Vision 2050 - MRT Interchange Station, Kawranbazar - BUET

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Vision 2050: MRT Interchange Station, Kawranbazar |

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| BUET (https://contextbd.com/category/student-works/buet/) | Student works (https://contextbd.com/category/student-
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
MRT Interchange Station, Kawranbazar © Md.Tariquzzaman (Tomal) | BUET (https://contextbd.com/vision-2050-mrt-
interchange-station-kawranbazar-buet/)
Name: Md Tariquzzaman Tomal

Studio: X (Thesis)
Prof. Dr. Khandaker Shabbir Ahmed, Prof. Dr. Shayer Ghafur, Dr. Nasreen Hossain, Patrick D’ Rozario
Studio Master:
, Muhaimeen Islam Bhadhon, Labib Hossain
 Year: 2014
University: BUET
Vision 2050, MRT (Mass Rapid Transit) Interchange Station at Kawranbazar, Dhaka along MRT LINE- 6 was taken as the final
year (5th year) thesis project of Bangladesh University of Engineering and Technology, completed in August 2014. Designing
MRT interchange station was an initiative of integrating land use and transportation infrastructure together in a cohesive
manner which not only facilitate movement of traffic but also regenerates local urban fabric in terms of economy,
environment and social dynamics to make it a viable transit center for city dwellers.
| From the submission |
Dhaka Metropolitan Region (DMR) is experiencing phenomenal growth since the independence of the country. Due to
regular migration from outside of the city, it is getting over crowded with time thus influencing rapid urbanization. The
problem is further aggravated by limited land supply in urban areas, lower land utilization and lack of proper policy and
planning of integrated land use and transportation system. The over-congestion of the core city calls for an imminent vision
for redistribution of activities for a more balanced metropolitan region. The main theme of the proposed “Multi-Core Mega
Urban” concept was to decentralize concentration i.e. diffusing the major functions performed by the core city and
redistributing it to different urban centers with high levels of accessibility within the regional boundary of RAJUK. Mass Rapid
Transit (MRT), with a combination of train and bus, is suggested to be the most popular solution to support the masses of
Dhaka. This will help to create a hierarchical framework of different magnitudes of urban centers providing corresponding
levels of services and employment opportunities to meet the local demand that will reduce long-distance trip generation thus
traffic congestion.

(https://contextbd.com/wp-content/uploads/2017/02/MRT-_BUET_04.jpg)
© Md.Tariquzzaman (Tomal) | BUET
By definition, a center is a place where varying concentration and combination of retail, commercial, civic, cultural and
residential uses are focused around transport facilities that make its live and vibrant. The adjacent area of the site can be
characterized by as a center connecting north-south and east-west of the city with intense traffic, dense commercial & mixed
use development and other recreational public spaces. The prime concern of this project was the creation of an urban tissue
with metro station as a logical center, combing the functions of transportation and social communication. The intention of
the project was to ensure seamless urban experience through pedestrian interconnection and land use integration with site &
 surroundings that will facilitate steady incoming and outgoing pedestrian traffic with obvious and convenient intermodal
transfer within transit center to solve the last mile problem. Finally, to take challenges of integrating architecture and urban
design which deals with the terms and issues regarding transport planning, urban intervention, pedestrian linkage and urban
regeneration.
CONCEPT & CONSIDERATIONS
Strategic visioning framework


This project tried to envision some strategic framework to make it a sustainable transit center that will not only facilitate
steady incoming and outgoing pedestrian traffic but also regenerates local urban fabric. The utmost consideration for this
project were followings-
Complete Street Network, MRT as a system the viability of this mega project depends on other mode of transit specially
walking, cycling, public transit and pedestrian oriented development strategy. To ensure those facilities within catchment
area we need to establish street hierarchy, access hierarchy, should avoid cul-de-sacs, should promote integrated and
continuous pedestrian access, safe and secure shared street that will allow all types of vehicles which will solve the last mile
problem and will help to reduce pedestrian & vehicular congestion.
Land-use Development, to reduce travel cost MRT system must need to maximize its ridership to ensure its economic
viability. To cater its transit ridership each station area should be regenerated as moderate to high density mixed use
development (Transit Oriented Development (TOD),Pedestrian Oriented Development (POD)) which will allow diversity,
density and pedestrian oriented development within 800m radius from station area to outward . Underutilized, small plot
could be amalgamated or transformed into more efficient plot to increase its commercial and social benefit.

Place Making, MRT Infrastructure as a mega urban intervention project could change the urban fabric of the city through its
appropriate integration with the adjacent land use, landscaping and with other built and natural environment which will
transform the station interface to an appropriate transition area. Thus creating an active urban realm for the city dwellers
that will cater waiting, drop-off, disperse and other social & cultural activity which in other way will create an positive image
of the city and a strong sense of orientation towards station area.
 Multimodal Transportation System, MRT as a system will not sustain until it is properly integrated with the other mode of
transit like pedestrian, cycling, public transit, para-transit and water transit system within the catchment area in micro and
macro scale. The network of these modes will form an urban tissue which will enhance an integrated system of
transportation thus cater its sustainability as a transit center.
Protecting Natural Habitat, At the end of the day we can’t survive fighting with our natural environment. The project
intervention strategy should not harm the existing natural settings rather steps should be taken to retrofit existing ecosystem
which will help to improve the spatial quality, thermal environment and minimize negative micro and macro climatic impact.
DESIGN BRIEF & PROCESS
The proposed MRT LINE-6 is an elevated structure over the existing transit corridor and stations are distributed along the
route at some important locations connecting administrative, cultural, commercial, residential and educational district of the
 city where each station area is different in its character and identity. So, in the design process the station interface has been
designed in a way that reinforces the character of the site which will also act as an active public realm.

The proposed location of the station was in front of Panthakunjo Park at Kawranbazar, Dhaka. The adjacent area of the site
can be characterized as a center connecting north-south and east-west of the city with intense traffic, dense commercial &
mixed use development and other recreational public spaces. Also a spectacular view to Hatirjheel Lake and existing
Panthakunjo Park are the major site forces for the design that will help to create an active urban oasis at the heart of the city.


The prime concern of this project was to retrofit and integrate those built and natural environment with MRT station and to
transform the station area as an active, vibrant urban realm that will facilitate not only incoming and outgoing traffic but also
act as a social platform for sharing feelings and emotions. In the design, the station was designed considering MRT LINE-
6(Elevated) with MRT LINE 5(Conceived Underground), future inland waterways along Hatirjheel and existing ground traffic
which connects the north-south and east-west of the city. The design discouraged the route of Dhaka Elevated
Expressway(DEEP) along its proposed route that conflicts with the MRT station in its current location and did not comply
with many other urban design issues.


The design evolved through some sequential stages. Firstly; it started through the Identification of crowd generating spot
within the influence area, Secondly; creation of an active urban realm at those crowed generating spot that will help in
efficient transfer of passengers and will connect it with existing urban fabric to allow seamless pedestrian interconnection,
Thirdly; creation of a skywalk to connect those urban interface with MRT station to facilitate MRT passengers to find their
destination without conflicting with ground traffic , Fourthly; establishment of an interconnecting network within MRT6,
MRT5, water bus stand and existing ground traffic., Finally; connection and integration of the station area with the adjacent
lake(Hatirjheel) and park (Panthkunjo) to form an active urban oasis.
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DESIGN. ARCHITECTURE. CULTURE

Vision 2050: MRT Interchange Station, Kawranbazar |

Name: Md Tariquzzaman Tomal

CONCEPT & CONSIDERATIONS

Strategic visioning framework

DESIGN BRIEF & PROCESS

<< Image gallery >>

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(https://contextbd.com/dusai-resort-spa-moulovi-bazar-sylhet-bangladesh-2/) Visited: 29,682

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