GABTALI

MULTIMODAL
TERMINAL
Gabtoli, Dhaka
Site Area: 13.5 acres

Literature, Context
and Methodology
Literature study
Urban Development
• Transit Oriented Development
• Elements of TOD
• Scenario

Integrated Transportion
• Multimodal Interchange
• Factors
Urban Development
Current Transportation Situation
Today the mega city Dhaka is one of the world’s most crowded &
congested cities and perhaps the biggest hub of traffic congestion.
Although the area of Dhaka city is less than 1% of the country’s total land
area, it supports about 10% of the total population and 30% of the total
urban population. During the last four decades, specially after it became
the capital of Bangladesh , Dhaka has recorded a phenomenal growth in
terms of population and area.

Dhaka City is presently one of the 10th largest Mega-cities of the world
with a population of about 14.0 million having the highest annual growth
rate of 4.20% (appx.). The rapid rise in population along with increased
and versatile urban land use patterns has generated considerable travel
demand as well as numerous transport problems in Dhaka City.
Unplanned urbanization, especially poor transportation planning and
lower land utilization efficiency, has turned the city into a dangerous urban
jungle. Dhaka has recently received the dubious distinction of being the
second dirtiest city in the world (Forbes, 2008).

Dhaka’s road network is nearly 3000 kms (of which 200 km primary, 110
km secondary, 50 km feeder and 2640 km narrow roads).
Urban Development
V/C Ratio
Volume capacity ratio (V/C) is one of the most used index to assess traffic status in cities, in which V is the total number of vehicles passing a point in
one hour and C for the maximum number of vehicles that can pass a certain point at the reasonable traffic condition,

2014 2025 2035

Urban Development
In urban planning, a transit-oriented development (TOD) is a type of urban development that
maximizes the amount of residential, business and leisure space within walking distance
of public transport. It promotes a symbiotic relationship between dense, compact urban form and
public transport use. In doing so, TOD aims to increase public transport ridership by reducing the
use of private cars and by promoting sustainable urban growth.

A TOD typically includes a central transit stop (such as a train station,

or light rail or bus stop) surrounded by a high-density mixed-use area,
with lower-density areas spreading out from this center. A TOD is also
typically designed to be more walkable than other built-up areas,
through using smaller block sizes and reducing the land area dedicated
to automobiles.
The densest areas of a TOD are normally located within a radius of ¼
to ½ mile (400 to 800 m) around the central transit stop, as this is
considered to be an appropriate scale for pedestrians, thus solving
the last mile problem.
Transit Oriented Development
The Issues and Problems regarding urban
public transport in Dhaka.
•Lack of Transport planning,
•Lack of co-ordination among different
Organizations working in the city area
•The lack of enforcement of traffic rules,
•Poor safety regulations,
•Lack of a functional road classification system,
•Poor traffic management and poor institutional
efficiency of the organizations connected with
the transportation system
•Unplanned rapid Urbanization.
•Lack of adequate transport infrastructure.
•Mixed Traffic flow in the same road -
•Lack of proper traffic management.
•Lack of comfortable and improved public transit
system in the city
The Causes and Background of the issues
and problems:
•Too many organization involved in Dhaka city’s
transport sector
•Absence of unitary authority to tackle transport
problem
•Huge population density in the city area and
high migration to Dhaka.
•Absence of updated rules and regulations
•Transport sector owners are not so cooperative.
• Drivers are not trained and aware of traffic
rules and regulations
•Absence of skill professionals.
•Lack of proper institution for integrated
planning, development and management of land
use and transportation
•Measures against above-mentioned issues and
problems
Transit Oriented Development
Traffic management
1. Improvements of road intersection with proper canalization
2. Installation of traffic signal control
3. Better facilities for pedestrians and slow moving vehicles
4. Bus priority measures
5. Parking control
6. Transport infrastructure development
•Integrating planning of land use and Transport
•Bus franchising/ route rationalization
•Institutional strengthening and capacity building
•Investment support
•Introduction of BRT
•Introduction of MRT
Elements of TOD
Compact Development
•Transit-supportive development: medium- to high- density housing
and employment.
▪ TOD locations within comfortable walking distance of transit station
or stop (about one-quarter mile).

Mix of Uses
▪ Diverse and complementary high-activity uses, such as retail,
professional services, housing and employment, within the central
area of a TOD and adjacent to transit.

Pedestrian Oriented
▪ Attractive pedestrian environment, with street-facing buildings and a
network of pedestrian-scaled streets connecting the transit stop or
station with the TOD’s commercial, civic and residential areas.

Transportation Interfaces
▪ Transit facilities – rail and bus stations and stops – tailored to the
level of transit service.
▪ Parking to accommodate transit users and TOD customers.
Integrated Transportation

Integrated transport involves the combining of

different modes of transport to maximise ease
and efficiency for the user in terms of time, cost,
comfort, safety, accessibility and convenience.
Different modes of transport have differing
technical and operational capabilities.
In simple terms, an Integrated Transport System
encompasses the totality or greater part of a
city's territory, and which offers public transit user
the possibility to use multiple transportation means
that work in coordination through infrastructure,
fare model, and common validation systems
Integrated Transportation
Factors:
Major elements of integrated intermodal transportations stations are
following :
•Mode of transit transportations ( bus, train, MRT, LRT etc)
•Non-mechanical modes (pedestrian, bicycle, rickshaw etc)
•Specialized services (taxies, auto/CNG scooters etc)
•Emergency and service
•Private car
•Rental car
•Handicap services
•Auxiliary services (newspaper, refreshments etc)
•Recreation facility (shopping)
•Information services Standard elements of terminals
•Corridors and concourses for unimpeded movement
•Waiting spaces for long-distance passengers
•Ticket and information booths
•Rest rooms
•Luggage storage
•Staff accommodations
•Control and management room
•Customer convenience establishments (food, snacks, laundry etc)
MRT/BRT Lines
Ultimate Mass Transit System(MTS) Development Plan
by 2050
Context
PUBLIC TRANSPORT SYSTEM
• Bus
• Laguna
• Auto-Rickshaw(CNG)
• Rickshaw
• Private Cars
• Shared transports(Uber, motor-cycles)
Future Transport System
• MRT(Metro Rapid Transit)
• BRT(Bus Rapid Transit)
Bus

Bus route of Dhaka city

Bus

Bus route of Dhaka city

CNG

Roads of Dhaka city

Taxi

Roads of Dhaka city

CNG
PUBLIC TRANSPORT SYSTEM
• Bus

Bus route of Dhaka city

Context
Bus Rapid Transit, or BRT, is a "A flexible, high
performance rapid transit mode that combines a
variety of physical, operating and system
elements into a permanently integrated system
with a quality image and unique identity."
(Levinson et al. 2003) BRT has been defined
more comprehensively as a flexible, rubber-
tired form of rapid transit that combines
stations, vehicles, services, running ways, and
ITS elements into a fully integrated system with
a strong image and identity. The features and
pre-requisite of BRT are:

BRT vehicles operate primarily in fast and

easily identifiable exclusive transit ways or
dedicated bus lanes. BRT lane widths should
accommodate the anticipated BRT fleet. Bus
lanes should be at least 11 feet wide for 8.5-
foot-wide buses (including mirrors); 12-to 13-
foot-wide bus lanes are desirable. Bus streets
and arterial median bus ways should be at least
22 feet wide (Levinson et al. 2003)
BRT(Bus Rapid Transit)
Context
Metro Rail is the most common international term for
subway and heavy rail transit. It is the most
expensive form of mass rapid transport per square
kilometer, but have the highest theoretical capacity. It
is fully segregated, usually elevated or under ground,
is often referred to as an underground railway
(Subway), but can, in fact, be any grade-
separatedurban railway. The track and electric
vehicles are similar to suburban railways though with
closer station spacing. Trains mayhave 6-8 cars, with
a total capacity of up to 3000 passengers, in some
cases trains are operated over an extensive network
(Hoque, MM). Metro systems are being developed or
expanded in several developing cities, such as
Bangkok, Santiago de Chile, Kuala Lumpur, Delhi,
Mumbai, Kolkata, Sao Paulo, Buenos Aires, Mexico
City, Cairo, Dubai, Ankara, Manila, Beijing, Shanghai,
Taipei, Hong Kong andl many other parts of the world.
There is extensive Metro Rail activity and substantial
future activity is under planning or underway in many
cities.
MRT(Metro Rapid
Transit)
 Context

STP-Strategic Transportation Plan

MRT Lines
Overall Evaluation of MRT Lines
MRT Line 5(Gabtoli Station)
Traffic Situation of Catchment Area
Features related to traffic conditions
around the station include:
(i) Ensuring access from the northern
residential area is important. An
underpass exists for crossing of
Dhaka Aricha Highway, but it is not
used much and pedestrians prefer to
cross at grade although it is very
dangerous.
(ii) Secondary roads in residential areas
are too narrow and do not have sidewalks
.
(iii) On the Dhaka Aricha Highway in front
of the station, the sidewalk is about 3.0-m
wide, but the pavement is in poor
condition and small stores occupy
sidewalks.
(iv) The Gabtoli Bus Terminal, which is the
main terminal of the bus to the
southwestern part of Bangladesh, is
located in the future station area, which is
also planned to
become a station area for the Phase 2
section of MRT Line 5.
Gabtoli Station(Current Traffic)
MRT Line 5(Gabtoli Station)
MRT Impact on Urban Development
In terms of MRT impacts on the area
around the station, the following can be
expected:
(i) The existing urban area near the
station is densely populated with low-rise
residences. With the development of the
MRT station, redevelopment of the
residential area is promoted, from low-rise
high-rise buildings. Open space will be
secured around the station, thus the living
environment can be expected to improve:
(ii) Since there is no big commercial area
outside Dhaka City, development as
commercial area can be expected to
attract customers. There is a possibility to
develop a commercial area integrated
with the station, and amusement parks
such
as Bashundhara city and Jamuna Future
Park
(Daytime population of worker: 29,600 to
41,000)
MRT Line 5(Gabtoli Station)
Policies and Directions of TOD
3.132 Gabtoli station will be built under the Gabtoli bus terminal which is also one of the main bus terminals in
Bangladesh, and in the future, it will become an important station as a connecting node with MRT Line 5. Recommended
TOD policies for Gabtoli station include:
(i) Reorganization of the bus terminal function: Currently, the Gabtoli bus terminal functions inefficiently; the site is
used as a bus depo, passengers get on and off not in the terminal but along the main road. For this reason, it is important
to improve the existing bus terminal and to consolidate space for all bus companies’ ticket booths. Furthermore, after
construction of MRT, it is necessary to consider the relocation of the bus terminal to the suburbs in order to take full
advantage of the development potential around the station, and to secure development land around the station.
(ii) Promotion of development around the bus terminal: Many bus operators’ offices and CNG stands are located in
the vicinity of Gabtoli station, but it is used as a bus depo and a platform and the site is not used efficiently. By
consolidating these uses, it is possible to secure some land for future development.
(iii) Improvement of access from the northern residential area: Access from the existing urban area on the north side
of the Gabtoli bus terminal is not secured, and the pavement and the width of the sidewalk of Dhaka Aricha Highway are
insufficient. Buses, rickshaws, CNGs are stationary on sidewalks. It is necessary to combine reformulation of existing
urban areas and improvement of pedestrian access and development of pedestrian bridges or underpasses. It is
necessary to improve access between the north and south of the station.
(iv) Land re-adjustment for existing residential area: The offices, ticket offices, and hotels line up along the roadside,
and roads in residential area are narrow and unpaved. The sidewalks are not developed and densely built areas are
vulnerable
to natural disasters. It is necessary to improve the living environment.
(v) Utilization of open space: Currently, the banks of the Buriganga river are used as a brick yard for construction
materials, coal transportation, and a cattle market. It is important to improve access to the station and develop commercial
facilities in the
station area in order to maximize the development potential around the station.
 PROJECT PROPOSAL

PROJECT BRIEF

SITE SELECTION SITE PHOTOGRAPHY

Methodology

SITE ANALYSIS SITE SURVEY MAP STUDY

STANDARD ANALYSIS ON SITE PHYSICAL STUDY

PROGRAM ANALYSIS CLIMATE & TOPOGRAPHY

SWOT
LITERATURE,CONTEXT STUDY

INTERNATIONAL
CASE STUDIES
LOCAL

ISSUES TO BE ADDRESSED CONCLUSION BIBLIOGRAPHY

Thank You
16.02.01.007