International Conference on Engineering Research and Education

School of Applied sciences & Technology, SUST, Sylhet pp. 1

Revised Strategic Transport Plan of Dhaka City: A

Comprehensive Study

Roy*, A. K. and Labony, Z. F.

Department of Civil Engineering, Military Institute of Science and Technology,
Mirpur Cantonment, Dhaka-1216, Bangladesh
Email: [email protected], [email protected]
*Corresponding author [Amit Kumar Roy]
Abstract: As Bangladesh is growing and developing economically, Dhaka,
Keywords:
the capital city is beginning to experience massive traffic congestion. It has
become a critical issue to improve the urban transportation system in the
• RSTP;
Dhaka Metropolitan Area to ease traffic congestion and arrest environmental
• traffic congestion; deterioration. A proper transportation planning is needed to ensure the
• transport planning; efficient movement of people and goods across the country. Under these
circumstances, the Government of Bangladesh formulated the Strategic
• Dhaka city; Transport Plan (STP) for Dhaka in 2005 in cooperation with the World Bank.
• comparative study. The government also revised and updated the STP in 2015 as well started the
project to help build the capacity of the transportation system of Dhaka city.
This study provides a critical review of the major projects and
recommendations of Revised Strategic Transport Plan (RSTP). This paper
also shows previously approached transport plans and develops an analytical
comparison between previous transport plans and the Revised Strategic
Transport Plan (RSTP). There is a significant difference between future road
network performance with RSTP Master Plan and without RSTP Master
Plan. Such as the average travel speed will decrease more and the volume to
capacity ratio will highly increase in future if no strategic plan is taken. This
study shows the difference between future road network performance with
RSTP Master Plan and without RSTP Master Plan and proposes some
sustainable road network plans for future in Greater Dhaka Area (GDA).

1. Introduction
Dhaka, the capital city of Bangladesh, is the largest and most industrialized city in the country
with some 135 million people. Dhaka serves as the traditional center of wholesale trade and it is
also the administrative, commercial, and cultural center of the country. Currently, urban
transportation in the DMA relies heavily on road transport and traffic in the city is characterized
by a chaotic mixture of cars, buses, auto-rickshaws, rickshaws, motorcycles, etc. This condition
has resulted to serious traffic gridlocks and problems in the DMA which in turn has added to the
city’s growing social and economic problems, such as posing serious health hazards to its
citizens due to air pollution. The city needs a proper transportation planning to ensure the
efficient movement of people and goods across the country.

Submitted: 15 October, 2018 │ Revised: 15 October, 2018 │ Accepted: 22 November, 2018

pp. 2 Roy, et al., 2019 Running head in 50 characters

The Government of Bangladesh (GOB) formulated the “Strategic Transport Plan for Dhaka”
(STP) in 2005, a “20-Year Urban Transportation Policy (2004-2024)” (DTCA, 2015). As for
visions on the transportation network plan, identified three BRT lines (i.e., BRT Lines 1, 2, and
3) were supposed to commence before 2010. However, except for MRT Line 6 and BRT Line 3
above, other projects envisioned in the STP have yet to take off the ground. Compounding the
lack of transport development is the fact that some new towns have sprouted in the study area
even as other towns are being planned to rise in the area under the jurisdiction of Rajdhani
Unnayan Kartripakkha (RAJUK). These changes necessitate the need to review and update the
STP (DTCA, 2015).
Under these circumstances the GOB requested the GOJ (Government of Japan) in October 2012
for technical assistance in the review and modification of the STP as well as to help build the
capacity of the DTCA. In response to the request JICA has selected Joint-venture Consultant,
ALMEC Corporation, Oriental Consultants Co., LTD. And Katahira & Engineers International
to carry out “The Project on the Revision and Updating of the Strategic Transport Plan for
Dhaka” and provide the needed technical assistance. On May 2014, JICA dispatched the Project
Team to Dhaka to confirm the details of the GOB request (DTCA, 2015). The prime objective
of this study is to find the major projects and recommendations of Revised Strategic Transport
Plan (RSTP) and to develop an analytical comparison between previous transport plans and the
Revised Strategic Transport Plan (RSTP).
2. Previous and On-Going Transport Plans
2.1 Dhaka Integrated Transportation Study (DITS)
The Greater Dhaka Metropolitan Area Integrated Transportation Study (DITS) is the 1st urban
transport master plan in Dhaka City. It was prepared in 1994 by an initiation of the Government
of Bangladesh (GOB) with the assistance from UNDP (DTCA, 2015).
2.2 Dhaka Urban Transport Project (DUTP)
2nd urban transport master plan is the Dhaka Urban Transport Project (DUTP). This project was
one of the first World Bank projects aimed at easing the complex transport problems facing
Bangladesh's capital. Another aim was to prepare a 20-year strategic transport plan for the
Dhaka Metropolitan Area (DMA). The project closed on June 30, 2005. The DUTP included
five studies and projects, namely physical improvement projects in urban infrastructure, STP as
long-term transport strategic plan, and two feasibility studies for Dhaka Eastern Bypass Project
and Jatrabari Flyover Project (DTCA, 2015).
2.3 Strategic Transport Plan (STP)
Dhaka Transport Coordination Board (DTCB) prepared Strategic Transport Plan (STP) in 2004
under the Ministry of Communication with assistance from the World Bank (DTCA, 2005). The
STP contains a 20-year (long-term) transport plan for the greater Dhaka area and its transport
strategy underscored a balance between public transport and private mode of transport and
anticipated future demand forecast. The plan was divided into four periods, of 5 years each,
beginning in 2005 and ending in 2024 (DTCA, 2005). The major recommendations of this plan
were the construction of 3 MRT lines and 3 BRT lines, construction of Dhaka Elevated
Expressway and some other major roadway projects.

____________________________________________________________________________
Roy*, A. K. and Labony, Z.F.; ([email protected])
International Conference on Engineering Research and Education
School of Applied sciences & Technology, SUST, Sylhet pp. 3

2.4 Revised Strategic Transport Plan (RSTP)

Population growth and urbanization of GDA changed rapidly more than predicted figures of
STP. And Growth Pole Scenario which proposed in STP didn’t happen. Not only socio-
economic environment but also urban transport environment was quite different with supposed
environments in STP. These contradictions necessitated the need to review and update the STP.
In 2015, JICA carried out “The Project on the Revision and Updating of the Strategic Transport
Plan for Dhaka” in association with ALMEC Corporation, Oriental Consultants Co., LTD. And
Katahira & Engineers International in 2015 project to help build the capacity of the
transportation system of Dhaka city.
The major recommendations of RSTP
are:
1. 5 Mass Rapid Transit (MRT)
Line construction [MRT Line 1,
2, 4, 5 & 6]
2. 2 Bus Rapid Transit (BRT) Line
Construction [BRT Line 3 & 7]
3. 3 Ring Roads
4. 8 Radial Roads
5. 6 Expressways
6. 21 Transportation Hubs
7. Improvement of Circular
Waterway around Dhaka
8. Improvement of Traffic
Management and Traffic Safety
9. Bus Sector Reforms [Route
Rationalization, Bus Company
Formation, Relocation of Bus
Terminals]
Fig. 1 RSTP Urban Transport Master Plan
Source: RSTP
3. Methodology
The main component of this paper is the analytical comparison of Strategic Transport Plan
(STP) and Revised Strategic Transport Plan (RSTP) of Dhaka City. The comparison is based on
the prime projects and it is done by an extensive literature study of STP and RSTP. A
comparison between general concept and RSTP concept of Land Use and Transport Integration
has also been presented. Another method regarding the comparison of road network
performance with RSTP and without RSTP has also been taken to point out the significance of
Revised Strategic Transport Plan (RSTP).
4. Results and Discussions
4.1 Comparison Between Prime Projects of STP and RSTP
There is a significant difference between Strategic Transport Plan (STP) and the Revised
Strategic Transport Plan (RSTP). In STP there is provision of three BRT lines and three MRT
lines. Due to the increased demand, the number of MRT lines is increased in RSTP. In total
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Roy*, A. K. and Labony, Z.F.
pp. 4 Roy, et al., 2019 Running head in 50 characters

there are five MRT lines and two BRT lines in RSTP. The number of expressways is only one
STP, but there are total six expressways in the plan of RSTP. Also, there is no provision of ring
roads and radial roads in STP, while in RSTP there are three ring roads and eight radial roads.
These recommendations distinguish the plan of RSTP from STP.
In Table 1, the comparison of prime projects is shown below:
Table 1 Comparison of Prime Projects
STP RSTP

• Construction of three Bus Rapid Transit (BRT • 2 Bus Rapid Transit (BRT) Line Construction
Line 1,2 & 3) [BRT Line 3 & 7]
• Construction of three Mass Rapid Transit • 5 Mass Rapid Transit (MRT) Line
(MRT Line 4,5 & 6) construction [MRT Line 1, 2, 4, 5 & 6]
• Construction of Dhaka Elevated Expressway • 6 Expressways
on PPP basis • 3 Ring Roads
• Construction of Gulisthan-Jatrabari Flyover • 8 Radial Roads
• Improvement of Tongi- Ghorashal Highway • 21 Transportation Hubs
• Construction of Mogbazar Flyover • Improvement of Circular Waterway around
• Construction of Dhaka Circular Road Dhaka
• Some major highway projects • Improvement of Traffic Management

4.2 Comparison of Land Use and Transport Integration

4.2.1 General Concept
RAJUK area has its own spatial plan, known as the “Regional Development Plan” (RDP). It is
an urban structure development plan, showing the future urban structure and land use supported
with a population framework. The said plan promotes a polycentric urban structure moving
outward in all directions from the existing CBD. However, the actual urban development that
takes place differs from those indicated in the RDP. The developments are heading towards the
north and northwest of the city along the existing primary roads (DTCA, 2015). Further
densification of the existing built-up areas is also notable. It is also noticeable that the transport
and land use are closely interactive. This project aims to assist the city to manage its future
growth and progress more effectively through the integrated planning of transport and urban
development. The project area addresses to this trend and needs to establish a pragmatic
strategy to manage the fast-growing urban areas.
4.2.2 RSTP Concept
A public-transport-oriented city cannot be realized solely by introducing mass transit as a mode
of transportation; it must also be associated with effective integrated urban areas and a shift of
lifestyle of the people. Key considerations must be given to the following:
1) Integrated Urban Development: Land use and urban development must be reorganized
along the mass transit corridors in a way that socio-economic activities are more effectively
articulated with mass transit. This requires a review of the urban master plan which is rather
road transportation-based. And infrastructure development for implementing suburbanization to
reduce population density in CBD.
• Satellite Regional Centers are connected with Urban Core by MRT/BRT
• Each Satellite Regional Center is connected by Regional Highways
____________________________________________________________________________
Roy*, A. K. and Labony, Z.F.; ([email protected])
International Conference on Engineering Research and Education
School of Applied sciences & Technology, SUST, Sylhet pp. 5

2) Adequate Role-sharing with Other Public Transport: Feeder transport, including buses,
mini buses, CNG, rickshaws, and others is also an equally important mode as the society
becomes affluent and demands diversify. And those feeder public transport modes are also
important services to mass transit systems.

Pop. 26.3 million (2035) Pop. 26.3 million (2035)

Trend Scenario RSTP Scenario
Urban Development without any policies Urban Development integrated urban transport
Source: RSTP network
Fig. 2 Population Density of Trend Scenario and RSTP Scenario
4.3 Comparison of 2014 and 2035 Road Network Performance
The road network performance under the current
situation is summarized as follows. The average
travel speed is 6.4 km/h in RAJUK area while 6.1
km/h in DMA and V/C (volume-to-capacity ratio)
is 1.2. In RAJUK area alone, excluding DMA,
average travel speed is 6.8 km/h which is a little
bit faster than in DMA (DTCA, 2015).
In “Do-nothing Case”, the traffic is expected to
worsen at an average travel speed of 4.7 km/h in
RAJUK area and 5.0 km/h in DMA while V/C
will be 3.7 (DTCA, 2015). RSTP travel demand
model runs were carried out considering the entire
proposed network. The entire network was tested
for its operational performance until 2035 and it
showed a sustainable level of service in the Study
Area. The 2014 and 2035 traffic volumes and
resulting average speed are depicted as shown in Fig. 3 Current Road Network Performance
Figure 3, Figure 4, Figure 5 and Table 2. (2014) Source: RSTP
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Roy*, A. K. and Labony, Z.F.
pp. 6 Roy, et al., 2019 Running head in 50 characters

Fig. 4 Current Road Network Performance Fig. 5 Proposed Road Network Performance
(2035) Source: RSTP (2035) Source: RSTP
Table 2 Road Network Performance
Ave. Ave. Speed (kph) Total VOC Total TTC VOC/trip TCC/trip
V/C DMA RAJUK (mil.TK/day) (mil.TK/day) (TK/day) (TK/day)
2014 1.2 6.1 6.4 174 2324 11.3 150.9
2025 Do-Nothing 2.1 5.1 5.1 338 8594 14.8 375.3
2025 Master Plan 0.8 11.3 10.2 325 4651 14.2 203.1
2035 Do-Nothing 3.7 5.0 4.7 692 11587 25.6 429.1
2035 Master Plan 0.8 11.7 13.7 579 4942 21.4 183.0
Source: RSTP
5. Conclusion
According to a recent World Bank study, Dhaka’s average traffic speed has dropped from 21
km/h to 7 km/h in the last 10 years. Around 3.2 million work hours are eaten up due to traffic
gridlock (Mamun, 2017). The government has revised the STP for 20 years (2015-2035) to
enhance traffic speed. The expected speed of traffic movement is 100 km/h once all six
expressways are completed. Although this will likely take another 20 years to be completed, the
government hopes that by initiating such large-scale traffic management schemes, Dhaka will
experience the benefits of being a middle-income country. For a better transportation system,
every transport plan should be taken according to the recommendations of RSTP.
6. References
• DTCA (2015), Revised Strategic Transport Plan (RSTP), Dhaka.
• DTCA (2005), Strategic Transport Plan (RSTP), Dhaka.
• Mamun, S. (22 August, 2017) What Dhaka’s transport system might be like in 2019,
Dhaka Tribune [Online Report], Available in:
https://www.dhakatribune.com/bangladesh/dhaka/2017/08/22/dhakas-transport-system-
might-like-2019/ Access in: 25 August, 2018.

____________________________________________________________________________
Roy*, A. K. and Labony, Z.F.; ([email protected])