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Urban Mass Transportation for chittagong ii

(Part I appeared on 8 April 2005)
iMON cHOWDHOOREE AND KANU KUMAR DAS
PRESENT Scenario of Rail Tracks: (Map 6) Numbers prefixing a route designated in letters is not official but only for convenience of identification in the map.
1. X-C-A Chittagong Central RS to Sitakunda RS
a. Route usage: Local and intercity train services
b. Track condition: Very good because of intercity train services
c. Intermediate stations: Eight
d. Condition of intermediate
stations: Run down (Image 3)
e. Usage frequency: Stoppage for one local train
f. Timetable: Not followed
2. X-D-E-G Chittagong Central RS to University RS
a. Route usage: Faclilatting university students and faculty
b. Track condition: Satisfactory
c. Intermediate stations: Eight
d. Condition of intermediate
stations: Run down (Image 4)
e. Usage frequency: Stoppage for one local train
f. Timetable: Not followed
3. X-D-F Chittagong Central RS to Dohazari RS
a. Route usage: One local train service
b. Track condition: Unsatisfactory
c. Intermediate stations: Sixteen
d. Condition of intermediate stations: Run down (Image 5 and 6)
e. Usage frequency: Stoppage for one local train
f. Timetable: Not followed
4. X-D-E-H Chittagong Central RS to Nazirhat RS
a. Route usage: One local train service
b. Track condition: Unsatisfactory
c. Intermediate stations: Fifteen
d. Condition of intermediate stations: Run down (Image 4)
e. Usage frequency: Stoppage for one local train
f. Timetable: Not followed
5. K-C-A CGPY Goods RS to Sitakunda RS
a. Route usage: Goods train service (Image 7)
b. Track condition: Satisfactory
for goods train
c. Intermediate stations: Two
goods stations, CGPY (Image 8) and Banglabazaar
6. L-I
a. Route usage: Track used only by the adjacent industries for carrying raw materials.(Image 9) Not ised for passenger service.
7. J
a. Route usage: This track is used to park trains
8. B-I
a. Route usage: Totally out of use
Source: Station masters and users
Essentiality of urban rail service
Two types of MRT (mass rapid transit) systems have been seen in different countries bus based MRT and rail based MRT.
It is important to decide whether the transit system in future for Chittagong shall be bus based or rail based. There is strong pressure to make bus the principal mode of mass transit. The problem is the existing road network is not sufficiently spacious to facilitate bus transit in the congested parts of the city. In reality, it is quite difficult to protect buses from the effects of traffic congestion and provide a reliable bus service without a physically segregated bus way in the city. The attempt to afford exclusive lanes for buses in Chittagong occupied more road spaces and deteriorated the environmental quality of the city.
Urban rail becomes particularly important when high-density urban development extends to create distances that are too great for efficient bus transport, and usually when employment remains centralised for such cities. A system of urban rail with coordinated feeder services is perhaps the most efficient method of transport. (World Bank Report; 2000)
A number of authors and organisations have examined the feasibility of rail transit comparing bus ways and rail alternatives.
Argument-1 : According to Mayer, Kain & Wolf (1965), an automobile all the way is cheapest with volumes of up to 5,000
passengers per hour, a bus way is generally cheapest when volume is 10,000 per hour, and rail with feeder buses for residential collection and, with a downtown subway for distribution is cheapest with a volume of at least 40,000 persons per hour.
Argument-2: Karim, Komori,
Esaki and Ahammed argued in 1998 that a bus has 50 seats, an expected life of 10 years, and costs US$ 180000 in one given economy. On the other hand a railcar has 80 seats, an expected life of 30 years, and costs US$ 1,100,000 in the same economy. Considering interest rate, estimations show that a bus has an annual cost per seat of US$ 536, while for railcar it is US$ 1221. This indicates that annual cost per seat of bus is less. However it will be much higher when environmental and safety damages costs are included.
In many of the case study cities, governments have come to understand that road building alone cannot efficiently serve travel demand and that a high-capacity public transport network is essential for securing mobility
and sustainability of urban transport systems.
The chittagong Analysis
decides to reach his office in Chittagong city sharp at 9:00 am, travelling on this train then he will not reach his office on time though he has to make a journey of 3 hours and 30 minutes (5:30 to 8:50 am). So why shall people use this type of train?
(2) The optimum speed is 37 km/hour and there are 12 intermediate stations where the train stops. If the train stops for 5 minutes per station and runs at its optimum speed then it will take (40.99/37+5*12/60) = 2 hours 6 minutes. However, according to schedule it will take 3 hours 20 minutes though the interval time is 1 or 2 minutes.
(3) According to the scheduled interval time and highest speed the total time should take (40.99/40+1*8/60+2*3/60+19*1/6 0) = 1 hour 35 minutes.
(4) It is observed that the interval time is two minutes for only four intermediate stations, and one minute for the others except Chittagong Cantonment. Therefore, those four stations (Nazirhat, Hathazari, Sholosahar and Jhautala) are more important than others. So, if there were trains from Nazirhat to Hathazari to Sholosahar to Jhautala to Chittagong and if the speed were 40 km/hour with 5 minutes interval
time for each intermediate stations then it would take only (40.99/40+3*5/60) = 1 hour 20
minute. Then if a person starts his journey from Nazirhat at 7:20 am then he will reach Chittagong
Station at 8:40 am.
Other factors that will help to establish commuter rail service in
l Chittagong district contains the highest length of rail line (137 km) and the highest number of rail stations (45).
l Whereas highest seating capacity of single-decker bus is 40 and that of double-decker bus is 120, the meter gauge train's average capacity is 346 in Bangladesh.
l Bangladesh Railway has two workshops for undertaking repairs of carriage and wagon (one of which is in Pahartali, Chittagong) and has three diesel workshops for repair of locomotives (engine), one of which is in Pahartali.
l Bangladesh Railway has two main stoked depots, one of which is in Pahartali and has three diesel sub depots, one of which is in Pahartali.
l The only Railway Training Academy for safe and efficient operation of the railway is located in Halisahar.
l The train lines never cross any primary roads. They run almost parallel to the main road. A flyover for vehicles is in use for a major crossing.
l It will not be a good decision to widen the roads to increase the number of main roads because these works will hamper the natural beauty of Chittagong,
being as it is a hilly city.
Proposals, recommendation and conclusive remarks
To build Chittagong as a
purposefully important city in the world it is very much obligatory to develop it with new growth centres
and boost existing growth centre, such that it would metamorphose
into a circular polycentric one. A suitable mass transport system is the key factor for developing such a city structure.
In his design of New Bombay Architect Charles Correa never considered bus as Mass Rapid Transit. According to him, a bus system breaks down as traffic grows. Commuter rail service is the only suitable MRT.
The potentialities to develop rail based MRT in Chittagong have been discussed.
Proposals
1 . Within city corporation area:Existing railway tracks are connecting various important locations. Utilising these tracks city service commuter trains will run continuously. Chittagong Central, Jhautala, Pahartoli, Sholasahar Jn, Jalanihat, Kaibalyadham, Polytechnic, Fauzdarhat, Bhatiary, Chittagong University, Chowduryhat, Fateyabad, Chittagong Cantonment are stations, which are in Chittagong City Corporation area . But, Chittagong Central is the station, which is used properly. Sholasahar Jn. station is used
mainly for the university service train. The condition of other
stations is not satisfactory. To
create an effective commuter rail some new stations should be built. Airport, Patenga I/A, South Halisahar Jetty, CEPZ, Middle Halisahar, South Kattali, Kattali I/A, Port Colony, Dewanhat will be suitable locations for new stations. The goods station of Banglabazar and Bandar can be developed as a passenger station. Extension of marine side rail line will be built from Bandar to Kalurghat to serve as the line for commuter train and save the riverside from illegal encroachments.
2. Between city centre and satellite cities:
Sitakunda, Hathazari, Farhadabad on the northern side and Patiya, Dohazari and Boalkhali on the southern side are the urban growth points which are connected with Chittagong Central by railway. The condition of the rail tracks should be improved for running punctual fast commuter trains on a regular basis. For northern commuter rails Pahartali and Sholasahar stations will be the main hub stations and for southern commuter rails Sholasahar will be the main hub station.
Proposed loops:
Within City Corporation area:
01 . Airport - Patenga I/A Junction - South Halisahar - Jetty Bandar Banglabazar -Chittagong Central
The track is suitable for goods train and allowable speed is 16 km/hr. This track should be developed for commuter rail of 40 to 60 km /h. Port employees, Agrabad CDB users and local people will be the beneficial group. All stations will be new except Chittagong Central. Airport rail station will be the hub station.
02. Airport - Patenga I/A Junction - CEPZ - Middle Halisahar Junction - South Kattali -Kattali I/A - Fauzdarhat
The track is suitable for goods train. Allowable speed is 16 km/hr. Track should be developed for commuter rail of 40 to 60 km /h. Airport passengers, tourists to Patenga beach, industry employees and local people will be the beneficial group. All stations will be new except Fauzdarhat. Airport rail station will be the hub station.
03. Chittagong Central Banglabazar - Bandar - Port Colony - Middle Halisahar Junction - South Kattali Kattali I/A - Kaibalyadham - Pahartali -Dewanhat - Chittagong Central.
This rail loop will serve residents of Port Colony, pilgrims, tourists, garment workers and local people. Kaibalyadham, Pahartoli and Chittagong Central are existing stations.
04. Chittagong Central Dewanhat Jhautala Polytechnic Sholasahar Chandgaon -Jalanihat.
Students, industrial workers and local people will be the beneficial group.
05. Airport Patenga I/A South Halisahar Jetty Bandar -Banglabazar Junction Firingibazar Shah Amanat Bridge East Bakalia Kalurghat -
Janalihat
This route will include extension of marine sidetrack from Banglabazar to Kalurghat; the purpose of which is to create a peripheral commuter rail service, protect the riverside from illegal encroachment and develop a tourist travel route.
Shoppers, businessman, workers, bus passengers of South Chittagong and local people will be the beneficial group.
Between City Centre and
satellite cities: (Map 8)
06. City - Sholosahar Jn-
Dohazari
Route 1 (1st priority) Patiya Gomdondi - Sholosahar Jn.
Route 2 (2nd priority) Dohazari Patiya Gomdondi Janalihat -Sholosahar Jn.
Local Route (3rd priority)
Dohazari Hasimpur Khanhat
Kanchan Nagar Karana
Chakrashala Patiya Kanmohona Dhalgat Bengura Gomdondi Janalihat Chandgaon -
Sholosahar Jn.
Rail track: Presently this track is not in a good condition and the maximum train speed is 16 km/hr.
The track shall be developed for commuter train service speed of 40 to 60 km/hr.
Patiya station will serve Patiya satellite town. Gomdondi station will serve Boalkali satellite town. Dohazari station will serve Dohazari commercial area.
07. Sholosahar Jn - Nazirhat
Route 3 (1st priority) Nazirhat Hathazari - Sholosahar Jn.
Local route (2nd priority) Nazirhat Katirhat Sarkarhat Chairia Madrasa Hathazari
Jobra Fateyabad Choudhuryhat - Chittagong Cantonment -Sholosahar Jn.
Rail track: Presently this track is in a good condition and the maximum speed train is 40 km/h from Sholosahar Jn. to Fateyabad. But from Fateyabad to Nazirhat the track is not in a good condition and the maximum speed train is 16 km/h. The track will be developed for commuter train service of 40 to 60 km/h.
Hathazari station will serve Hathazari satellite town. Nazirhat station will serve Fohadabad town. Fateyabad station will serve Fateyabad residential urban area. Choudhuryhat station will serve Choudhuryhat urban residential area.
08. Pahartali -Sitakunda track
Route 4 (1st priority) Sitakunda - Bhatiary - Pahartali
Local route (2nd priority) Sitakunda - Barabkunda - Kumira -Bhatiary - Fauzdarhat - Kaibalya Dham - Pahartali
Rail track: Presently this double track is in a good condition and the maximum train speed attainable is 72 km/hr from Pahartali to Sitakunda.
Sitakunda station will serve Sitakunda satellite town. Bhatiary station will serve Bhatiary industrial area. Pahartali station will serve Pahartali residential area.
conclusive remarks
The existing rail tracks have the potential to develop a rail-based MRT in Greater Chittagong. This rail-based MRT can present us with the possibility of an international standard city. Further development of rail tracks can be explored to cope with the future expansion of the city.
The authors are students of final year at the Department of Architecture, BUET, Dhaka