Dhaka Urban Transport Network

Development Project
Introduction
Background
Dhaka Urban Transport Network Development Study (DHUTS) Phase II (Feasibility Study
of Mass Rapid Transit (MRT) Line 6 is a continuation work of Preparatory Survey of
DHUTS. In this regards, GOB, JICA and relevant agencies discussed and agreed Preparatory
Survey on Dhaka Urban Transport Network Development Study (hereinafter referred to as
Phase I) in December 4, 2008. In addition, Dhaka Urban Transport Network Development
Study Phase I study prioritized MRT Line 6 (total length of 21.5 km) as the first project.
Afterwards, GOB, JICA and other relevant agencies signed Minutes of Discussion (MOD) in
2010 on Preparatory Survey for Dhaka Urban Transport Network Development Study
(DHUTS) Phase II (Feasibility Study of Mass Rapid Transit (MRT) Line 6 (hereinafter referred
to as Phase II Study) with a broader objective.
Scope
The report we prepared is based on the resettlement action plan prepared by JICA in
cooperation of the implementing agency, GOB. This study reflects on the socio-economic
impacts that could be inflicted upon by the land acquisition & resettlement work of the project.
Though detailed data collection & survey procedure which involved impactful public
consultations, this study managed to address every minute details of the socio-economic
survey. This Resettlement Action Plan (RAP) has been prepared incorporating some mitigating
measures to encounter the negative social and economic impacts so that the affected households
could maintain their economic and social standards during and after the project
implementation at least to pre-project level.

Outline of the Report

This full RAP has been prepared based on the land acquisition laws of the Government of
Bangladesh and the Donors Policy on Involuntary Resettlement. The RAP has
established the provisions for resettlement of PAHs by providing relocation, resettlement,
and income restoration assistance to the poor and vulnerable households, and
compensation under law where applicable; provides a description of socio-economic
characteristics of PAHs; sets out the implementation schedule; and, provides the budget
and cost estimate of implementing this RAP. This RAP is expected to be reviewed at detailed
design stage and updated by the PEA. At that time the budget will be revised to reflect any
changes due to numbers, or per unit value of the affected assets. of PAHs or losses compared
with those identified during the preparation of RAP as well as adjusting for any changes in
inflation.
So, it is a clear objective of GOB to address some of the Sustainable Development
Goals/Targets/Indicators through this project. This project is certainly going to provide a safe,
reliable & safe transportation mode accessible by the diverse population of Dhaka Metropolitan
City. Moreover, the project will definitely lift the economy of the country by a hefty margin.
Project Description
Description
The population of the Dhaka Metropolitan Area (DMA) is 9.15 million people (6.1 percent of
the whole nation in 2009). People experience daily traffic congestion due to a large population
and a variety of traffic. In 2005, the Government of Bangladesh (GOB), in collaboration with
the World Bank, formulated the "Strategic Transportation Plan" (STP) through the Dhaka
Transport Coordination Board (DTCB) as the implementing body. The government has agreed
to build 6 MRT lines in Dhaka as part of this strategy. The MRT Line 6 Project was chosen as
a priority project in the Phase 1 Study, and construction of MRT Line 6 has already begun,
with a route that runs from the "Uttara Phase 3 New Urban Development" area to Saidabad,
but was later changed to Bangladesh Bank, Motijheel, Dhaka.

Objective of the project

The project is very important for better mobility of people. It will provide a secure and safe
transportation system and provide public transit. It will reduce travel time from Uttara to
Motijheel, travel time will be reduced from 2 hours to 35 minutes. It will create new work
opportunities. The plan will save Tk. 200 billion per year, which is equivalent to 1.5 percent of
GDP and 17 percent of total tax revenue in Bangladesh. The gross domestic product (GDP) is
expected to increase. It will reduce traffic congestion during peak hour. It will raise living
standard.

The MRT Line 6 Location

Within the DTCB (Dhaka Transport
Planning and Coordination Authority), the
GOB and JICA conducted a feasibility
study for MRT Line 6. Dhaka will get its
first rail-based MRT. This Line 6 has
21.5km and 18 stops. From Uttara North to
Saidabad, the line passes through Pallabi,
Mirpur 10, Farm Gate, Sonargaon,
Kamruzzaman Sharani, and Hatkhola
Road.
A total of 21.5 kilometers of the proposed
elevated MRT will be evaluated, including
the residences, people, and properties on
government land. 18 additional train
stations will have to be built, which will
necessitate the acquisition of land at those
locations. These include Uttara, Figure: Route Map for the MRT Line 6
Pollabi,IMT, Mirpur, Kazipara, Agargaon, Chandrima Uddan, Farm Gate, Sonargaon,
Shahbag, BUET, Shohidulla Hall, Kaptan Bazar, Banga Bhaban and Saidabad. And almost all
the land acquisition will be for constructing these new stations.

The study will also propose a thorough compensation plan for the socio-economic losses,
mostly related to households and commercial enterprises, as well as employees/vendors, etc.,
so that the affected people can at least retain their pre-project socio-economic standard or life.
Study Framework of the Project
Policy and Legal Framework
MRT Line 6 is a “Red Category” project under the Schedule 1 of Environmental Conservation
Law 1997. The cost of engineering works is above one million BDT and it is an elevated
viaduct of 16.8km. That is why this project falls under “Red Category”. The construction is
done using the median of the existing road along the built up areas of the city. MRT structure
is an elevated structure so no land acquisition is needed for constructing tracks. But land
acquisition was done for constructing depot, route alignment on sharp curves, station building
etc. Planners made an extensive effort to keep the land requirement minimum. It was estimated
that 0.28 ha land is required. From this estimation RAP and EIA were prepared. For preparing
EIA some of the laws and policies of Bangladesh are followed. Such as: National
Environmental Policy 1992, The Environmental Policy of 1992, National Environmental
Action Plan (NEMAP) 1995, The Environmental Conservation Act 1995, Environmental
Conservation Rules 1997. There some national policies which are also followed during
preparation of EIA. These policies are: Environmental Court Act, 2000 and subsequent
amendments in 2002, National Transport Policy, 2004, The National Water Policy, 1999, The
Vehicle Act, 1927, Motor Vehicle Ordinance, 1983, Water Supply and Sanitation Act, 1996,
The Acquisition and Requisition of Immovable Property Ordinance 1982 and subsequent
amendments 1994, 1995 and 2004, National Land use Policy, 2001, Draft Wetland Policy,
1998.

Policy Framework of Resettlement

For this framework firstly the types land which will be required for the project were identified.
It is found that six types of land will be lost. Such as: residential structures, crop lands, rental
premises etc. After these types of projects affected people (PAPs) were categorized. Seven
types of projects affected people were found who need to resettle and compensated. Following
these situations RAP framework was made. The RAP framework is described briefly:
 Number of people who will be affected by subproject should be minimal.
 People who will be affected negatively should be resettled and compensated before their
relocation.
 People who will be affected negatively should be regain their standard of living.
 All the information regarding this matter should be disclosed to the PAPs, all the
stakeholders. General people will not understand the technical terms. So, information related
to resettlement should be open to the PAPs in their own language.
 The condition of women and vulnerable group should be taken into account.
 The resettlement sites should be constructed by good engineers. These sites should be
provided with basic amenities.
 Speedy resolution pf disputes should be prepared.
 Consultations with the PAPs should be continued during the project implementation.
 Affected persons will receive compensation for the loss of land, property, corps, business,
rebuilding etc.
Conclusion on Study Framework
This will ensure that those who are impacted by land acquisition, whether titled or not, are
eligible for appropriate compensation and/or resettlement benefits. Persons with no formal
ownership but who are using the land under purchase for the Subproject's purposes would be
given with compensation if it is abandoned for the Subproject's purposes. Structures
compensation and resettlement benefit, as well as relocating and reconstruction allowance.
People who have been forcibly evicted from their homes, assets, or sources of income, as well
as non-titled people, shall have preferential access to these income restoration initiatives. The
Project's resettlement actions will be carried out in conjunction with the PAPs, and every effort
will be made to minimize project interruption. Alternative relocation sites will be chosen with
the preferences of PAPs in mind.

Data Collection
Data Collection of the Project Affected Persons (PAPs) from the proposed Corridor of Impact
(COI) was done by trained investigators with guidance and under the supervision of the Data
Analyst of Resettlement specialist of the project during October-November 2010. The data
collection survey included
1. Full census of households, shops etc.
2. Socio-economic surveys of 20% of the households
3. Assessing the value of lands and other assets.
4. Ward and community-based group discussion, focusing on wide range of data e.g., age &
sap distribution, education, occupation, poverty data, demography.
5. Types of ownership of the affected structures and other assets, choice of relocation, etc.
through questionnaire and schedule.
The Project Area
MRT Line 6 is 215 km including 18 stations starting from Utara North and ending at Saidabad
passing through Pallabi - Mirpur to Begum Rokeya Sharani - Bijoy Sarani - farmgate –
Sonargaon - Kamaruzzaman Sharani and Hatkhola Road. Land acquisition will be required for
Constructing all the 18 stations at the selected places of Uttara, Pallabi, IMT, Mirpur, Kazipara,
Agargaon, Chandrima Udaan, farmgate, Sonargaon, Shahbag, BUET Shahidullah Hall, Kaptan
Bazar, Banga Bhaban and Saidabad.

Profile and other data Related to PAHs and PAPs

Total PAHs were found to be 250 with total PAPs of 1392 and all of them were located in 8
locations out of 18 locations. Most of the PAH's were non-titled holders (240 PAHs) of them -
 100 were footpath shops and 116 were running businesses rented in structures.
 Major portion of the PAHS (245) was found male
 location wise maximum PAHs (68) were found at Bangla Bhaban followed by 61 PAH at
Shahidullah Hall, 33 PAHs each on Pallabi and Kaptan Bazar.
 Major portion of the PAHs (174) were found young (i.e., below 45 yrs.)
 Major portion of the PAHs (221) was fond Muslim, and the rest were Hindus.
 A major portion of the PAHs (235) were found to be married.
 If SSC and above are considered as effective literate the total of 92 PAHs were found literate
effectively with the number of illiterates only 10 PAHs.
 223 PAHs were found claiming their principal occupation as Business.
The average income of the affected. PAHs was found Tk 4,85,175. In case of poverty
determination if T 60,000 per annum is taken as threshold 22 PAHs (8.8%) were found poor.
If the threshold of poverty determination is Tk 100.000 then the number of prior PAHs will be
50 (20%). For gender impact and mitigation measures detailed information about the 5 females
PAHs were taken. Special grand was proposed for affected female PAHs, proposal of training
one of their family members on IGAs was made with assurance of helping hands from the PIA
in any paperwork's related.

Identification of Impacts of Land Acquisition & Resettlement

For the project of MRT Line-6 as a part of Dhaka Urban Transport Network Development
Project, altogether 2,814 m2 (0.2814 hectare = 0.695 acre) of land is needed to be acquisitioned
from various owners. Among 2,814m2 of land 75.44% will be acquisitioned from various
commercial entities and 24.66% of land will be taken from homestead. A rate supplied by
Dhaka Transport Co-ordination Board (DTCB) estimates a total 579.62 million BDT as total
value of the 2,814m2 land which is shown location wise in the following table
Table: Location wise Area and Cost of Private Land (m2) need to be Acquisition for MRT LINE 6

Location wise land and its cost Total Area

Area of land and land cost
and cost
Pallabi Farmgate Banga Bhaban
Required Land Area (m2) 2013 290 511 2814
Value/m2 land (BDT) 178,616 322,800 247,480 212,365
Total Land Value (Million
BDT) 359.55 93.61 126.46 579.62
Source: Census & Socioeconomic survey, October-November-2010
As Stamp and registration of new land and for the development on the new land, in the
stakeholders meeting the PAPs requested for 50% above Maximum Allowable Replacement
Value (MARV) and finally 40% (15% of land value for Stamp and registration, 25% for Land
Development) above the MARV has been recommended. The total value of land including
Stamp and Registration amount (86.94 million TK) and land development (144.91 million Tk)
is estimated as 811.47 million BDT.

Project Affected Persons (PAPs):

Census & Socioeconomic survey, October-November-2010 shows that, the implementation of
MRT Line 6 project will affect 250 persons (households) directly. Among them, 121 persons
will lose only business, 5 will lose both homestead and business, 100 Vendors will lose their
income source among which 40% are on Government land, only residence of 24 people will
be lost.
In the affected business enterprises 350 employees will lose their jobs in the affected and a plan
is taken to compensate them. RAP proposed that every person who will lose their employment
will get @ Tk.300 per day for 90 days.

Affected Households and Business Structures:

Survey shows that for the MRT LINE 6 project total probable number of PAHs has been
estimated as 250. Almost all of them will have to lose structures used either as their home or
business or for both the purposes.
Estimation shows that about 57,838 ft2 ground area of structures are expected to be affected for
this project among which (According to Census & Socioeconomic survey, October-November-
2010) the areas under Home, Business and Both purposes are 23.49%, 48.85% and 27.66%
respectively. Of the total 57,838 ft2 of structures 56.76% are completely brick-cement build
(Pacca), 29.77% are made by Tin on roof and wall, and the other structures are mostly the tea-
stalls of foot path.

Affected Agricultural Land

Being located within the Dhaka City Corporation these areas are too much congested with
buildings. All the 2814 sqm of land to be taken is either homestead or commercial. And there
is no agricultural land in this project area.
Trees and Crops Affected
The entire 21.5 km route of MRT LINE 6 is within the Dhaka City Corporation and is
completely free from crop land, trees and orchard, However, there are some trees found here
and there in Pallabi. One important point of the Pallabi area is that it is within the Dhaka
Cantonment and this land was acquisition by the Cantonment Board in around 1973, although
yet to be vacated by the residents. Total number of trees in this area was 239 under the types
like Mango & Jackfruits (29), Other fruits trees (194), Furniture wood (10), Other minor trees
(6). The Property Assessment and Valuation Team (PAVT) will set an actual rate so that PAPs
will get the proper compensation and the compensation will be free from tax. Also, the PAPs
will be allowed to take away all the woods free of cost.

Common Property Resources

For MRT LINE 6 as the common/community properties one temple, one mazar with three
graves and one T.B. hospital is expected to be affected. Total area of land to be affected is 2176
m2 and in total an amount of Tk. 1057.27 million will needed to compensate for all the losses
of common/community properties including land value with 40% grant for purchasing and
development of new land (Tk. 641.78 million) as well as the compensation for structures and
trees (Tk. 415.49 million).

Identification of Mitigation Measures

The MRT Line 6 Project is designated as Category A according to JICA Guidelines as it has
a major negative impact on the environment, at the same time, the project will inflict large-
scale involuntary resettlement. Also, this project is categorized as a Red Category in
accordance with Item No. 60 “Engineering works capital above BDT 10 lacs” and Item No. 68
“Construction, reconstruction, and expansion of bridge with a length above 200 m” in
Schedule-1 of Environmental Conservation Rules, 1997 of Bangladesh. So, to mitigate the
adverse impacts of this proposed project, we need to know the impacts of the project and as
per the requirement, certain measures should be adopted. They are described below:

Relocation of Household & establishment

1. The full survey report of the project regarding the census of households or common facility
units, land valuation, and other assets that are affected during land acquisition.
2. Due to the acquisition of land, nearly 219 households and 1, 040 persons might be required
to relocate. The “Resettlement Action Plan” has been undertaken by the Government of
Bangladesh to avoid the negative impact. The extent of losses can be determined through
these reports.
PAPs Preference for Relocation
1. Households of the employees and daily wage earners of the diminished businesses.
2. Households having no adult male members.
3. Households losing access to commercial land.
4. The cultural and customary rights of indigenous people must be reserved.
Replacement of Agricultural land
Replacement should be provided for households losing access to agricultural land.
Income and Livelihood Restoration Strategy
1. For vulnerable groups of people, a support system is prepared according to the legal
framework regarding their livelihood and compensation irrespective of their gender, age,
income, occupation if they are economically affected.
2. Vulnerable households losing access to commercial land including business proprietorship
must be taken care of.
The restoration strategies can be subdivided into short term and long-term options:
Short Term options:
 Providing compensation for structure, shifting 6 - 3 households to be relocated from the
project right of way.
 Allowance, reconstruction assistance, alternative site or homestead development assistance.
 Cash assistance for loss of workdays due to relocation, and priority in employment in
construction.
Long Term options:
Needs and capacity identification, human development and skill training, institutional and
credit (micro-credit) support under the LIRP.
Capital Support
Capital support for potential income generation activities to the trained and efficient target
group people
Employment in Construction
1. Poor PAPs affected by the project; can get jobs associated with the construction of the MRT
LINE 6 project.
2. Female PAPs can form a labour contracting society (LCS) with the help of PIA and be
employed by the Contractor in works suitable for them.
3. Affected persons will get preferential employment in project civil works based on their
eligibility.
Re-Establishing Common Property Resources
1. Community properties such as mosques, Mazar, temples that are affected due to land
acquisition, must be re-established following the religious formalities.
2. The Re-Establishment may require purchasing new land.
Environmental Protection and Management
1. The project must obtain an Environmental Clearance Certificate (ECC) from the Department
of Environment and submit the EIA Report in accordance with Environmental Conservation
Rules.
2. Proper management of vibration control system during both construction and operational
stages. Vibration control measures like a separate trench, noise barrier, noise-proof tract can
be used.
3. Mitigation measures should be taken to reduce air pollution and to control air quality
standards.

Miscellaneous
1. The negative impact due to ground subsidence will be reduced if the elevated structure and
station are supported by bored piles which will be driven by penetrating the stiff sand layer.
2. During construction, a proper traffic management system must be adopted to mitigate any
issue related to road network or road defect.
3. Proper protection against fire hazards must be taken in every station or depot.

Implementation Framework
The DTCB will establish, for the Project, a Project Implementation Unit (PIU) headed by a
Project Director. The PD will recruit and appoint an experienced Implementing Agency (an
NGO) as required for implementation of the resettlement activities. The PEA will
implement the RAP through setting a Resettlement Unit (RU) within the PIU. The RU will
have one Executive Engineer/Town Planner as Chief Resettlement Officer (CRO) who will
implement the plan at the field level with the assistance from Resettlement Officer (RO) and
project staff. The Project Director will ensure the land acquisition with assistance from district
administration and the CRO, i.e., the DC. The RU will coordinate land acquisition, manage
resettlement and rehabilitation of the PAPs, disburse resettlement grants, and ensure PAPs
access to development programs adequately.
The appointed Implementing Agency will open field offices, carry out information
campaign and involve affected persons including women in the implementation process
from the very beginning. The Implementing Agency will collect, collate, computerize and
process data for identification of eligible persons correctly for resettlement benefits and
assess their entitlements as per RAP policy. The CRO through the field offices, LA Office and
the Implementing Agency will execute and monitor the progress of the LA and RAP
implementation work. He/she will ensure coordination between the relevant departments,
Implementing Agency, the GRC, RAC, PVAT and the Project affected people (PAPs). Apart
from the GRC, Joint Verification Team (JVT) for quantification of affected properties and
Property Valuation Advisory Team (PVAT) will be formed by the Ministry of Housing and
Public Work (MOHW) for valuation of affected property and resolution of disputes.

Externa Monitor
Project Director

MIS Specialist
Deputy Team
Team Leader (RIA) RAC
Leader (RIA)
Area Manager (RIA)
Resettlement
GRC
Specialist

CRO Asst. Engineer Valuation Officer JVT

Deputy Additional Deputy Land Acquisition

PVAT
Commissioner Commissioner Officer

Figure: Institutional Responsibilities for RAP Preparation & Implementation Activities

The JICA/MRT Line 6 will engage, with the Consultants team, the services of an
expatriate resettlement specialist (ERS) on an intermittent basis and a national
resettlement specialist (NRS) on full time basis to assist the PIU in updating of the RAP
and implementing it in the field. The MRT Line 6 will subcontract out to an experienced
resettlement monitoring and evaluation specialist on part time basis for independent
monitoring, review and evaluation of the resettlement activities.

Grievance Redress Committee (GRC)

The GRC for each Ward will be comprised of the followings:
1. Representative of MRT Line 6 – convener;
2. Ward Councillor – member;
3. One representative of male who will be selected among PAPs in affected Ward–
member;
4. One representative of female who will be selected among PAPs in affected Ward;
5. Legal Advisor as Observer to extend legal support to the committee to be deployed
by PIA;
6. Area Manager, RAP Implementing Agency, member secretary

Monitoring & Evaluation

Implementation of RAP will be supervised and monitored by the Project Director of MRT
Line 6 in coordination with the other officers associated with the project and Field Officials
and staffs of the INGO. The monitoring will be done both internally and externally to
provide feedback to the PD and to assess the effectiveness of the resettlement policy and
implementation. Intermittent monitoring and post evaluation of resettlement activities will
be carried out by the donors (financiers) through an Independent Monitoring Team (IMT)
to assess the impact, sustainability of the resettlement program and to learn lessons for
future policy framework and planning.
Internal & External Monitoring
Internal monitoring will be undertaken by the PIU through RU with the assistance from
NRS and PEA. Internal monitoring reports on RAP implementation will be included in the
monthly Project Progress Report (PPR). The resettlement specialist of Management Consultant
Team (MCT) will conduct external monitoring during the implementation of the project. The
MCT may include Resettlement Specialist and Gender and Social Development Specialist in
the team. External monitoring involves review of resettlement implementation, verification of
the results of internal monitoring in the field, consultation with PAPs, field officials and
community leaders for preparing review reports. The external monitoring and
evaluation will be commissioned at two phases: compliance monitoring and social impact
evaluation.
Discussion & Recommendations
According to this resettlement action plan, improved policies on involuntary resettlement of
PAP’s have followed. There were a lot of limitations in the policies of GOB, which have been
improved to fill the gap between GOB & JICA policies. But, still there’s some limitations. The
major improvements & limitations are being discussed below:

Improvements
1. Improved eligibility criteria have been followed where non titled PAPs are also
acknowledged as eligible for compensation.
2. Assessment process for compensation amount has also improved, considering the current
market price values.
3. Provision for economical & social support for effected vulnerable households has added.
4. Livelihood recovery programs, income restoration for the PAPs has also included.
5. Internal & External monitoring by a third party (legally & administratively valid) has been
carried out to ensure clarity in the whole process.

Limitations
1. Compensation payment process seems to be too complex and time consuming. There’s also
chances of corruption by the middle agents defined. Receiver PAP may also be harassed by
them.
2. There’s security question on check disbursement programme if it is carried out in public
place.
3. The loss of health deterioration due to environment pollution at the surrounding areas of
construction zone is not defined. The Air pollution in some of the zones are becoming a
serious health hazard for the surrounding population.
4. The loss of time & money due to traffic jam caused by land acquisition on roads and
construction activities is not defined. According to Accident Research Institute, Bangladesh
is losing $160 million due to traffic jam every day. And a major portion of this loss is beard
by the people facing traffic jam.

Recommendations
1. Compensation payment procedure should be simplified using smart technologies (ICTs).
2. Provision of health insurance should be established for the people affected by environment
pollution at the construction surrounding zones.
3. Traffic jam effected population due to construction activities should also be acknowledged
for compensation. This compensation can be provided by providing subsidy on transport
costs (fuel cost, Bus fare) for the routes surrounding construction zones.
4. Improved Security & Monitoring system should be enhanced for transparent activities and
to prevent robbery/extortion crimes relating to compensation payment activities.

References:
1. http://www.rthd.gov.bd/
2. https://www.jica.go.jp/bangladesh/english/activities/index.html
3. http://bba.portal.gov.bd/