed during the detailed design stage. Three elevated options are considered for passing through the cantonment area. A separate land acquisition cost is estimated for each of the alternatives. However, it is to be noted that apart from this section, there are land acquisition required at other locations of the alignment. Also, costs for depot are estimated. In addition, as for reference, a brief estimate of the land acquisition has also been made for the south route of MRT Line 5 (Line 5S) as well. (2) Between Gabtoli and Mirpur 1 The RSTP Team proposed the alignment to follow Dar-Us-salam Road as shown below (yellow line). However, alternate analysis was carried out for Mazar Road (green line).

4-12

Figure 4-5 Alignment of Mazar Road and Dar-Us-Salam Road

Source: METI Study Team

In both cases, there would be land acquisition. However, as Mazar Road is very narrow (average road width is only 13 m), a large number of buildings need to be demolished at the station site as shown below. Figure 4-6 Buildings along Mazar Road (Station) where Land Acquisition is Required

Source: METI Study Team

4-13

The demolition of buildings in the southern and northern ends of the road will also be massive, as respectively shown below. Figure 4-7 Buildings along Mazar Road (Southern Part) where Land Acquisition is Required

Source: METI Study Team

Figure 4-8 Buildings along Mazar Road (Northern Part) where Land Acquisition is Required

Source: METI Study Team

4-14

On the other hand, for the yellow line, land acquisition is required only in the southern end as shown below. Here, Purbachal CNG Station and CNG Conversion Factory will be affected along with some tin shade structures. Figure 4-9 Buildings along Dar-Us-Salam Road (Southern Part) where Land Acquisition is Required

Source: METI Study Team

The comparison shown below concluded that Dar-Us-Salam Road is recommended. Table 4-4 Comparison Between Mazar Road and Dar-Us-Salam Road Mazar Road

Dar-Us-Salam Road

Average road width

13 m

35 m

Station

Requires a lot of land acquisition and

No land acquisition

building demolition Viaduct

Construction will be difficult

Less construction problem

Aesthetics/ Landscape

Will be severely affected

Will be moderately affected

Ridership catering

A large number of potential riders will face

More suitable for large number

difficulty to access

of potential riders

Source: METI Study Team

4-15

For Dar-Us-Salam option, there will be a land requirement of around 2,500 m2 at the gas station. The estimated cost of compensation is around BDT 5,610 million. (3) Cantonment Area For the elevated viaduct, three options are considered for the cantonment area as shown below, namely: (a) yellow line through Banani Defense Officers Housing Society (DOHS), (b) green line through the golf course, and (c) blue line through the existing road. Figure 4-10 Alignment in Cantonment Area

Source: METI Study Team

Yellow Route The yellow route passes through the Banani DOHS, where the road width is only 9 m, so the entire one side of the block has to be removed. In addition, there are few demolition work required between Kochukhet and Banani DOHS.

4-16

Figure 4-11 Buildings where Land Acquisition is Required (Yellow Line)

Source: METI Study Team

For this option, the total compensation is BDT 9,530 million. The breakdown is as follows: 1. Between Kochukhet and Banani DOHS a.

Land required: 15,000 m2

b. Building damage: few tin shed buildings c.

Passes through the residence of the Chief of Army Staff

d. Approximate cost: BDT 1,580 million 2. Within Banani DOHS a.

Land required: 5,000 m2

b. Building damage: 13 6-storey buildings and one mosque (entire one side of the road) c.

Approximate cost: BDT 7,950 million

Green Route The green route passes through the golf course as well as Banani intersection, where there are some universities.

4-17

Figure 4-12 Buildings where Land Acquisition is Required (Green Line)

Source: METI Study Team

For this option, the total compensation is BDT 7,070 million. The breakdown is as follows: 1. Land in Cantonment a.

Land required: 23,000 m2

b. Building damage: few tin shed buildings c.

Passes through the residence of the Chief of Army Staff and army golf course

d. Approximate cost: BDT 2,420 million 2. Banani Intersection a.

Land required: 3,000 m2

b. Building damage: 2 universities, 1 bank, 1 8-storey and 3 small buildings c.

Approximate cost: BDT 4,650 million 4-18

Blue Route The blue route passes through the existing road but needs a lot of land acquisition. Figure 4-13 Buildings where Land Acquisition is Required (Blue Line)

4-19

Source: METI Study Team

For this option, the total compensation is BDT 6,545 million. The breakdown is as follows: 1. Banani Intersection a.

Land required: 2,200 m2

b. Building damage: UAE market, 10-storey buildings and others c.

Approximate cost: BDT 5,035 million

2. Garison Intersection a.

Land required: 1,400 m2

b. Building damage: one garments factory c.

Approximate cost: BDT 900 million

3. Kachukhet Intersection a.

Land required: 2,000 m2

b. Building damage: about 15 shops c.

Approximate cost: BDT 340 million

4. At Kachukhet – Mirpur 14 Intersection, a.

Land required: 2,200 m2

b. Building damage: Two 6-storey government quarters c.

Approximate cost: BDT 270 million

4-20

(4) Comparison among Three Elevated Options within Cantonment Area As explained in the earlier sections, the land acquisition and compensation costs for the three elevated alternatives within the cantonment area are as follows:   

Yellow route Green route Blue route

BDT 9,530 million = JPY 15.2 billion BDT 7,070 million = JPY 11.3 billion BDT 6,545 million = JPY 10.5 billion

Although it seems that the Blue Route is the cheapest in terms of land and compensation, the construction cost would be different as the length of the alternative routes are different. The comparison table is shown below: Table 4-5 Cost Comparison Among Three Routes in the Cantonment Yellow (Center)

Green (North)

Blue (South)

Land/ Compensation Cost

BDT 9.5 billion

BDT 7 billion

BDT 6.5 billion

Length

1.2 km

1.35 km

2.0 km

Construction Cost

BDT 1.3 billion

BDT 1.6 billion

BDT 2.3 billion

Total Cost

BDT 11 billion

BDT 8.7 billion

BDT 8.9 billion

Source: METI Study Team

Thus, it can be said that the Green Route (north, through the golf course) is the cheapest among the three elevated alternatives. (5) Underground Option In case of underground option, there will be no land requirement within the cantonment area. However, the construction cost would be different. It may be noted here that land acquisition will still be required at the technical intersection even for the underground option. As explained in Section 4.3.2, the estimated compensation cost is BDT 5.6 billion. The comparison of civil construction cost and land/compensation cost for elevated and underground is shown below. For underground option, the Yellow Route (underground) will be used, while for all elevated portion the Green Route will be used. Table 4-6 Cost Comparison Between All Elevated and Partial Underground Item

All Elevated

Partial Underground

Viaduct

BDT 17 billion

BDT 8.9 billion

Tunnel

0

BDT 1.5 billion

Station

BDT 11.2 billion

BDT 20.7 billion

Land/Compensation (Technical Intersection)

BDT 5.6 billion

BDT 5.6 billion

4-21

Land/Compensation (Cantonment Area)

BDT 7 billion

0

Total of Civil and Land Acquisition Only

BDT 44.1 billion

BDT 50.8 billion

Source: METI Study Team

Although the partial underground does not require land acquisition at the cantonment area, the combined cost would be higher. (6) Depot Area As explained in the previous chapters, the land requirement for the depot is about 24 ha. Depot could be located anywhere in the line. For MRT Line 5N, investigations were made at the end of the route, namely, at the end of Gabtoli and end of Beraid. It was found that land availability at the Gabtoli end is rather limited and price is high. Thus, it is proposed to establish the depot at the Beraid end, on the eastern side of Balu River As shown in the following Figure 4-14, after about 1 km from Beraid Station towards east, there are empty lands on both sides of the proposed alignment. There are enough areas to locate a 24 ha depot on either side. As the northern side is now developed for future housing area, the depot is proposed on the southern side on mostly uninhabited area. Figure 4-14 Proposed Depot Area

It may be noted here that RAJUK is now preparing a future land use plan for 2016 to 2035, which is expected to be released in early 2016. As shown in Figures 4-4 and 4-15, the proposed depot area at the east side of the Balu River may be identified as conservation area, which would not be allowed for any development activities for the 4-22

next 20 years.

The land use map is revised every 20 years by RAJUK taking into accont the land development

and natural environmental conservation needs.

The land development needs should be properly assessed for the

finalization of land use plan for the next 20 years.

Thus, it is recommended that DTCA/DMTC shall submit

application for the land development at the east bank of Balu River as Depot Area of MRT Line 5N for the concerned agencies to assess the needs of land development and conservation.

It is also required that the further

detailed investigation for the depot area should be conducted in technical, environmental and social viewpoints in the next detailed feasibility study stage. From the land availability aspect, it can be said that land for depot area (around 24 ha) is possible to secure at anywhere between the Beraid and the proposed Vatara station at any side of the road. Although the initial investment cost and operation cost might be less for a depot location close to Vatara station, a depot location just by the bank of the Balu river can initiate “Transit oriented development” in these currently sparsely populated area. At this stage of the Study, it is not possible to finalize the exact depot location in the absence of topo survey and basic geotechnical investigation. For the purpose of this Study, depot location is propsed as mentioned above. It is expected that the depot location will be finalized at the full feasibility study stage with results of topo and geo investigation. Figure 4-15 Land Use Plan Map of RAJUK

Proposed  Depot Area

Source: RAJUK

(7) Supplementary Study on the Southern Route of MRT Line 5 (Line 5S) It was explained in the earlier chapters that RSTP proposed MRT Line 5 to have two loops, a part of the northern loop has been considered as priority project and subject to this METI Study. However, as future reference, this Study investigated the land acquisition requirement for the southern loop also. The southern loop runs from Gabtoli to Aftab Nagar as shown in the following Figure 4-16.

4-23

Figure 4-16 Alignment of South Route

Source: METI Study Team

Near the Panthapath Dhanmondi Intersection: When the line turns from the Mirpur Road (Dhanmondi) to Panthapath, land acquisition is required at that intersection. The expected land requirement is about 1,500 m2 and will require the removal of New Model School and College. Approximate cost is about BDT 350 million. Figure 4-17 Buildings where Land Acquisition is Required (Intersection of Panther Pass and Dhanmondi)

Source: METI Study Team

Entrance of Aftab Nagar: When the alignment enters into Aftab Nagar from the Hatirjheel area, land will be required, where currently a DWASA building is located. The expected land requirement is about 15,000 m2 and will require removal of the DWASA building. Approximate cost is BDT 1,590 million.

4-24

Figure 4-18 Buildings where Land Acquisition is Required (Entrance of Aftab Nagar)

Source: METI Study Team

Therefore, the land acquisition-related cost compensation for the southern loop of MRT Line 5 is about BDT 1,940 million. In case a depot of about 30 ha is considered at the Aftab Nagar end, the depot land cost can be about BDT 18,200 million. The possible depot location is shown in the following Figure 4-19. Figure 4-19 Possible Depot Area

Source: METI Study Team

4.4

Outline of Related Laws and Regulations on Environmental and

Social Considerations 4.4.1 Environmental Impact Assessment (EIA) The Bangladesh National Environmental Policy, approved in May 1992, sets out the basic framework for environmental protection together with a set of broad sector guidelines. The policy states that an Environmental Impact Assessment (EIA) should be conducted before any large-scale transport development project is undertaken. The Environmental Conservation Act (ECA), 1995 (and its subsequent amendments in 2000 and 2002) sets the establishment of the Department of Environment (DOE), among others. This Act also empowered DOE to do the 4-25

following:     

Declaration of Ecologically Critical Areas Requirement of obtaining Environmental Clearance Certificate (ECC) for any project. Regulation with respect to vehicles emitting harmful smoke into the environment. Promulgation of standards for air, water, and noise quality for different land uses and purposes. Promulgation of acceptable limits for discharging and emitting wastewater.

Environment Conservation Rules, 1997 (and its subsequent amendments in 2002 and 2003) are the first set of rules promulgated under the ECA 1995, which provides the following:     

National Environmental Quality Standards (EQS) for ambient air; surface water and groundwater; drinking water; industrial effluents; and air, noise and vehicular exhaust emissions; Categorization of industries, development projects, and other activities on the basis of anticipated environmental impact; Procedure for obtaining and renewing an environmental clearance over the construction phase, and obtaining an environmental clearance for operation of the project; Requirement for undertaking Initial Environmental Examination (IEE) and EIA in keeping with the category of the proposed activity (including guidelines of EIA preparation); and Procedure for claiming damage by persons affected by polluting activities or actions that adversely affect the conduct of ordinary civic life.

Among many other environmental-related regulations, the Sound Pollution (Control) Rules, 2006 are relevant to this Project, which set the values of noise limit. The DOE, an agency under the Ministry of Environment and Forest (MOEF), is the regulatory body and the enforcement agency of all environmental-related activities. Like all other projects, this Project also needs to meet the requirements of the DOE. An EIA study needs to be undertaken for obtaining the environmental clearance. As per

ECR

1997,

this

Project

will

be

considered

as

‘Red

Category’

as

it

falls

under

“construction/reconstruction/extension of bridges over 100 m in length”. The steps to be followed for obtaining the ECC for Red Category from DOE are outlined in Figure 4-20. Public participation or consultation is not a condition in the ECR 1997 and/or EIA Guidelines; however, DOE prefers the proponent to engage in public participation and put conditions while providing site clearance or during the approval of the terms of reference (TOR) of the EIA.

4-26

Figure 4-20 DOE’s EIA Approval Procedure

 

A) Application for Site Clearance Supported by:  

Initial Environmental Examination (IEE); Proposed Terms of Reference (ToR) for the EIA ;

  

Treasury Chalan; No Objection Certificate (NOC) from the Local Authorities; and Any additional documentation. 

Returned to Application for Modification

A1) Site Clearance Granted Site clearance granted, subject to conditions, and ToR approved

B) Submission of EIA EIA Submitted as per the approved ToR

Returned to Application for Modification

B1) EIA Approved EIA Approved and Environmental Clearance Certificate awarded

Source: METI Study Team

4.4.2 Land Acquisition Plan (LAP) and Resettlement Action Plan (RAP) The current legislation governing land acquisition in Bangladesh is the “Acquisition and Requisition of Immovable Property Ordinance” 1982 (hereinafter referred to as “the Ordinance”) and subsequent amendments (1989, 1993, 1994 and 2004). The Ordinance provides certain safeguards for landowners and has provisions for payment of ‘fair value’ for the property acquired. The 1994 amendment also made provision for payment of crop compensation to tenant cultivators. However, it does not cover project-affected persons (PAPs) without title or ownership record such as informal settler/squatters, occupiers, and informal tenants and lease-holders (without document) and does not ensure replacement value of the property acquired. It does not permit the affected persons to take the salvageable materials for which compensation has been paid. It has no provision for resettlement assistance and transitional allowances for restoration of livelihoods of the non-titled affected persons. According to the Ordinance, the Ministry of Land (MOL) is authorized to deal with land acquisition; however, in practice, MOL deals with the issue through the concerned Deputy Commissioner (DC), who is the head of the district administration. The DC processes land acquisition under the Ordinance and pays compensation to the legal owners of the acquired land.

4-27

Under this Ordinance, the executing agency needs to prepare the land schedule required to be accrued, and places the acquisition request to concern DC. Following the Ordinance, the DC determines the: (i) market value of acquired assets on the date of notice of acquisition (based on the registered value of similar property bought and/or sold in the area over the preceding 12 months); and (ii) 50% premium on the assessed value (other than crops) due to compulsory acquisition. The DC payment awarded to owners is called ‘cash compensation under law’ (CCL). The value paid as CCL is invariably less than the “market value” as owners customarily report undervalued land transaction prices in order to pay a lower stamp duty and registration fee. As a result, compensation for land paid by DC, including premiums, remains less than the real market price or replacement value (RV). The landowner has to establish ownership by producing a record-of-rights (RoR) in order to be eligible for compensation under the law. ROR records prepared under Section 143 or 144 of the State Acquisition and Tenancy Act 1950 (revised 1994) are not always updated and as a result, legal landowners have faced difficulties trying to “prove” ownership. The PAPs must also produce a rent receipt or receipt of land development tax. It is usually recommended that khas (i.e., government owned) lands should be acquired first in preference to private land. If a project acquires only khas, the land will be transferred through an inter-ministerial meeting following the preparation of an acquisition proposal submitted to DC/MOL. Places of worship, graveyards, and cremation grounds are discouraged to be acquired. As explained above, the DC payments as CCL are, in most cases, less than the RV as defined by the Asian Development Bank or the World Bank. As a result, it is customary in Bangladesh for all official development assistance (ODA) projects that “additional” payments are made to PAPs following World Bank’s OP 4.12 or its equivalent. Some of the important elements of such practice are listed below:      

Compensation must be based on the full replacement cost as much as possible. Compensation and other kinds of assistance must be provided prior to displacement. Resettlement action plans (RAPs) must be prepared and made available to the public. In preparing a RAP, consultations must be held with the affected people. Appropriate and accessible grievance mechanisms must be established for the affected people and their communities. Eligibility of benefits not only include the PAPs who have formal legal rights to land, but also the PAPs who do not have formal legal rights to land at the time of census, but have a claim to such land or assets, and even the PAPs who have no recognizable legal right to the land they are occupying.

4.4.3 JICA Guidelines on Environmental and Social Considerations Financing of this Project is not finalized yet. However, there is an indication that the Bangladesh side might ask for Japanese assistance, first in the form of technical assistance to carry out the feasibility study, and then in the form of yen loan for the implementation. In case the Bangladesh side applies for Japanese assistance and Japanese side agrees to support, this Project will be under the JICA’s Guidelines for Environmental and Social Considerations of 2010. As explained in the 4-28

previous sections, the legal framework of Bangladesh will comply with the JICA guidelines. According to the JICA guidelines, the Project will come under category A and will require full EIA, Bangladesh regulation also calls for full EIA for this kind of project. Similarly, for social issues like resettlement and compensation, the JICA guidelines follow the World Bank OP 4.12. Although the Bangladesh legal framework does not comply with World Bank OP 4.12, all ODA projects in Bangladesh including JICA-financed projects are required to follow the donor agency’s requirements. Thus, it is obvious that the Project proponent will follow the JICA guidelines for land acquisition and resettlement compensation issues.

4.5

Measures to be Taken by Host Country to Implement the Project

During the full feasibility study, the Project proponent must prepare the EIA and RAP documents. The EIA document should be submitted to DOE to get ECC. Also, the RAP has to be approved by the competent authority. These steps are required for loan processing from development partners (like JICA). During the detailed design stage, the EIA and the RAP document should be updated following the Project details confirmed at that stage. These updated EIA and RAP documents again have to be approved. Based on the approved EIA, the Environmental Construction Specification (ECS) should be prepared and included in the main contractors bidding document, so that all environmental management measures can be implemented by the contractor. For the RAP implementation, the Proponent must engage an implementing non-governmental organization (NGO) to carry out the activities as prescribed by the RAP document. Safeguard-related activities and their expected execution time frame are shown in Table 4-7 below.

4-29

Table 4-7 Expected Execution Time Frame Environmental Activity

Feasibility

Funding

Design

Procurement

Implementation

Design

Procurement

Implementation

Arrangement

EIA preparation ECC from DOE EIA updating Environmental specification EMP implementation and monitoring

Land Acquisition Activity

Feasibility

Funding Arrangement

RAP preparation LAP preparation RAP updating RAP implementation Source: METI Study Team

4-30

Chapter 5 Financial and Economic Evaluation

5.1

Cost Estimates

5.1.1

Construction Plan

(1)

Elevated Viaduct

During site investigation, the width of the road where the MRT East-West Line is planned on is recognized to be comparatively narrow for construction. For example, it is only 21 m wide at locations of bridges between lakes (Chainage: 9k400 m to 9k450 m and 10k320 m to 10k460 m) as shown in Figure 5-1. Actually, the bridge is composed of three consecutive box culverts as a channel, approximately 20 m long and 15 m wide. Once the construction starts, only one lane each way will be maintained in spite of heavy traffic due to civil construction works such as piling, foundation, pier, and viaduct. Fortunately, during this Study through discussions with DTCA, shield tunnel method under the cantonment area is preferably adopted, and this will extend to this section solving the narrow road issue above. Figure 5-1 Example for Traffic Conditions at Narrow Road

After  completion

Under  construction

At present

C.L. of Road & Track

C.L. of Road

[email protected]+0.5 =7.5    

2.0      

3.75    3.25     2.0        

2 lanes

1.5 

1 lane

9.5 10.25

6.5           2.0         2 lanes

9.25

2.5 

10.25

10.25

Source： METI Study Team

As another example, at the end of the eastern side connecting to the planned depot, which is not a developed area, only one lane each way is paved with pre-stressed concrete bridge. In that case, track centerline shall be coordinated with the future road development plan and additional land acquisition for connections with the depot access lines shall be required. 5-1

The footing of the pier is composed of four pieces of bored piles, reinforced concrete, and temporary retaining walls instead of one pile for one pier according to the study of the MRT Line 6. The pier and the pier top would be made of in-situ cast concrete or pre-cast concrete. A viaduct will be erected by temporary launching girders, which hang up pre-cast concrete blocks from the ground to the designed position and combine them into a bridge with post tension pre-stressed system. This launching method will be able to shorten the construction period and the influence on the road traffic. This construction method will be referred to the study of MRT Line 6. Working area for construction on the road requires a minimum width of 10 m at the middle of the road for the above foundation and viaduct works. The design and construction methods for stations on the ground shall be finalized at the feasibility study, basic design, and detailed design stages, while their locations, environmental conditions of surrounding areas, connections to other metro lines, and road traffic control methods will be thoroughly researched. (2)

Shield Tunnel and Underground Station

The plan for the underground tunnel through the cantonment area has advantage of not demolishing residential buildings. The tunnel shall be set vertically lower than one outside diameter (O.D.) of the shield tunnel machine from the tip of the pile foundation of the building, which is said to be 18 m long; therefore, the rail level will be 34 m below the ground. This will inflate the construction cost due to the length of the tunnel and depth of the station. The transition connecting to the elevated structure from the tunnel, which is made of box culverts and U-shaped retaining walls, shall occupy the road permanently, which will largely affect the road traffic situation. At present, the Study Team does not have enough preparation and time to investigate the details for tunnel and underground station so that the construction plan is envisioned with typical model as follows: a) Vertical shafts for departure and exit of shield machines. b) Shield tunnel O.D. = 7.0 m for single line, up and down, two lanes. c) Underground station which will be built by top-down method with diaphragm walls. d) Transition from tunnel to viaduct, composed of box culvert and U-shaped wall. e) Ventilation shaft, if necessary, evacuation system, and flood prevention facilities. The construction of underground station will start from diaphragm walls which are excavated with slurry and replaced by high-grade concrete together with fabricated reinforcement steel bars. Each shape of the excavation of diaphragm wall is like a long rectangular pile and each element shall be connected vertically with special technique to serve as continuous wall against water seepage. It will work as retaining wall and structural outer wall permanently. For this work, the road will be divided by two lots longitudinally, one for construction, and the other for traffic unless the road is so wide that whole construction area can be prepared within the road. Once one side of the diaphragm wall is completed, the construction and traffic lots will be switched. Diversion, remaking sidewalk as traffic pavement, and temporary steel decking system would be adopted to maintain the traffic, if 5-2

necessary. After the completion of the diaphragm walls, the excavation and slab concrete works will be executed from top (near the ground) to the bottom, i.e., top-down method. Each slab concrete acts as strut which support the diaphragm walls against earth pressure due to excavation. In case the distance between concrete slabs is wide, temporary struts will be required. Equipment for these works will be installed on the road by making limited working zone to maintain the traffic. After casting the bottom slab concrete, the shield machines will pass on it, followed by the platform concrete, installation of elevators and escalators, and architectural finishing works. Road will be reinstated after completion of the station structures with entrances. The location of vertical shaft (departure) is critical for tunnel works. It is built on the line of track and situated at an open space to assemble shield machines, supply materials (e.g., segment which is made of concrete or steel and installed as circular outer structure combining several blocks in-situ), replenish consumables, and haul out excavated soil from the tunnel. It shall be connected with the logistics yards for the storage of segments and excavated soil to be stabilized, so that the location of vertical shaft and the size of supplemental yards will heavily affect the road traffic and progress of the tunnel. The vertical shaft itself is inherently a temporary facility but it would remain as ventilation shaft or evacuation stairs occasionally. Utilities shall be away from the area of underground stations and transitions before construction. Smoke dispersion, ventilation, evacuation facilities, and flood measures shall be prepared in the tunnel. 5.1.2

Construction Cost

The cost of viaducts is estimated by quantity, which is calculated by schematic drawings considering the tentative span of piers to be 25 m, and unit rate, which follows the estimation standards in Japan but adjusted to local conditions. The costs for shield tunnel, underground station, electrical and mechanical (E&M) systems, and rolling stocks are referred to those of similar previous projects. Construction cost is composed of three parts, i.e.: civil works, procurement of equipment, and consulting services. The Project cost includes the construction cost, which is composed of escalation cost, contingency, land acquisition, value-added tax (VAT), import tax, administration cost, etc., as shown in Table 5-1. The cost is presented in Bangladesh Taka (BDT, local currency) as requested by DTCA. Exchange rate is BDT 1.0 = JPY 1.628, USD 1.0= JPY 123.96 as of June 2015. Total Project cost becomes BDT 218 billion as shown in Table 5-1.

5-3

Table 5-1 Project Cost Estimation for Partial Tunnel Method No. 1 1 1 1

Item Structural works 0.265 km - 6.366 km 1 Viaduct Type-1 2 Viaduct Type-2 Sub total

2 2 2 2 2 3 3 3

1

3.6 2.5 6.1

6.0 6.0 12.0

33.0 33.2 66.2

36.7 36.9 73.6

6.366 km - 12.285 km 3 Shield tunnel 4 Cut & Cover 5 Vertical shaft Sub total

km km nos.

5.2 0.7 2.0 5.9

192.3 11.4 3.5 207.2

13.1 6.9 2.1 22.1

131.2 13.9 4.2 149.4

12.285 km - 13.446 km 1 Viaduct Type-1 Sub total

km

4.8

8.0 8.0

44.0 44.0

48.9 48.9

km

16.8

227.2

132.4

271.9

4 4 4

1 Depot civil building works 2 Depot access Sub total

5 5 5 5 5 5

1 2 3 4

3 3 3

1 1

12.5 1.7 14.3

69.2 9.6 78.8

76.8 10.7 87.5

nos nos nos nos

7 1 4 4

20.7 4.5 119.6 10.0 154.8

50.9 11.0 73.5 24.6 159.9

63.6 13.7 146.9 30.7 255.0

396.2

371.0

614.4

1 2 3 4 5

System works Track works E & M System Test, Commissioning Spare parts Rolling stock Su-total for System

LS LS LS LS LS

1 1 1 1 1

49.5 257.0 4.8 3.3 225.7 540.3

13.0 17.5 0.3 0.1 7.3 38.3

43.4 175.4 3.3 2.1 145.9 370.1

1 2 3

Base cost Construction (1+2) Price Escalation Physical Contingency

L.S. LS LS

1 1 1

936.5 195.8 108.2

409.3 225.4 0.0

984.5 345.7 66.5

1 2 3

Consultancy service Base cost Price Escalation Physical Contingency Sub-total for Consultancy

LS LS LS LS

1 1 1 1

72.7 11.0 7.6 91.3

29.8 12.2 0.0 42.0

74.4 19.0 4.7 98.1

Sub-total (3+4)

LS

1

1331.8

676.7

1494.8

Local Administration cost Land acquisition Utiity diversion Administration cost Interests Sub-total

LS LS LS LS LS

1 1 1 1 1

2.43 2.4

214.7 17.1 33.9 0.0 265.8

214.7 17.1 33.9 1.5 267.3

Price Escalation

LS

1

0.30

80.3

80.5

Tax VAT (15%) Import tax Sub total

LS LS LS

1 1 1

224.2 122.7 346.9

224.2 122.7 346.9

Grand total (5+6+7+8)

LS

1

1369.7

2189.4

4

5 6 1 2 3 4

7 8 1 2

9

Station with E&M Station above ground Station for high riise station Underground Station civil Architectural underground statio Sub total

LS LS

Sub-total for Structural Construction cost

2

LC (100MillionBDT) Sum (100MillionBDT) Amount Unit Rate Amount

Unit Rate

km km

Civil structure Total

1

FC (100MillionJP\) Unit Quntity Unit Rate Amount

1334.5

Source： METI Study Team

5-4

5.2

Results of the Preliminary Analysis of the Economic and Financial Viability

5.2.1

Preconditions of the Analysis

(1)

Evaluation Period

The evaluation period of 40 years is applied to the economic and financial analyses of the Project. It is assumed that the construction of the Project (including engineering services) would start in 2018 and end in 2026, and the commercial operation would start in July 2027 after the commissioning for half year. (2)

Asset Lives

The asset lives of the civil structure, rolling stock, and other investment materials in the Project are assumed as follows: - Civil structure (50 years from the beginning of operation) - Rolling stock (25 years from the beginning of operation) - E&M equipment including control system, telecommunications and signaling, power distribution, and automatic fare collection (AFC) (20 years from the beginning of operation) The residual values at the end of the evaluation period are calculated based on the asset lives, and the reinvestments would take place according to the asset lives during the evaluation period. (3)

Discount Rate

The discount rate is used for the calculation of the net present value (NPV) and the benefit to cost ratio (B/C). The value differs between the economic and financial analyses. In the economic analysis, the Study employed a discount rate of 16%, which is suggested by DCTA as the general opportunity cost in Bangladesh, although commonly used value for economic analysis is approximately 10-12% in developing countries. On the other hand, the long-term real interest rate is generally used in financial analysis. In the Study, the discount rate for the financial analysis is calculated at 7.1% from the long-term lending rate of 12% in Bangladesh and the price escalation of 4.9% that is assumed in the Study. (4)

Currency and Base Year

All prices are valued in the domestic price numerate (taka) at 2015 constant prices. The yen portion of the Project cost estimates are converted into taka at an exchange rate of BDT 1 = JPY 1.628. The Shadow Exchange Rate Factor (SERF), which is used to convert financial costs in foreign currency to economic costs, is assumed as 1.0. The income tax rate is approximately 15%. Since the personnel cost accounts for a large part of E/S and administration cost, a conversion rate of 0.85 is used for these costs in domestic currency, while 0.9 is used for the 5-5

other costs. (5)

Yearly Conversion

The results of the demand forecast and the operation plan represent daily values. The yearly values are calculated by using 330 days per year considering the holidays. 5.2.2

Initial Investment Cost

The initial investment cost in the financial analysis is estimated at BDT 155.4 billion from the result of the cost estimates by excluding the price escalation and the interest during construction. The initial investment cost in economic prices is estimated from the financial cost by excluding VAT, import tax, and the income tax of the personnel cost. Since the income tax of the personnel cost cannot be directly calculated, it is estimated by multiplying conversion factors to the domestic currency portion. The economic cost is estimated at BDT 130.8 billion. Table 5-2 Initial Investment Cost in Financial Prices (At 2015 Constant Prices) Financial Cost Year 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Total

Local portion E/S 0 313 625 625 469 250 250 250 250 94 3,127

Financial Cost Year 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Total

2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Total

E&M

0 0 0 0 5,364 5,364 10,727 10,727 3,576 0 35,758

0 0 0 0 236 0 473 709 827 118 2,363

0 0 0 0 73 0 146 219 255 36 730

Land Phiscal Admin Cost Acquisition Contingency 0 0 0 0 16 212 1,796 31 424 14,209 31 424 1,796 307 424 1,796 281 424 1,796 580 424 1,796 595 424 0 245 424 0 12 212 23,188 2,099 3,391

Foreign portion E/S 0 469 938 938 704 375 375 375 375 141 4,690

Financial Cost Year

Civil

Unit: BDT million Rolling Stock

Civil 0 0 0 0 3,852 3,852 7,705 7,705 2,568 0 25,682

0 782 1,563 1,563 1,173 625 625 625 625 235 7,817

Civil 0 0 0 0 9,216 9,216 18,432 18,432 6,144 0 61,440

0 81 162 162 1,031 948 1,890 1,939 837 71 7,120

Total 0 621 3,038 15,451 9,700 9,062 16,286 16,659 6,414 544 77,775

Unit: BDT million E&M 0 0 0 0 2,006 0 4,011 6,017 7,020 1,003 20,057

Rolling Stock 0 0 0 0 1,387 0 2,773 4,160 4,853 693 13,865

Phiscal Land Admin Cost Acquisition Contingency 0 0 0 0 23 0 0 47 0 0 47 0 0 397 0 0 211 0 0 743 0 0 913 0 0 741 0 0 92 0 0 3,215 0

Total E/S

VAT

VAT 0 74 148 148 1,252 666 2,341 2,875 2,334 289 10,126

Total 0 566 1,133 1,133 9,597 5,105 17,949 22,045 17,891 2,218 77,636

Unit: BDT million E&M 0 0 0 0 2,242 0 4,484 6,726 7,847 1,121 22,420

Rolling Stock 0 0 0 0 1,460 0 2,919 4,379 5,108 730 14,595

Phiscal Land Admin Cost Acquisition Contingency 0 0 0 0 39 212 1,796 78 424 14,209 78 424 1,796 705 424 1,796 492 424 1,796 1,323 424 1,796 1,508 424 0 986 424 0 104 212 23,188 5,314 3,391

Source: Estimated by the Consultant

5-6

VAT 0 155 310 310 2,283 1,614 4,231 4,814 3,170 360 17,246

Total 0 1,188 4,171 16,584 19,297 14,167 34,234 38,704 24,305 2,762 155,411

Table 5-3 Initial Investment Cost in Economic Prices (At 2015 Constant Prices) Economic Cost Local portion Year E/S Civil CF 0.85 0.90 2018 0 0 2019 266 0 2020 532 0 2021 532 0 2022 399 4,827 2023 213 4,827 2024 213 9,655 2025 213 9,655 2026 213 3,218 2027 80 0 Total 2,658 32,182

E&M 0.90 0 0 0 0 213 0 425 638 744 106 2,126

Economic Cost Foreign portion Year E/S Civil E&M CF 1 1 1 2018 0 0 0 2019 469 0 0 2020 938 0 0 2021 938 0 0 2022 704 3,852 2,006 2023 375 3,852 0 2024 375 7,705 4,011 2025 375 7,705 6,017 2026 375 2,568 7,020 2027 141 0 1,003 Total 4,690 25,682 20,057 Economic Cost Total Year E/S Civil 2018 0 0 2019 735 0 2020 1,470 0 2021 1,470 0 2022 1,102 8,680 2023 588 8,680 2024 588 17,359 2025 588 17,359 2026 588 5,786 2027 220 0 Total 7,348 57,864

Rolling 0.90

E&M 0 0 0 0 2,218 0 4,437 6,655 7,764 1,109 22,184

Land 0.90

0 0 0 0 66 0 131 197 230 33 657

Phiscal 0.90

0 0 1,616 12,788 1,616 1,616 1,616 1,616 0 0 20,869

Rolling 1

Land 1

0 0 0 0 1,387 0 2,773 4,160 4,853 693 13,865

Phiscal 1 0 0 0 0 0 0 0 0 0 0 0

Rolling

Land

0 0 0 0 1,452 0 2,904 4,357 5,083 726 14,522

0 14 28 28 276 253 522 536 221 11 1,889

0 0 1,616 12,788 1,616 1,616 1,616 1,616 0 0 20,869

0 23 47 47 397 211 743 913 741 92 3,215

Phiscal 0 38 75 75 674 464 1,265 1,449 962 103 5,104

Admin Cost 0.85 0 180 360 360 360 360 360 360 360 180 2,882

Unit: BDT million VAT Total 0 0 460 2,536 13,708 7,757 7,269 12,922 13,215 4,986 410 0 63,264

Admin Cost 1 0 0 0 0 0 0 0 0 0 0 0

Unit: BDT million VAT Total 0 0 492 985 985 8,345 4,439 15,608 19,169 15,557 1,929 0 67,509

Admin Cost 0 180 360 360 360 360 360 360 360 180 2,882

Unit: BDT million VAT Total 0 952 3,521 14,693 16,103 11,708 28,530 32,384 20,543 2,339 0 130,773

Source: Estimated by the Consultant

5.2.3 (1)

Operation and Maintenance (O&M) Cost Estimation Method

The O&M cost is estimated by applying the unit costs to the corresponding O&M items consisting of track, E&M, rolling stock, station, operation, and traction power. Each O&M cost, except for traction power, is decomposed into personnel cost and material cost. (2)

Personnel Cost

The number of staff required for O&M is estimated by applying ratios of the number of staff to explanatory variables such as train-km, number of stations, route length, and number of cars by each O&M activity. The ratios 5-7

are assumed based on samples of existing metros. The unit costs for the personnel costs are assumed based on the present level of the standard salary in Dhaka. Table 5-4 Unit of the Number of Staff and Salary Occupation

No. of Staff per Variable

Yearly Salary (BDT)

Driver

100 drive-km/day per driver

360,000

Station Staff (Management)

2 per station

480,000

Station Staff

20 per station

240,000

Track Engineer

1.1 per route kilometer

360,000

E&M Engineer

2.3 per route kilometer

360,000

Car Engineer

0.8 per car

360,000

Head Office

5% of the sum of personnel

960,000

cost of the above occupations Source: 1) The consultant’s estimation is based on various studies on urban transport systems.

2) Salary is estimated based on the standard salary level in Dhaka surveyed by the consultant (3)

Expenses

The expenses are also estimated from unit costs considering the scale of the system by work item as shown in Table 5-5 below, which are based on a similar study on urban rail system in Karachi, Pakistan. Table 5-5 Unit Costs of Operating and Maintenance Expenses Cost Item

Unit Cost

Track

BDT 2.64 million per route kilometer

E&M

BDT 4.79 million per route kilometer

Rolling Stock

BDT 1.12 million per car

Station

BDT 20.55 million per station

Operation

BDT 4.27 million per route kilometer

Traction Power

BDT 7.5 per kWh

Source: Estimates are based on the KCR Study in Pakistan (2012), JICA

(4)

Traction Power Cost

It is assumed that the energy consumption for traction of trains is 1.93 kWh per car-km (Refer to Chapter 3). The unit cost of the electricity consumption is assumed to be BDT 7.2 per kWh, based on the tariff table (Category-H, Flat Rate) of the Dhaka Electric Supply Company Limited (DESCO). (5)

Results of O&M Estimates

Table 5-6 below shows the results of the estimation of O&M cost of the Project (16.8 km). The O&M cost in 2030 is estimated at BDT 912 million. The result is close to the estimated O&M cost of JPY 1,238 million (BDT 760 5-8

million) of MRT Line 6 Stages 1 and 2 (15.4 km). Table 5-6 Estimation of O&M Costs

Year Track E&M Rolling Stock Train Operation Station Employment Traction Power Total

2027 21 39 74 35 117 101 69 456

2030 43 78 147 69 235 202 138 912

2035 43 78 147 69 235 202 138 912

2040 43 78 167 69 235 210 150 951

2045 43 78 194 69 235 220 161 999

Unit: BDT million 2050 2055 43 43 78 78 221 254 69 69 235 235 229 241 173 191 1,046 1,111

Source: Estimated by the Consultant

Table 5-7 O&M Cost in Economic Prices Economic Cost Year Personnel Cost Power & materials Total

2027 86 319 405

2030 172 639 811

2035 172 639 811

2040 178 667 845

2045 187 701 888

Unit: BDT million 2050 2055 195 205 736 783 930 988

Source: Estimated by the Consultant

(6)

Additional Investment

According to the transport plan, it will be necessary to purchase 3-4 train sets every five years after 2035. Although a train set is composed of six cars, it is assumed that 3-5 cars will be procured every year in the investment plan. 5.2.4 (1)

Revenue Projection Present Fare Level of Public Transport in Dhaka

The fare of existing buses in Dhaka is approximately BDT 1.5-1.6/km, while that of CNGs, which are popular three-wheel auto cars, is BDT 30 for the first 2 km. (2)

Fare Setting in the Demand Forecast

In the demand forecast carried out by the JICA RSTP Team, the fare of the MRT network was assumed to be BDT 16 as the minimum charge plus BDT 2/km, with the condition that transfer to other lines is free of charge. (3)

Assumption of the Fare Structure

The fare setting used in the RSTP is used because the result of the demand forecast in the PSTP (interim stage) is used for the demand forecast. The demand forecast in the RSTP includes transfer passengers between MRT East-West Line and other lines, and MRT East-West Line cannot necessarily take all the minimum charges which 5-9

are paid by the transfer passengers. It is assumed that transfer passengers account for 20% of the total passengers, and MRT East-West Line takes 50% of the minimum charge paid by the transfer passengers as revenue. (4)

Non-rail Business

Non-rail business, such as property development around stations, rental of the station space, and advertisement, is one of the revenue sources in railway projects. In this study, the investment on non-rail business is not considered, but the revenue from advertisement and space rental is included in the total revenue considering that the amount of revenue is very small. It is assumed that the revenue from the non-rail business accounts for 5% of the passenger fare revenue. (5)

Revenue Projection

The result of the revenue projection is shown in Table 5-8 below. Since the commercial operation in the first year (2027) is half of the year, the revenue is estimated as half of the yearly projection. Table 5-8 Estimation of Revenue Year 2027 2030 No. of passengers (a) 132 270 Passenger-km (b) 736 1,489 Fare revenue (BDT) (c) 3,366 6,868 Non-rail revenue (BDT) 168 343 Revenue (BDT) 3,535 7,211 (c) = (0.8+0.2*0.5)*(a) * 16.0 + (b) *2.0

2035 281 1,517 7,086 354 7,441

2040 339 1,826 8,530 426 8,956

2045 396 2,135 9,973 499 10,472

2050 453 2,444 11,417 571 11,988

Million 2055 511 2,753 12,860 643 13,503

Source: Estimated by the Consultant

5.2.5 (1)

Financial Cash Flow Analysis Financial Cash Flow

The financial cash flow is calculated using the constant prices, which is applied in the project appraisals by international organizations in general. In this case, the internal rate of return is compared with the real interest rate. Table 5-9 below shows the financial cash flow. The reinvestment of E&M is scheduled 20 years after the commencement of operation. Additional investments will be necessary for rolling stock according to the increase in demand, while the reinvestment of rolling stock is scheduled 25 years after the commencement the operation. The financial internal rate of return (FIRR) is calculated at 2.7%. FIRR is same as the return of the Project when all the investment cost is prepared as equity. Since the FIRR is lower than the real interest rate of 7.1% in Bangladesh, the profitability of the Project is low; therefore, implementation by the private sector would be difficult.

5-10

Table 5-9 Financial Cash Flow of the Project for FIRR Discount rate at

7.10%

Civil 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058

0 0 0 0 9,216 9,216 18,432 18,432 6,144 0

-23,347

EM 0 0 0 0 2,242 0 4,484 6,726 7,847 1,121 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2,242 4,484 6,726 7,847 1,121 0 0 0 0 0 0 0 0 0 0 -10,089

Unit: BDT. Million Cost Rolling Stockl 0 0 0 0 1,460 0 2,919 4,379 5,108 730 0 0 0 0 0 0 0 442 442 332 442 332 553 553 553 553 442 553 553 553 553 5,307 5,528 5,528 663 663 663 0 0 0 -15,178

Others 0 1,188 4,171 16,584 6,380 4,951 8,399 9,167 5,206 911

O&M

456 912 912 912 912 912 912 912 912 920 928 935 943 951 960 970 980 989 999 1,008 1,018 1,027 1,037 1,046 1,057 1,067 1,077 1,088 1,098 1,098 1,098

NPV IRR

Total 0 1,188 4,171 16,584 19,297 14,167 34,234 38,704 24,305 3,218 912 912 912 912 912 912 912 1,354 1,362 1,259 1,378 1,275 1,504 1,513 1,523 3,774 5,915 8,278 9,408 2,692 1,580 6,344 6,575 6,585 1,730 1,741 1,751 1,098 1,098 1,098 -48,615 107,794

Revenue

3,510 7,081 7,142 7,202 7,263 7,324 7,384 7,445 7,506 7,811 8,117 8,423 8,729 9,034 9,340 9,646 9,952 10,258 10,563 10,869 11,175 11,481 11,787 12,092 12,398 12,704 13,010 13,315 13,621 13,621 13,621 103,955

Total 0 -1,188 -4,171 -16,584 -19,297 -14,167 -34,234 -38,704 -24,305 293 6,169 6,230 6,290 6,351 6,412 6,472 6,533 6,151 6,449 6,858 7,045 7,454 7,531 7,827 8,123 6,177 4,342 2,286 1,461 8,483 9,901 5,443 5,518 5,813 10,973 11,269 11,564 12,523 12,523 12,523 48,615 -51,723 2.7%

Source: Estimated by the Consultant

Table 5-10 below shows the result of the sensitivity analysis of FIRR. Even if the cost increases by 20% and the revenue decreases by 20%, FIRR is not negative. On the other hand, FIRR is less than the real interest rate of 5-11

7.1% in the case of 20% increase in the revenue and 20% decrease in the cost, which means the profitability of the Project is very low. Table 5-10 Sensitivity Analysis of FIRR Cost -20% -15% -10% -5% 0% 5% 10% 15% 20%

Revenue 20% 5.3% 4.9% 4.6% 4.2% 3.9% 3.6% 3.3% 3.0% 2.7%

15% 5.1% 4.6% 4.3% 3.9% 3.6% 3.3% 3.0% 2.7% 2.5%

10% 4.8% 4.4% 4.0% 3.6% 3.3% 3.0% 2.7% 2.5% 2.2%

5% 4.4% 4.1% 3.7% 3.4% 3.0% 2.7% 2.5% 2.2% 2.0%

0% 4.1% 3.7% 3.4% 3.1% 2.7% 2.5% 2.2% 1.9% 1.7%

-5% 3.8% 3.4% 3.1% 2.7% 2.4% 2.2% 1.9% 1.6% 1.4%

-10% 3.5% 3.1% 2.7% 2.4% 2.1% 1.8% 1.6% 1.3% 1.1%

-15% 3.1% 2.7% 2.4% 2.1% 1.8% 1.5% 1.3% 1.0% 0.8%

-20% 2.7% 2.4% 2.1% 1.8% 1.5% 1.2% 1.0% 0.7% 0.5%

Source: Estimated by the Consultant

(2)

Applicability of Public-Private Partnership (PPP) Scheme

PPP projects can be categorized into two large groups, namely, financially free-standing projects by the private sector such as BOT and projects in which the public sector purchases the services provided by the private sector. Since the Project is not commercially viable as shown in the results of the FIRR calculation and not possible as a financially independent project, it is difficult to apply the BOT scheme. In case that the Project should be implemented by the private sector as a financially independent project, additional business other than railway such as urban development along the railway line that can produce profit is necessary. However, the implementation by this approach will be difficult due to the lack of land for real estate development because the alignment of MRT East-West Line passes through developed areas. This is also unrealistic because it is necessary to wait for the proposal of the private sector which engages in real estate development along MRT East-West Line. Vertical separation, which means separating the railway business into the infrastructure by public and the operation by private based on the concept that the infrastructure of the railway is a part of public assets like roads, is one of the measures to make the railway project commercially viable. To evaluate the vertical separation, FIRR is calculated for the case when the private sector makes investment on E&M and rolling stock, which are categorized in the cost estimates, and run the business by taking the responsibility of O&M. The FIRR of the above case is calculated at 8%, which is higher than the assumed real interest rate of 7.1%, and the project will be commercially viable. However, if the Project is implemented by the private sector, the return of the Project is required to be higher than the interest rate of banks considering the risk premium for the Project. In case that the private sector constructs and operates MRT Line 6 with the payment by the public sector for the services provided by the private sector, the public sector will pay the private sector for the initial investment cost in installments in the future. Since the profit of the private sector is added to the payment, the total amount of payment by the public sector will be larger than the repayment of principal and interests in the case of using a soft loan. 5-12

Figure 5-2 Comparison of Total Payment Between PPP and Public Investment

Financing, returns to stakeholders PPP  method

Initial Investment

O&M

Financial cost

Profit, dividend

Cost reduction by private Public Investment

Initial Investment

O&M

Source: Estimated by METI Team

Currently, the fare system of the mass transit network in Dhaka has not been concluded yet. In view of users’ benefit, the integrated fare system that does not require additional charge for the transfer of lines is desirable, although it is necessary to establish a mechanism to distribute the passenger revenue to each operator in case of BOT scheme. 5.2.6 (1)

Economic Benefits Method

For the economic analysis of the Project, the total transport cost approach, which calculates the reduction in the total transport cost between “With Case” and “Without Case”, shall be adopted. The economic benefit of the Project consists of (a) reduction of travel time of passengers who shifted their transport mode from buses to the metro; and (b) reduction of vehicle operating costs of buses due to the reduction in vehicle kilometers of buses. (2)

Value of Time

The value of time, which is used to calculate the time saving benefit, is estimated from the average hourly income, which is estimated from the average monthly salary and the average working hours in Dhaka. The average monthly salary in the urban area of Bangladesh was BDT 16,477 in 2010, according to the Household Income and Expenditure Survey 2010 by the Bangladesh Bureau of Statistics (BBS). To estimate the average monthly income in 2015 from this data, it is assumed that the income level has increased at the same ratio of the GDP per capita. According to the World Bank database, the per capita GDP in 2015 is 1.27 times that of 2010 at 2005 constant prices. The average monthly working hours is assumed to be 170 hours. The value of time of car users is estimated by adjusting that of bus passengers using the value of time by income class in 2015, which is estimated in the JICA study (October 2011). Table 5-11 Estimation of Value of Time Value of Time (BDT/hour)

Remark

Bus passengers

123

16,477 * 1.27 / 170

Private car users

236

123 * ( 403.2/210.3)

Source: Estimated by METI Team

5-13

(3)

Reduction in Travel Time

The travel time reduction is estimated by comparing the travel time by metro with that by road in “Without Case” which runs in parallel with the metro. Benefit of Travel Time Reduction = (passenger-hours in “Without Case” – passenger-hours in “With Case”) * value of time (BDT/hour/person) The average speed of buses is assumed to be 8.65 km/hour based on the RSTP, while that of the MRT East-West Line is 33 km/h according to the operation plan. The average travel speed of a private car is assumed as 16 km/h. The route runs through the cantonment area, where a parallel road does not exist. It is assumed that passengers travelling on the route would make a detour with the length of 4.2 km. Although the traffic congestion along MRT East-West Line will be relieved because of the reduction in the number of bus and private cars, the present available data is not enough to analyze this impact. In this Study, the benefit of the decongestion is estimated by assuming that the travel time will be reduced by eight minutes per person for 50,000 car users per day along MRT East-West Line, considering the present traffic situation. Table 5-12 below shows the results of the benefit of the travel time reduction. Table 5-12 Calculation of Travel Time Saving

Passengers from bus Passenger-km (Bus) along MRT-5 detour Passenger-hour (Bus) Passenger-hour (MRT) Saving (Bus->MRT-5) Passengers from car Passenger-km (Car) along MRT-5 detour Passenger-hour (Car) Passenger-hour (MRT) Saving (Car->MRT-5) Car users No. of car users Time reduction (min) Saving (Car->Car) Total

2027

2030

2035

2040

Unit: Million (except for m, n) 2045 2050 2055

a b c d e f

977 652 325 113 20 11,463

1,991 1,337 654 230 41 23,331

2,053 1,393 660 237 42 24,007

2,472 1,677 795 286 51 28,897

2,890 1,961 929 334 59 33,787

3,308 2,244 1,064 382 68 38,677

3,727 2,528 1,198 431 77 43,568

g h i j k l

109 72 36 6.8 2.2 1,083

221 149 73 13.8 4.5 2,199

228 155 73 14.3 4.7 2,257

275 186 88 17.2 5.6 2,716

321 218 103 20.1 6.6 3,176

368 249 118 23.0 7.6 3,636

414 281 133 25.9 8.5 4,095

m n o p

25,000 8 243 12,789

50,000 8 486 26,017

50,000 8 486 26,750

50,000 8 486 32,100

50,000 8 486 37,450

50,000 8 486 42,800

50,000 8 486 48,150

Source: Estimated by METI Team

(4)

Reduction in Vehicle Operating Cost (VOC)

The Project will reduce the frequency of bus services because of the shift of transit passengers from buses to the metro, which can reduce the VOC of buses. The reduction in VOC is calculated according to the following formula:

5-14

VOC = UC * (PKM/OR) Where: UC: VOC of buses per vehicle-kilometer (BDT/vehicle-km) PKM: Passenger-kilometer of the metro per year OR: Average occupancy rate of buses The occupancy rate of buses fluctuates daily, showing high occupancy rates in peak hours and low rates in off-peak hours. In this Study, it is assumed that the passenger occupancy rate of a bus is 40 passengers on average. The VOCs per vehicle-km of buses in Bangladesh are estimated in several reports. The Road User Cost Study (2009) estimated the financial and economic VOC of buses by type, in which the VOCs of minibuses, which is the most common bus type along the route, are estimated at BDT 31.35/km for financial VOC and BDT 28.21/km for economic VOC. Table 5-13 Estimation of Vehicle Operating Costs

Bus

Pax-km (from bus) Veh-km (from bus) VOC (from bus) Car Pax-km (from car) Veh-km (from car) VOC (from car) Total VOC

a b c d e f g

2027 1,013 28.4 2,032 72 48.3 777 2,809

2030 2,064 57.8 4,141 149 99.0 1,594 5,735

2035 2,127 59.6 4,267 155 103.2 1,661 5,928

2040 2,560 71.7 5,136 186 124.2 2,000 7,136

2045 2,993 83.8 6,005 218 145.2 2,338 8,343

Unit: Million 2050 2055 3,427 3,860 95.9 108.1 6,874 7,743 249 281 166.2 187.3 2,677 3,015 9,551 10,758

Source: Estimated by METI Team

5.2.7 (1)

Economic Indicators Benefit and Cost Flow

Table 5-14 below shows the flow of economic cost and benefit of the Project. The economic internal rate of return (EIRR) was calculated as 16.2%. Since this is higher than the opportunity cost of capital in Bangladesh, the Project is economically feasible. On the other hand, B/C is as small as 1.02, and the net present value (NPV) is as small as approximately BDT 0.75 billion compared with the investment cost. In case that the discount rate of 12% is used, B/C is calculated at 1.5 and NPV is calculated at BDT 32.8 billion.

5-15

Table 5-14 Flow of Economic Cost and Benefit

Civil 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 2058

8,680 8,680 17,359 17,359 5,786

Economic Cost Capital Cost E&M RS Others Subtotal

2,218

1,452

4,437 6,655 7,764 1,109

2,904 4,357 5,083 726

Discount Rate =

-11,092

952 3,521 14,693 16,103 11,708 28,530 32,384 20,543 2,339

440 440 330 440 330 550 550 550 550 440 550 550 550 550 5,281 5,501 5,501 660 660 660

440 440 330 440 330 550 550 2,768 4,987 7,095 8,314 1,659 550 550 5,281 5,501 5,501 660 660 660

-15,102

-48,183

2,218 4,437 6,655 7,764 1,109

-21,988

952 3,521 14,693 3,753 3,028 3,829 4,013 1,910 504

O&M

405 811 811 811 811 811 811 811 811 818 825 831 838 845 854 862 871 879 888 896 905 913 922 930 939 949 958 967 976 976 976

Total

952 3,521 14,693 16,103 11,708 28,530 32,384 20,543 2,744 811 811 811 811 811 811 811 811 1,258 1,265 1,161 1,278 1,175 1,404 1,412 3,639 5,866 7,983 9,211 2,564 1,463 1,472 6,211 6,440 6,449 1,618 1,627 1,636 976 976 -48,183

16%

Unit: BDT million Economic Benefit Net Total Cash TTC VOC Flow

12,789 25,724 25,870 26,017 26,163 26,310 26,457 26,603 26,750 27,820 28,890 29,960 31,030 32,100 33,170 34,240 35,310 36,380 37,450 38,520 39,590 40,660 41,730 42,800 43,870 44,940 46,010 47,080 48,150 48,150 48,150

2,809 5,657 5,696 5,735 5,773 5,812 5,851 5,889 5,928 6,170 6,411 6,653 6,894 7,136 7,377 7,619 7,860 8,102 8,343 8,585 8,826 9,068 9,309 9,551 9,792 10,034 10,275 10,517 10,758 10,758 10,758

15,598 31,381 31,566 31,752 31,937 32,122 32,307 32,493 32,678 33,989 35,301 36,612 37,924 39,235 40,547 41,858 43,170 44,481 45,793 47,104 48,416 49,727 51,039 52,350 53,662 54,973 56,285 57,596 58,908 58,908 58,908

NPV IRR B/C

-952 -3,521 -14,693 -16,103 -11,708 -28,530 -32,384 -20,543 12,854 30,570 30,756 30,941 31,126 31,311 31,497 31,682 31,867 32,732 34,036 35,451 36,646 38,060 39,143 40,446 39,531 38,615 37,810 37,894 45,852 48,264 49,567 46,140 47,222 48,524 54,667 55,969 57,272 57,932 57,932 48,183

752.7 16.2% 1.02

Source: METI Team

(2)

Sensitivity Analysis

The sensitivity analysis was carried out to evaluate the stability of the results of the economic analysis by applying smaller benefits and larger costs than those of the analyzed case as shown in Table 5-15 below. The blue color 5-16

means that the EIRR is 16% or more, while the red color means that the EIRR is less than 16%. In case of 10% increase in the economic cost, or 10% decrease in the economic benefit, the EIRR will be smaller than 16%, which is suggested by DCTA. Even in the case that the economic benefit is smaller than 20% and the economic cost is larger than 20%, the EIRR is still larger than 12%, which is commonly used for appraisal by international banks including the Asian Development Bank (ADB). Table 5-15 Sensitivity Analysis of EIRR

Cost -20% -15% -10% -5% 5% 10% 15% 20%

Benefit 20% 21.1% 20.3% 19.6% 18.9% 18.3% 17.7% 17.2% 16.6% 16.2%

15% 20.5% 19.7% 19.0% 18.4% 17.8% 17.2% 16.7% 16.2% 15.7%

10% 19.9% 19.2% 18.5% 17.8% 17.2% 16.7% 16.2% 15.7% 15.2%

5% 19.4% 18.6% 17.9% 17.3% 16.7% 16.2% 15.7% 15.2% 14.7%

18.8% 18.0% 17.4% 16.7% 16.2% 15.6% 15.1% 14.7% 14.2%

-5% 18.1% 17.4% 16.8% 16.2% 15.6% 15.1% 14.6% 14.1% 13.7%

-10% 17.5% 16.8% 16.2% 15.6% 15.0% 14.5% 14.0% 13.6% 13.2%

-15% 16.9% 16.2% 15.5% 15.0% 14.4% 13.9% 13.5% 13.0% 12.6%

-20% 16.2% 15.5% 14.9% 14.3% 13.8% 13.3% 12.9% 12.4% 12.0%

Source： METI Study Team

(3)

Conclusion

The results of the financial analysis show that the return on investment of the Project is so low that its implementation by the private sector will be difficult. On the other hand, the Project can be established by using loans with low interest rates such as Japanese Yen Loan, because its FIRR is calculated as positive. In the economic analysis, EIRR exceeds 16%, which is given by the counterpart as the opportunity cost in Bangladesh. This means that the Project is economically feasible.

5-17

Chapter6 Planned Project Implementation Schedule

6.1

Implementation Schedule

6.1.1

Construction Method

It is important for the Project to reasonably forecast the construction schedule. Construction is composed of civil works, track works, electrical and mechanical (E&M) system works, and test and commissioning. Construction of the depot shall be provided earlier than the track works, and testing and training of rolling stocks. In case of elevated viaduct, the whole line will be divided to several construction blocks to manage traffic, quality, safety, cost, and schedule. Generally, the more the number of these divisions are, the shorter the construction time is, but the more cost there is. In other words, this type of construction, i.e., long distance of structure on the ground, is easily adjustable in terms of schedule and cost as variations. Not only the civil works but also subsequent works such as track and E&M system works can be managed within the schedule by appropriate measures. In case of the shield tunnel, the critical path of the schedule is simple and not flexible to changing situation, which consists of the design and manufacture of the shield machine, construction of underground station where the shield machine will pass on the bottom slab concrete, completion of the tunnel, track works in the tunnel, and E&M system works in the tunnel. Therefore, once troubles come up such as delay of underground station due to land acquisition or utilities diversion, the excavation of tunnel due to the mismatch of the machine with the geotechnical conditions or abnormal ground conditions, it would be difficult to make up the schedule. It is of great importance to investigate the soil conditions and the design including construction sequence for tunnels and underground stations prior to the construction. The sequence of constructing piers of viaduct structure is bored piles, driving steel sheet piles, excavation, base concrete, pier concrete, backfilling, removing steel sheet piles, and pier top concrete, which would take two months. A block is 200 m in length, and the construction will proceed block by block together with traffic control. At the same time, precast concrete blocks for the viaduct will start to be produced and stored at the fabrication yard. Temporary launching girders will be set on piers and bridges will be constructed span by span using the pre-stressed method. Four pieces of launching girders will be provided for the 11.3 km length of viaduct so that construction period is expected to take four years. In case of tunnel construction, these activities will start simultaneously with the design and fabrication of shield machines and construction of vertical shaft and underground stations, which is foreseen to take two years because of the depth. The excavation speed of shield machine is expected to be 200 m to 300 m per month except in the initial stages. A shield machine per single line is provided for a length of 5.2 km; therefore, the whole construction period will take five years as shown in Table 6-1. Subsequent works such as track, cable, communication, and ventilation can only commence after the shield machine is demolished from the tunnel. If the number of shield machines is set to four, the construction period will be dramatically shortened. This analysis will be done in the next study.

6-1

Table 6-1 Construction Schedule of Partial Underground Option Year Month Station

Distance 0k000

No1 Station

0k400

1 2 3 4 5 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12

1k000

No2 Station

Track works      E & M system works

2k000 2K100 Station architectural works      12months per a station 3k000

No3 Station

3k400

Pier & footing, ctc.25m A construction block =200m 2 months per one block

4k000

No4 Station

4K700 5k000

No5 Station

5K840 6k000 6k366

Superstructure ,  One span=25m 5 days per one  span erection = 8 days for calender day 8*8=64days, about 2months / span

Vertical shaft (departure) Shield Machine fabrication &  mobilization to the site

6k735

No6 Station

8k000

No7 Station

No8 Station

Transition Box‐culvert and U‐shape wall

7k000 7K080 Underground station Diaphragm wall,  Top down method to Base concret

Shield tunnel construction

8k720 9k000

Architectural works for  underground station

9k720 10k000 Track works      E & M system works

No9 Station

11k000

11k919 12k000 12k285 Transition Box‐culvert and U‐shape wall N0.10 Station 12k965 13k000 13k446

Track works      E & M system works

Depot Access 14k000

Source： METI Study Team

6.1.2

Overall Project Implementation Schedule

The overall project schedule is shown in Table 6-2.

6-2

Table 6-2 Overall Project Implementation Schedule Year

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2035

1 Feasibility study Preliminary study Feasibility study Fund arrangement 2 Consultancy services 1 Consultant selection 2 Basic design 3 Detail design 4 Procurement assistance 3 Construction 1 0.2 km - 6.4 km Viaduct, Station 2 6.4km - 6.7km Transition 3 6.7 km - 11.9 km Underground Station 4 6.7 km - 11.9 km Shield Tunnel 5 11.9 km - 12.3 km transition 6 12.3km - 13.4 km Viaduct Station 7 Depot access 8 Depot 9 Architectural works for stations 4 Track works 5 E & M System 6 Rolling stock 7 Test, Commissioning 8 Operation & Maintenance 9 Land acquisition, Utility diversion

Source： METI Study Team

6.2

Issues on Project Implementation

Remarkable construction activities, which would affect the cost and implementation of the Project, are seen during the site visit. One is the reclamation with pumps around the planned depot area and the other is a great number of building constructions at the central part of Dhaka City. In addition to these construction activities, MRT, BRT, and flyover projects are going to be developed and land readjustment plan will be enforced in the near future. From the point of view of recent economical growth in Dhaka, the construction cost would be swollen more than expected and land acquisition would be critical for proceeding with this Project. It is desirable to establish the cooperation between the public and private parties in obtaining the land for public works like MRT project. For example, the entrance from both elevated and underground stations will generally be located on the sidewalk in case of enough width of the road, while it would be a positive idea to combine the public structure (entrance) and private equity (e.g., shopping mall, condominiums) in case of narrow road. The location of the entrance of the underground station, which is composed of staircases, escalators, and elevators, is of great importance. It will be an advantage for the passengers to ride the MRT smoothly and to develop the business environment surrounding the stations. In case of tunnel, the design of tunnel as well as underground stations shall be taken into consideration in the 6-3

construction method more thoroughly than that for elevated structure; otherwise, unexpected troubles would happen often during construction. Where tunnel passes under residential buildings, psychological and environmental issues may occur during the construction stage or permanently. It is of great importance to spread information widely before construction. Integrated engineering technology about tunnel construction experienced in Japan shall be available. This is a great opportunity to introduce tunnel technique to the MRT East-West Line Project in Dhaka.

.

6-4

Chapter7 Project Implementing Agencies

7.1

Overview of the Implementing Agencies of the Host Country

For any metro rail-related projects in Dhaka, two agencies are directly concerned, namely, Dhaka Transport Coordination Authority (DTCA) and Dhaka Mass Transit Company Ltd. (DMTC). DTCA, as the coordinating authority of all transportation system in Dhaka, is also mandated to conduct planning like feasibility studies. DMTC, on the other hand, is a state-owned company (SOC) responsible to implement any metro rail project in Dhaka. However, if the project is implemented through public-private partnership (PPP), implementation mechanism can be different and will depend on the extent of engagement of the private sector. For example, in case of build-operate-transfer (BOT), a special purpose organization (SPO) might be formed. However, if the PPP engagement is in the form of concession only, it is still possible that DMTC will be the implementing agency. In this chapter, assessment will be made for DMTC only. As mentioned above, DMTC is an SOC and is governed according to its own regulations. Legally, all SOCs are autonomous bodies but the respective ministries appoint their board of directors. Effectively, the SOCs reflect their line ministry positions. However, as the SOC’s board can take all decisions, the paper work involving the ministry can be reduced and thus many processes can be expedited. DMTC, like all SOCs, is legally separated from the government but heavily depends on the financial issuances of the government like loans and subsidies.

7.2

Organization for the Implementing Agencies of the Host Country

The DMTC is an SOC mandated to implement and operate all metro rails on behalf of the government. Its formation dates back to the 2010 JICA Dhaka Urban Transportation Study (DHUTS), which proposed to form an authority for the implementation of MRT Line 6 and later for any other lines. Later, the Study for Institutional Strengthening and Capacity Enhancement of Transport Related Agencies in Dhaka City (SISCETRA) was undertaken by DTCB (currently DTCA) engaging local consultants. The study recommended the formation of an authority which is essentially in line with the proposal of DHUTS and proposed the name “Dhaka Mass Transit Company”. They also suggested that DMTC can be developed in stages and in the beginning it should be formed with just 18 officials. During the implementation of MRT Line 6, an institutional development consultant (IDC) was engaged, who will formulate the full expansion of DMTC. IDC is expected to complete his/her work by 2015 and his/her scope includes organogram, job description, business plan, financial plan, and work procedure, among others. DMTC was formed in line with the Metro Rail Act of 2015 and complying with the Companies Act of 1994. The registration date of DMTC was June 3, 2013 and the registration number is C-109 490/13. The mandate mentioned in its Memorandum and Articles of Association is as follows (Sec III A 1): To establish, operate, and maintain including planning, designing, development, construction, and financing of MRT system in and around Dhaka City (as defined and specified in the Dhaka Transport Coordination Act, 2012 (Act No. 8 of 2012)) so as to meet the urban transport needs of Dhaka and its neighbouring areas. MRT 7-1

system covers metro railway, light railway, mono rail, sky bus, or any similar people mover system operating on a dedicated guide way at surface, above or below the ground level. In Sec III A 5b, DMTC is also mandated to carry out feasibility study of the system; thus, the feasibility study of the MRT Line 5e can be undertaken by DMTC. The authorized share capital of the company is BDT 10,000,000,000,000 (10,000 cr), which is approximately equivalent to USD 800 million. There are eight shareholders of DMTC and their share numbers are shown in Table 7-1 below. Table 7-1 DMTC Shareholders and Number of Shares Shareholders

Number of Shares

Secretary, Road Transport and Highways Division

9,999,999,930

Executive Director, Dhaka Transport Coordination Authority

10

Representative from the Prime Minister Office (Not below the rank of Director General)

10

Additional Secretary, Local Government Division

10

Additional Secretary, Ministry of Finance

10

Representative from the Ministry of Railway, (Not Below the rank of Joint Secretary)

10

Joint Secretary, Power Division

10

Managing Director, Dhaka Mass Transit Company Limited

10

Source: METI Study Team

As mentioned in Sec 33 (i), the number of directors shall not be less than nine and not more than 13 until otherwise determined by the company in its general meeting. The board of DMTC currently consists of 11 members and the formation is shown in Table 7-2 below. Table 7-2 Board Members of DMTC and Their Positions Member

Position

Secretary, Road Transport and Highways Division

Chairman

Executive Director, Dhaka Transport Coordination Authority

Member

Representative from the Prime Minister Office (Not below the rank of Director General)

Member

Additional Secretary, Local Government Division

Member

Additional Secretary, Ministry of Finance

Member

Representative from the Ministry of Railway, (Not Below the rank of Joint Secretary)

Member

Joint Secretary, Power Division

Member

One Professor of the Department of Civil Engineering, Bangladesh University of Engineering and Technology (BUET)

Member

7-2

A Qualified Chartered Accountant from the Institute of Chartered Accountants

Member

Member, An Advocate Specialized in Company Laws Nominated by the Government

Member

Managing Member of Director, Dhaka Mass Transit Company Limited

Member

Source: METI Study Team

At present, DMTC is still in the early stages of formation. Currently, one managing director, one deputy managing director, two directors, two chief engineers, and few deputy general managers are mobilized from different government agencies. The IDC is supposed to submit its report by end of 2015 outlining the organogram, manpower, job description, accounting system, and recruitment plan. It is expected that recruitment will start from 2016. In addition, IDC will also prepare a detailed training program for management and financial positions. Figure 7-1 Organizational Chart of DMTC Project Director Additional Project  Director Director, Finance  and Admin

Director, Strategy  and Planning

General Manager, Admin

General Manager, Finance and Accounts

Chief Engineer, Civil

Chief Engineer,  Electrical and  Mechanical DGM, Electrical and  Mechanical

Manager, Human   Resources and  Training

Manager, Legal  Affairs

Manager, Survey and  Land Acquisition

Manager, Electrical

Manager, Finance  and Accounts

DGM, Environment  and Rehabilitation

Manager,  Environment & Pollution Control

Manager,  Rehabilitation

Manager,  Mechanical

DGM, Transport  Planning

DGM, Traffic  Engineerinhg

DGM, Urban  Planning

DGM, Project  Management

Manager, Transport   Planning

Manager, Traffic  Engineerinhg

Manager, Urban  Planning

Manager, Project  Management

Source: Home Page of DMTC

Figure 7-2 Organizational Chart of DMTC Proposed by IDC Managing  Director Manager (Internak Audit)

Manager (PR)

Company  Secretary/ DGM

Astt. Manager (Internal Audit)

PR Officer

Astt. Manager  (Comp.Aff)

PR Assistant

Company Aff.  Assistant

Internal Audit  officer

DGM (Safety&QC Audit)

Manager (Safety Audit)

Director (Planning & 

Director (Finance&Admin.)

DGM (HR)

DGM/Principal  (Training Institute)

Manager(HR)

Manager (Training  Institute)

Contract Mgt. Assistant DGM(Finance)

DGM Manager 

Manager  (Finance) Manager (IT)

Manager 

Manager

Manager(Contract Mgt.)

GM(Fin.&Accts)

GM (HR& Admin.)

Manager (IT)

Manager (Quality Audit)

Manager (MIS)

Manager 

Source: Draft Final Report of IDC

7-3

Chief Engineer (Planning)

Chief Engineer  Development (Civil)

Chief Engineer  Development)

DCE(Proj.&Prop.D ev. Planning)

DCE Development  (Civil)

DCE Development  (E&M)

On the other hand, the General Consultant (GC) of MRT Line 6 will prepare the operation and maintenance (O&M)-related manpower requirement, recruitment plan, and training schedule. It may be mentioned that this will be prepared mainly focusing on the operation of MRT Line 6 only. For additional lines, such arrangement has to be updated.

7.3

Current Activities of Project Implementing Agency

DMTC is formed to implement and operate the urban metro rail system. However, this is a new system and there is no readily available in-country skilled manpower. It is naturally anticipated that DMTC will face difficulties in recruiting qualified personnel. DMTC started with very few staff. The MRT Line 6 implementation was planned in a very effective way so that the GC can nourish the DMTC in its infancy. GC will prepare the total organizational setup related to O&M. GC will then help in recruitment and provide training. On the other hand, IDC will prepare the management and financial organization of DMTC. Although it is expected that DMTC will get significant exposure through the implementation of MRT Line 6, it cannot be expected that with the implementation of just one line, DMTC can handle all the complex and interrelated technical, contractual, accounting, and management aspects of a metro rail implementation. Further, the underground construction associated with MRT Line 5 will present a whole new set of issues. Thus, it is recommended that at least for the next line also, a GC should be appointed to take the role of an “Engineer”, rather than to employ the fragmented services of a design and procurement consultant (DPC), a construction supervision consultant (CSC), and a management support consultant (MSC). By having a GC, DMTC can get on-the-job training very effectively. In addition, periodic training must be provided to DMTC officials for their capacity development.

7-4

Chapter8 Technical Advantages of Japanese Companies

8.1 International Competitiveness of Japanese Companies for the Project Implementation Construction technology in urban railway in Japan is known as high level technology in the world, including bridge construction technology in narrow construction space, tunnel construction, rolling stock, depot equipment, signaling, power, telecommunication, train operation control system, and station equipment. Japanese companies have various experiences in overseas projects, and they have been highly appreciated in the view of quality, schedule, safety and overall project management. MRT Line 6, with a total length of 20 km and which has been selected as the top priority line under the Dhaka Urban Transportation Study (DHUTS), is currently in progress as one of the projects financed under official development assistance (ODA) loans. Dhaka Mass Transit Company (DMTC), owner of the MRT Line 6 Project, expects Japanese companies to participate in the various construction packages (construction, rolling stock, and railway system) in this Project. In addition, there is a possibility of utilizing Japanese technology and knowhow such as management, maintenance, and staff education. Therefore, there is high possibility of orders for railway system and maintenance from Japanese companies under this Project. Advantages of railway technology of Japan in the international competition are mentioned below. 1) Safety, Stability The number of MRT passengers in Japan is large in the world. Japanese railway is ultra-high density transportation, however serious accident rate is very small, even in comparison with other countries. 2) Energy Saving Stable mass transit, reduced weight rolling stock, and highly efficient regenerative braking are enabling to reduce the energy consumption and carbon dioxide. 3) Construction Technology Since railway structure is often constructed in narrow and congested site in Japanese urban area, construction technology in Japan have much experience for safety and quickly construction in the city center. Most the city of Southeast Asia is dense areas like Japan, Japanese construction technology will be useful for minimizing adverse effects during construction. Table 8-1 summarizes the capability of Japanese companies in different procurement packages.

8-1

Table 8-1 Possibility of Orders from Japanese Companies in Each Package Item

Competitiveness of Japanese Companies

Civil (Elevated)

In the special condition of narrow construction yard, Japanese companies have a lot of knowledge and experience.

Civil (Underground)

Japanese shield tunnel technology is leading in the world, and it has gained international acclaim.

Rolling Stock

Japanese rolling stock, which has high safety, has gained confidence in the world market; it has high competitiveness in North America , UK and Asian countries.

Signalling System

ATC has already many domestic achievements, and CBTC also has experience of orders in India, South Korea, and Brazil. Source: METI Study Team

Table 8-2 listed up the international competitive Japanese technologies related to MRT construction. Table 8-2 List of International Competitive Japanese Technology Item

Expected

main

Content

specification HH Rail

UIC 60 Rail

In the railway business around the world, the Japanese heat-treated rail has high quality and durability, and has gained a high reputation abroad.

Regenerative

Li-ion

Battery

Energy Storage

Storage System

battery technology made in Japan has an advantage due

System Rolling Stock

Regenerative energy storage system using a lithium to reduction of environmental and maintenance costs.

Maximum operation

In recent years, Japanese rolling stock has been ordered speed

in the United States, the United Kingdom, Singapore,

100 km/h

Hong Kong, Middle East, and Egypt by winning in

VVVF inverter

international competition. If orders were made from a Japanese manufacturer in MRT Line 6, opportunity of orders can also be expected in this Project.

Shield Tunnel

Shield

tunnel

method

In India, Turkey, and Bangkok, shield tunnel has already been ordered and constructed. Japanese technology has been demonstrated by the Japanese companies.

IC Card and

AFC (Non-contact

The contactless IC card technology system that has been

Related

IC card)

used in Japanese railway was introduced in the

Facilities

state-owned bus company from 2012, and it has shown a huge positive impact. Source: METI Study Team

8-2