Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

An Approach to Reduce Car Dependency in the Chittagong

Metropolitan
1
Area (CMA), Bangladesh
2 3
Muhammad Rakibul Hasan Kauser , Mohammad Mizanur Rahaman , Mohammad Noor Uddin ,
4 5 6
Hasan Shahriar Alam , Khatun E Zannat and Mohammad Sarfaraz Gani Adnan

Abstract
Motorized vehicles are considered as one of the major modes of transportation in cities all over the
world. Private car, which is one of the main types of motorized vehicles, is often considered to be
among the biggest contributors for air pollution in the big cities, especially in developing countries.
Chittagong Metropolitan Area (CMA) which is the commercial capital and one of the largest cities in
Bangladesh. A considerable number of people of this city are heavily dependent on private cars. So,
the main objective of this study is to identify the factors behind the car dependency and also to develop
a strategy for reducing this car dependency towards achieving the goal of sustainable transportation.
The study is mainly based on primary data and a questionnaire survey has been conducted where the
main respondents are the car owners. Collected data then compiled and analysed by using spread
sheet program SPSS and Microsoft excel. Findings of this study show that a number of factors are
contributing to the car dependency in Chittagong city, as for instance, the poor condition of public
transport system. At the same time, the private transport system provides more comfortable journey,
ensure safety and door to door service. Moreover, the layout of transportation network of this city is
predominantly oriented towards private transport. It has been seen that most of the trip is generated by
private car which is 36.46%. It has also found that among trips generated by the respondents 37.01%
trip made for commercial purposes 26.36% trip made for residential purpose and 23.38% trip made for
recreation and roaming purpose. The study has been revealed that there exists a gap of knowledge
among the administrators and the respondents on respecting the public transport system of this city.
Finally, this study will provide latest and reliable information with several parameters that will help to
develop sustainable transportation related policy in future.

Key words: Car dependency, Public Transport; Pedestrian safety; Sustainable transport.

1. Introduction

At present affluent peoples are more dependent on cars because they do not prefer
alternative mode of transport to travel. History says that, in the post war cities the overall
price fell and the car ownership increased very significantly (Litman, 1999). Car occupies
a large amount of the capacity of road with small amount of people and reducing the
pedestrian catchment in neighbourhood centre (Newman & Kenworthy, 2006). So the
modern urban transport design tries to reduce the car dependency and searching for
alternative options. In Bangladesh the average daily commute increased 104.68% form
2003 to2007 (MLGRDC, 2009) while in the UK it is increased 6% since 1995/97, (Rode,
2009). The number of registered motorized vehicles in Bangladesh is increasing
tremendously from 2003 to 2007. In 2003 the total number vehicle is 59248 but in 2007 it
is increasing to 121272 only the register vehicle (MLGRDC, 2009). In the Chittagong city,
a transportation data bank created after extensive study had done in 1992-94 where it is
found that the budget over construction of new roads and fly overs increased and the
private transport has been increased rapidly than the public transport vehicles (CDA,
1995). The main objective of this study is to identify the factors behind the car
dependency and also to develop a strategy for reducing this car dependency towards
achieving the goal of sustainable transportation. The study is mainly based on primary

1
Undergraduate Student, Department of Urban and Regional Planning (URP), Chittagong University of
Engineering and Technology (CUET), Chittagong, Bangladesh. Email: mdrhkauser@gmail.com
2
Undergraduate Student, Dept. of URP, CUET, Chittagong, Bangladesh. Email: mr1105009@gmail.com
3
Undergraduate Student, Dept. of URP, CUET, Chittagong, Bangladesh. Email: iwalkalone80@gmail.com
1
Undergraduate Student, Dept. of URP, CUET, Chittagong, Bangladesh. Email: hsa1105020@gmail.com
1
Lecturer, Dept. of URP, CUET, Chittagong, Bangladesh. Email: khzannat.buet@gmail.com
6
Assistant Professor, Dept. of URP, CUET, Chittagong, Bangladesh. Email: sarfaraz_adnan@yahoo.com

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

data with the help of questionnaire survey which has been conducted to car owners.
These study which helps to provide strategies for better transport system for Chittagong
Metropolitan Area.

2. Theoretical Background

Car dependence occurs when a city or area of a city assumes car use as the dominant
imperative in its decisions on transportation, infrastructure and land use. Other modes
thus become increasingly peripheral, marginal or non-existent until there are no real
options for passenger travel other than the car. It has several negative effects on people,
society, and environment. High levels per capita automobile travel, automobile oriented
land use patterns and reduced transport alternatives (Newman & kenworthy, 2006). Car
dependency is complexly related with so many factors like congestion, public transport
demand, public transport supply, car population, socio economic condition of the
inhabitants etc. (ACHARYA, 2010). The increase of the decentralization of employment
the rate of car use increases significantly along with the increase of car population. Then
when the rate of congestion increase the amount of public transport supply decrease with
greater increase of public transport demand. Travel Patten which is fully dependent on
one person‟s individual behaviour. Travel for a particular place like school, office, market
etc. are often influences the car dependency. For the people who can afford cars, its
freedom to live anywhere around and a bit far away from city which in turn even affects
the need to replant the existing land use (Commonwealth, 2005). They can increase the
necessity to build the major roads, service roads and help to make a healthy community.
So, there have direct relation all of these things with the travel behaviour (GOF, 2012). An
ideal transport system enables people to fulfil their potential and contribute fully to society
(Kay, 2011). It minimizes the negative social and environmental impacts of transport that
ensures low carbon emission. It also provides security on energy crisis issues like high
dependency on fossil fuels, enables us to meet our commitments on climate change etc.
(Tiwari, 1999). In true sense achieving this kind of transport system is too much hard.
This concept is being used in different developing areas to avoid bad effects of existing
transport system. A sustainable transport system is often shown as a hierarchy of some
factors (Kay, 2011). Cars use fossil fuels like CNG, Octane and other petroleum. When
they are burnt they create gases like Carbon monoxide, Carbon dioxide, Sulphur di Oxide
etc. (Scotland). All of those gases are responsible for global warming along with human
health disorder. Carbon monoxide enters the blood stream and reduces oxygen delivery
to the body‟s organs and tissues. (EPA). The changing climate is expected to have
extremely grave consequences, leading to an increased number of “extreme” weather
events, potential rises in sea level, and possible extinction of plant and animal species
due to habitat loss. (Centre) Although the scenario of Chittagong is much better from
other larger cities like London, Tokyo, New York but it is on the most developing heavy
traffic zone (Corporation). The pressure of traffic on roads of Chittagong is increasing day
by day. As per BRTA source the average right of way of the major roads of Chittagong
100 to 130 feet. These carriageways take the load of traffic along with installation of utility
services. So reducing car dependency is of crying need for building a sustainable
transport system for Chittagong Metropolitan Area. To achieve the goal different
strategies can be taken that are being used worldwide. One of the strategies is to
encourage greater use of public transport systems that are well integrated, providing
seamless travel across modes. (Sanjay, 2005). Another important policy is shifting the
balance between modes of transport (COM, 2001). In this paper a systematic method has
been applied to analyse factors responsible for increasing car dependency in CCC area
and finally develop some strategy to achieve the goal.

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

3. Methodology

The current research work also has done from problem defining to formal reporting by
following a definite methodology. To fulfil the objective different methodological approach
has been selected. To find out which factors are influencing car dependency the study
required a consultation with some car users with the help of direct questioner interview.
At first it required to understand the problem and concept of car dependency. For the
purpose of developing strategies the study required to understand the problem with
survey and literature review. Fixing the goal and objective data study area has been
selected. Through the questioner survey data has been collected. The concept of the
study related to car dependency in Chittagong Metropolitan Area is developed by the
discussion with the transport experts, sociologist, consultation with car users and
literature review from yearly reports, journals, and books. Simple random sampling
method is used for questionnaire survey. For the sample size determination for data
collection 95% confidence level has been fixed out. The sample size has fixed by using
following formula
2
n0= (Zs/e) …………………………………………………………………………………….. (1)
(Gupta & Gupta, 2006)
Where,
n0 = crude sample size
Z= confidence level (For 95% confidence level Z= 1.96) (Gupta & Gupta, 2006)
s= standard deviation= 4 (From previous experience)
e = error tolerance whose value is ± .4
2
n0 = (1.96*4/.4)
= 384.245
≈ 384

n = n0 / (1+ n0 /N)……………………………………………...……………………...…… (2)

(Gupta & Gupta, 2006)
Where,
n = sample size,
n0 = crude sample size= 384
N = population size= 4009423 (source: BBS: 2011)

n=384/(1+384/4009423)
= 384.145
≈ 384

Using the 95% confidence level the sample size has become 384

The questionnaire is prepared by literature review and then it is previewed by the

concerned expert for the verification. The questionnaire has been distributed to the
selected sampled car owners (this survey has been done for writer‟s academic purpose).
They gave their opinions on the basis of questionnaire. At the time of analysis, if the
unsatisfactory data is found, the data must be cross checked and reviewed. Then the
data is again input and processing in the SPSS and Microsoft excel software. After then,
processing the data analysis has been done. For the clear understanding the
methodological flow chart is given below

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

Figure 3.1: Methodological Flow Chart.

4. Study Area

Chittagong is the second largest metropolitan city of Bangladesh and considering the
industrial, commercial and institutional potentials, the government of Bangladesh has
declared it the „Commercial Capital‟ of the country. Chittagong is close to the Bay of
Bangle and the seaport of Chittagong is the gateway to Bangladesh. The area of the
metropolitan city is 168.07 km2 (64.89 sq. mills). In the city 4009423 (source: BBS:
2011).

Figure 4.2: Map of Bangladesh (left) and Map of Chittagong Metropolitan Area (right)
(Source: Banglapedia)

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Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

5. Analysis and Findings

5.1 dependent families in Chittagong Metropolitan Area (CMA)
The transportation system of CMA is overloaded and it's a time‐consuming nightmare to get
anywhere in the peak hours or the office hours. People waste countless hours of their time
and billions of gallons of precious fuel sitting stuck in traffic on the roads and runways. Still
people prefer private cars for transportation as there is not a strong public transportation
system to serve most of the suburban CMA areas. This issue of CMA‟s sub‐urban car
dependency is one of the pressing issues for urban planners.

25%
Percentages of car owned

20%

15%
family

10%

5%

0%
One Two Three Four Five Six Greater
than six
Family size

Figure 5.1: percentages of car owned family according to family size

Table 5.1: Trip generation pattern in CMA (In percentage)

Bus Private CNG Motor Auto Rickshaw Cycle Othe Total

car cycle r
Home 2.26 5.58 2.14 1.16 0.88 1.41 0.53 0.21 14.1
7
Office 2.42 5.03 1.8 0.98 0.93 1.13 0.36 0.08 12.7
3
School 1.98 4.82 2.03 1.32 0.59 1.14 0.28 0.03 12.1
9
Shop 2.23 4.38 2.16 1.31 0.52 1.03 0.38 0.1 12.1
1
Market 2.07 4.36 1.98 1.2 0.89 1.04 0.45 0.18 12.1
7
Recreati 2.16 4.08 2.09 1.31 0.75 0.97 0.41 0.15 11.9
on 2
Roaming 2.02 4.02 2.11 1.44 0.89 0.89 0.43 0.12 11.9
2
Others 2.62 4.19 2.14 1.32 1.05 0.96 0.41 0.11 12.8
Total 17.7 36.46 16.4 10.04 6.5 8.57 3.25 0.98 100
6 5
5.2 Trip generation from different mode in CMA
The transportation survey conducted in the Chittagong metropolitan area revealed that there
exists the tendency of more trip generation from the private car and increasing day by day.
The major roads are going to be mostly occupied by this increased number of private car. In

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

reaching to the community facilities from the home, office and bazars, the people from the
higher income buys their own private car and does not shares their vehicles with others.

Home Office School Shop Market Recreation Roaming Others

25 Home
21.29
20 Home Others Home Home
Others Roaming
15.3 Shop 16.15 16.43 16.22
14.76 14.35
15 13.14

10

0
Bus Private car CNG Motor cycle auto Rickshaw Cycle Other

Figure 5.2: Trip generation pattern in the city by different modes

5.3 Modes used by city dwellers in different time
In accomplishing the daily task in the city, the city dwellers choses vehicles of
optimum cost and time. In day to day purpose, the city people choses that vehicle
which will provide best service in reaching the access roads and their destination is
nearest work place. Most private vehicles accomplishes that need of reaching to the
door of the city people which does not done by the public vehicles. People from
several income groups also becomes unable to live in nearest place of their work
place due to higher rent of living. Their trip generation pattern can be shown with the
graph shown below.

250 218
200
Frequency

162 Bus
150 103 97 Private car
100
48 46
50 CNG
0 Motor cycle
Auto
Rickshaw
Cycle

Figure 5.3: Usage of vehicles in several time durations

5.4 Preference car as a first transportation system

People living in the metropolitan area has much better economic condition than any
other area of the city. Their preference varies according to the time needs to reach,
less pollution, less fuel consumption for different reasons. Nearly 21.18% people
prefer it for less fuel consumptions, 17.88%for comfort, 17.79 for less pollution,

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

12.26 for cost effective,11.01 for safety, 10.22 for availability, and 9.66% people
prefer its less journey time.

100
80
Count

60
40
20
0
comfort availibility cos teffective less journey safety less pollution less fuel
time consumption
Preference

Figure 5.4: The preference of users on car as first transportation system

Table 5.2: Preference of respondents on car as first mode of transportation

Comfort Availability Cost Less Safety Less Less fuel

effective journey pollution consumption
time
69 39 47 37 42 68 81
17.88% 10.22% 12.26% 9.66% 11.01 17.79% 21.18%
%

5.5 Reason behind loosing popularity of public transport

The figure is about why public transport can‟t be alternative mode of transport. After
analysis, it is found that people of 29.95% refuse alternative mode of transport for
uncomfortable and time consuming. In these cases the public transport lose its
popularity of service in metropolitan area.

35%
Percentage of opinions

30%
25%
20%
15%
10%
5%
0%

Preferences of the respondents

Figure 5.5: Problems on public transport in Chittagong metropolitan area

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Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

5.6 Opinion of the respondent about considering other mode of transport instead of
private car
The figure below shows the result of the questionnaire survey. Opinion of
respondent about considering other mode of transport rather than private car. Mostly
people say yes to public transport when the journey time reduced and which is
74.2% and most people say no to public transport when the destination are nearer
and its number is 51.22% which will help in making sustainable decision related to
transportation policy making to control the increase amount of private vehicles like
cars.

80
Percentage

60
40
20 yes
0
no
Journey length Journey time Trip number reduces Destinations are
reduces reduces nearer
Opinions given to respondents

Figure 5.6: Opinion of Respondents about considers other mode of transport rather than car

5.7 Recommendation

Strongly agree Disagree Agree Strongly disagree Neutral

140
Number of respondents

120
100
80
60
40
20
0

Preference options offered to respondents

Figure 5.7: Preference type of the car users on which they will switch back to public transport

People from higher income groups have the tendency of avoiding use of public
transport vehicles instead of car. The car vehicle has large impact in fuel
consumption and maintenance cost also. In spite of this the high and middle-high
income group of people chose private car for them for comfort, safety and
availability. The figure shown above depicts that, they are not interested in using
public transport and wants more parking pace and government intervention in
maintaining the transport pattern in the metropolitan area. They also want taste of

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

the Chinese city cycling and walking environment and congestion free transport
network. As existing metropolitan area people are habited with the existing
deteriorated environment of the area, they need social change first to change the
tendency of buying private vehicles like car and should morning walking by the side
of the congestion free road which will make them healthy and diligent. At one time
they will more conscious about the environmental degradation and consequences of
the effect of violation of the rules declared by the local authority which will give force
to the way of sustainable development.

6. Conclusions

This study tries to show how the public transportation system can be used as an alternative
for private cars and how these car dependency can be reduced. Car dependency is the main
barriers for sustainable transportation system which is the basic requirements for a balance
developed city. For these developed countries tries to reduce car use and such for a better
transport alternatives. Some strategies can make public transport acceptable in Chittagong
city. These strategies are de‐ marketed public transport as a status symbol and a convenient
accessory of modern life. It must also be cost effective, efficient, and schedule transit. These
strategies will help to achieve a sustainable transportation system and balance development
in Chittagong city.

Acknowledgement:

At first all praises belong to Almighty Allah, the most Merciful, very kind to man and his
action. We would like to express our gratitude to our parents and other family members from
the core of our heart for their love. We want to specially thank to all of our friends for helpful
and provide encourage to accomplish the dissertation. We would like to thank all of our
respective teachers of department of Urban & Regional Planning, CUET for giving their
valuable advice, comments, sympathetic co-operation and systematic guidance at all stages
of this field work & this report. We want to specially thank to all of our classmates for helpful
and provide encourage to accomplish the dissertation. Finally, our special appreciation goes
to all the dwellers of the Chittagong city for their response and co-operation provided during
the survey work.

7. References

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Sydney: Faculty of Architecture, Design & Planning. The University of Sydney.
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CDA. (1995). Long term development strategy for traffic and transportation in chittagong.
Chittagong Development Authority.
COM (2001). European transport policy for 2010: time to decide. COMMISSION OF THE
EUROPEAN COMMUNITIES, Brussels, 12.9.2001 Available at:
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70_en.pdf [Accessed 22 December 2015]
Commonwealth. (2005). Sustainable Cities, House of Representitives, commonwealth.
Gupta, S. P. and Gupta, M. P. (2006) Business Statistics, New Delhi: Sultan Chand & Sons.
GOF. (2012). Competitiveness and well-being through responsible transport. Finland: FI–
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Kay, D. (2011, February). Sustainable transport system. Fairness in a car dependent society,
p. 42.
Kenworthy, J., & Newman, P. (2006). Urban Design to Reduce Automobile Opolis: An
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Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh
Bangladesh Planning Research Conference (BPRC) 5-6 February 2016 Paper ID: 116

Litman, P. (1999). Sustainability and the cities: extending the metabolism model, Landscape
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MLGRDC. (2009). Road User Cost Study. Dhaka: Local Government Engineering
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Rode, P. (2009). City Making as Climate Policy. London: Urban age programme.
Sanjay K.S. (2005). Review of Urban Transportation in India, Indian institute of technology.
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[Accessed 22 December 2015].
Tiwari, D. M. (1999). Introduction. Sustainable Transport systems: Linkages between
environmental issues, Public transport, Non-motorized transport and safety. 1.

Department of Urban & Regional Planning

Jahangirnagar University, Dhaka 1342, Bangladesh