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DHUTS-PHASE II Dhaka Urban Transport Network Development Study-Phase II

Interim Report APPENDIX

APPENDIX

Appendix 1: Bus Owner Interview Survey

Appendix 2: Bus Driver Interview Survey

Appendix 3: Rickshaw Owner Interview Survey

Appendix 4: CNG Driver Interview Survey

Appendix 5: Users¶ Opinion Interview Survey




Interim Report APPENDIX 1-1

1. BUS OWNER INTERVIEW SURVEY

1.1 Objectives of the Survey

Bus transport in Dhaka is the only trunk transportation system of the public transport system.

When MRT Line 6 will be completed, the bus transport system along UTTARA Phase-3 ±

Saidabad corridor will be competition with MRT Line 6.

In the DHUTS Phase 1 Study, social and traffic survey of bus transport survey were conducted.

Based on such surveys carried out in Phase 1, some selected Bus Owner survey is implemented

that bus companies having competitive route with MRT Line 6 are targeted to carry out the

survey.

1.2 Bus Owner to be Interviewed

The bus routes are identified through spatial analysis, those which are competitive to MRT Line 6

alignment. Total competitive bus routes are 76 in numbers and these bus routes are owned by

different companies. Out of 76 companies, who are more or less affected by MRT Line 6, JICAstudy team selected 30 bus owner companies to be interviewed.

The location of the bus owner companies is around Pallabi (Mirpur circle-12) and Mirpur circle-1,

as most of bus routes along this (MRT Line 6) corridor have their upper end station is either

Pallabi or National Zoo.

Thirty (34) samples are collected through interview survey. These samples data are analyzed as

follows;

1.3 Results of the Survey

(1) Bus Owning Year

The bus owners that are interviewed are all private company operators. The companies operate

the business ranges from 2 to 36 years and their distribution is shown the Figure 1.3-1.

9

13

10

9

1 1

0

2

46

8

10

12

14

16

18

20

<5 5-10 10-15 15-20 20-25 25-30 >30

Business Years

N o o

f B u s O w n e r

Figure 1.3-1: Distribution of Bus Business Operation in Respect of Business-Age





(2) Impact by MRT Line 6 Projects

Regarding the impact of the project (MRT Line 6) to the bus business, most of the respondent

feels that the project will affect them in more or less extent. Out of 34 respondents, 31 i.e. 91%

respondents feel that the project will have impact to their business.

Yes

91%

o

9%

Figure 1.3-2: R esponse of Bus Owner about Project Impact

The impact varies depending on their thinking and apprehension. Most of the respondent

answered that the profit of Bus Company will be lesser, competition with MRT increase, and bus

users will be decrease.

¡ ¢ £ ¡ £ ¢ ¤ ¡ ¤ ¢ ¥ ¡ ¥ ¢

¦ ncrease of Bus u ser

§ ecrese of bus user due to diversion to MRT

¦ ncrease of Competition situation with MRT

̈ rofit of Bus company is lesser than before

Complementary relationship between MRT and Bus

© thers

Respondent

Figure 1.3-3: R esponse of Bus owner about Kinds of Project Impact

( ) Project Acceptance

Although the bus owner anticipated that the MRT Line 6 has a substantial impact on their bus

business but still they accept the project without any hesitation. All the bus owner positively

accept the project shown in the Figure 1.3-4.





34

0

0

5

10

15

20

25

30

35

40

Yes No

Project Acceptance

N o . o f R e s p o

n d e n t

Bus Owner

Figure 1.3-4: Response of Project Acceptance from Bus Owner

(4) Countermeasures by Bus Owners

When the respondent of the survey i.e. the bus owner anticipated very much and much affect by

MRT Line 6 then it has been tried to find out the countermeasures to minimize the effect. The

bus owners thought a set of mix of countermeasures shown in Figure 1.3-5.

6 8 1 1 1 16

Continue to operate the existing bus

Rea ignment of bus route in order to avoid compete with

MRT-6

Route bandonment

More services of bus wi

be provided

Lower fare wi

be adopted

Feeder bus services wi be provided

Further rationa ization of bus services is made such as sa ary

cut of drivers or conducters

ive up bus operation business

Other

Very Much

ffect Much

ffect

Figure 1.3-5: Countermeasures suggested by the Bus owners





2. BUS DRIVER INTERVIEW SURVEY


Bus transport in Dhaka city is the only means of public transportation mode for middle and low

income people from one place to another. Accessibility and Mobility is the two important views

of the city dwellers that have to be met through ample public transport opportunity. But

unfortunately the meager public transport system in Dhaka stumbled over due to nagging traffic

congestion which consequently undermines the accessibility and mobility of city dwellers.

In recent times the situation is worsening in such a degree that the Government concern is

triggered to high. To this end JICA is conducting feasibility study of MRT (Line 6 from Uttara

pahse-3 to Saidabad) to ease the accessibility and mobility.

When MRT (Line 6) will be completed, Bus transport system along this route will be rivaled with

MRT. To apprehend this situation, the bus driver interview survey carried out as part of the social

impact survey by JICA study team.

2.2 Characteristics of Bus Drivers

All the bus drivers interviewed are male, employed by the bus company owner (in Bangladesh

usually the drivers in public bus services are male) and their age range is 20-4

years (Table

2.2-1).

Table 2.2-1 Age Range of Bus Drivers

Age Range Drivers Interviewed

20-30 24

31-40 23

41-50 13

Total = 60

All the bus drivers are employed by the owner and no one are driving the bus by taking lease and

the underlying argument is that in case of lease the driver has to bear all responsibilities,

expenses and risk (business risk). According to them the better option is for undergo employee,

where the driver are paid by the owner on the basis of daily trip (round trip, 100.00 to 120.00

BDT/trip) and their average working days are 20 days in a month.

The average family members of the bus drivers are 5 persons. The driving experience of the

drivers ranged from maximum 22 years to minimum 1 year. The length of driving year is shown

in the figure 2.2-1. Most of the drivers experienced lies below 10 years.





6

25

15

11

3

0

5

10

15

20

25

30

<5 5-10 10-15 15-20 >20

Driving Years

N o o f B u s D

r i v e r s

No. of Drivers

Figure 2.2-1: Length of Driving Year

The driver¶s monthly income ranges from BDT 5,000 to BDT 20,000. Actually drivers are paid

by the owners based on their number of round trip they can accomplish over a day. Another important factor that is the drivers would not be able (or not have opportunity) to drive the bus all

the days in a month. In an average the bus drivers employed 20 days in a month. The wage for

round trip is BDT 110 to BDT 130 and the drivers can best complete 5 or 6 round trip in a day.

The income range of the drivers is shown in the figure 2.2-2.

0

36

2

0 0 00

10

20

30

0

50

<5,000 5,000-10000 10,000-20,000 20,000-30,000 30,000-50,000 >50,000

onthly Income

! o o f

"

a s s e n g e r s

# mployee

Figure 2.2-2: Monthly Income of the Bus Drivers

2.3 Results of the Survey

(1) Impacts by MRT Line 6

Regarding the project impact by the introduction of MRT Line 6, about 92% respondents

(Bus-Drivers) apprehend that the project will have impact on their employment in more or less

extent shown in Figure 2.3-1.





Yes

92%

No

8%

Figure 2.3-1: Response from Bus Drivers about Project Impact

The project impact on the employment of bus drivers varies largely. Where most drivers

expressed that their employment opportunity will be increased with the underlying argument isthat once opening the operation of MRT the traffic congestion will be reduced to significant level

as a result the their earlier trip time will be reduced and they can complete more round trip. In

this way they found a room to increase the employment opportunities. The increase number of

trip will increase the working hours for the bus drivers shown in Figure 2.3-2.

$ % & $ & % 2 $ 2 % 3 $ 3 %

'

$

'

% % $

Increase of your salary or profit

(

ecrease of your salary or profit

Increase of the opportunities of employed

(

ecrease of the opportunities of employment

Increase of your working times

(

ecrease of your working times

Improvement of the safety for driving

(

eterioration of the s afety for driving

Improvement of the comfort for driving

(

eterioration of the comfort for driving

)

thers

0

o of Respondent1

2

us-(

river 3

4 us 5 river

Figure 2.3

-2

:Reasons of Project Impact as the Bus Drivers attributed

(2) Project Acceptance

Regarding the project acceptance the response from the bus driver is very positive though they

have attributed some reasons that will negatively affect their employment but for the sake of the

city dwellers interest and due social responsibility the entire respondent accepts the project.





60

0

0

10

20

3040

50

60

70

6

es7

oPr o8

ect9

cce ptance

@ o o f R e s p

o n d e n t

Bus Dr A

B er

Figure 2.3-3: Response of Project Acceptance from Bus Driver

(3) Countermeasures by Bus Drivers

When the bus driver apprehended very much and much affect by the project on their employmentthen it has been asked to them what will be the possible countermeasures. The feedback got from

the bus driver has been illustrated in Figure 2.3-4.

C

2 4D E

F

C

F 2 F 4 F

D

F

E

2C

Continue to be a bus driver

G ove to another bus company

Change the job

Do nothing

H ealignment of bus route in order to avoid competion the line-

I

Feeder bus services will be begun

P ower fare will be adopted

Q igher fare will be adopted

R ive up bus oparation business

S thers

T

o of U

espondentV

Bus-Driver W

X ery

G uch

G uch

Figure 2.3-5: Possible countermeasures suggested by the Bus owners

(4) Comments from Bus Drivers

The comments from the bus drivers are depicted in figure 2-Y . Here one interesting thing is that

all most all of the respondent opined in the favour of sky rail, what they argued behind that is thesituation of Bangladesh socio-economic culture.





C` a a

eb

c

s ̀

d

e

f s Drg

h er` b

i

R p

q

r ̀

r

ecc

0 5 10 15 20 25 30 35 40 45 50

Sky s a t u t sv

e w w e s

x s a y y t c

a wt u u v

e t

x e

u t e s

u

v

e aw

s a

e

x t e w

t u u sa

e

U e s s

s a t u t sv

e w w e s

Nee

au w

es

aw t

es

w e

s s t

es

wt u u

y ace

s

v

u e

N

y

s Ds t

es

Figure 2.3-6: Comments of Bus Driver on MRT Project







(2) Impacts by MRT Line 6 Projects

Out of 50 respondent s 3 respondents i.e. 76% rickshaw owner think that the project will affect

their business and others don¶t think so. When they answered yes regarding the project impact,

their attributes of impact is shown in the Figure 3.3-2.

Yes

76%

No

24%

Figure 3.3-2: R esponse from Rick shaw Owner about Pro ject ImpactThe rickshaw owner those who apprehend project impact on their business finds positive and

negative impacts illustrated in Figure 3.3-3. Others factors mentioned by the rickshaw owner that

their income remains same, as people are habituated to ride on rickshaw.

j

j

k k

3

l

ncrease of ricksahw users

m

ecrease of rickshaw users due to diversion ton o

T

l

ncrease of competition situation with

n o

T

rofit of rickshaw owner is lesse than before

omplementary relationship of n o

T and

or bus

Others

o fo

easpondent

ickshaw Owner

Figure 3.3-3: Kinds of Impacts attributed by the Rick shaw Owner

(3) Project Acceptance

More interestingly all of the rickshaw owner will accept the project if Government will construct

it though the project have a negative impact on their business. Being inspired by the corporatesocial responsibility all of the respondent accept the project. To the end of a better congestion

free transportations system, some of them pose a prudent comment to the Government depicted

in Figure 3.3-4.





50

0

0

10

20

30

40

50

60

Yes No

Project Acceptance

N o . o f R e s p o n

d e n t

Rickshaw Owner

Figure 3.3-4: Response of Project Acceptance by Rickshaw Owner

(4) Countermeasures by the Rickshaw OwnersThe possible countermeasures what they are thinking were asked during the survey when they

anticipated very much and much affect by the project. Some of the plausible countermeasures are

depicted in Figure 3.3-5.

0 5 10 15 20 25

Continue to operate the e isting rickshaw

Realignment of rickshaw route in order to avoid compete

RT

ine-

ore access s ervices to stations will be provided

ower fare will be adop ted

Further rationalization of rickshaw services is made such

as cut of drivers or conductors, etc

Give up rickshaw operation business

Others

No of Respondent

z

ery{

uch Affect{

uch Affect

Figure 3.3-5: Possible Countermeasures suggested by the Rickshaw Owner





4. CNG DIVER SURVEY


CNG run auto-rickshaw transport in Dhaka city is one of the means of public transportation in

the form private transport when it hired by certain individual. This mode is used by relativelyhigher middle and middle income people from one place to another. This mode of transportcan

meet a small percentage of the total trip demand and obliged to go door to door transport service.

Basically the fare is paid by the user according to the meter reading, as fare meter is mounted on

the vehicle. But drivers operate based on the negotiated fares and seldom use the meter.

Sometimes the driver demand more fare than the meter reading and the passengers who are

crying need are bound to pay the more. To apprehend this situation, the bus driver interview

survey carried out as part of the social impact survey by JICA study team.

4.2 Characteristics of the CNG Drivers

Most of the CNG drivers are in the age of 31 to 40 year old, having chosen their occupation as

driving the CNG auto-rickshaw. Their age distribution is shown in Figure 4.2-1.

1

|

33

15

3

0

5

10

15

20

25

30

35

40

}

= 20 21-30 31-40 41-50 ~ 50

Age R ange Year

N o o f C N G

r i v e r

CNG

river

Figure 4.2-1: Age Distribution of CNG Drivers

The drivers are driving the CNG either by lease out, or owned by them or by other way like

proxy lease out way. Among them 7% drivers running the CNG by taking lease

most often

daily lease

, in that case CNG drivers paying a certain amount to the owner for a half day or full

day hours. The proportion of drive type is shown in figure 4.2-2.







Yes, 45%

o, 55%.

Figure 4.3-1: Project Impacts as responded from the CNG driver

y

ª

«

¬

y

y

ª

«

«

-

«

ª

«

ª

®

y ®

«

¬

«

-

«

ª

«

ª

«

̄

®

y ®

«

y

°

± ª

² «

ª

®

¬

y

°

± ª

² «

ª

®

® ³ ®

«

«

-

«

y

́

ª

³

ª

²

¬

«

ª

«

ª

«

-

«

y

́

ª

³

ª

²

® ³

®

«

«

-

®

«

́

ª

³

ª

²

¬

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ª

«

ª

«

-

®

«

́

ª

³

ª

²

µ

«

-

¶

·

¶ ̧

¬

ª

³

Figure 4.3-2: Reasons of project impact as the driver attributed

(¹

) Project Acceptance

More interestingly all of the CNG driver will accept the project if Government will construct it

though the project have a negative impact on their employment. Being inspired by the corporate

social responsibility all of the respondent accept the project. To the end of a better congestion

free transportations system, some of them pose a prudent comment to the Government depicted

in Figure 4.3-3.





60

0

0

10

20

30

40

50

60

70

Yes No

Pr o jectº

ccept»

¼

ce

N o . o f R e s p o n

d e n t

C NG Driver

Figure 4.3-3: Response of Project Acceptance by CNG Driver





(3) Countermeasures by the CNG Drivers

CNG drivers poses countermeasures regarding the project have a very much and much affect on

their employment. The possible countermeasures are shown in the figure 4.3-4.

½ 2 4 6 8 10 12 14 16

Continue to be a driver

¾

ove to another CNG company

Change the job

Do nothing

Concentrate on service for ¾ ¿

T station access or egress

À

ower fare will be adopted

Á

igher fare will be adapted

Give up CNG operation business

Â

thers

No of CNG Drivers

Ã ey

Ä uch

Å ffect

Ä uch

Å ffect

Figure 4.3-4: Possible Countermeasures suggested by the CNG Drivers

(4) Comments from the CNG Drivers

Finally it has been asked comments from them to the Govt. in transport field as well as regarding

the MRT project. They have poses a lot of prudent remarks to the end of nagging traffic

congestion in Dhaka city illustrated in Figure 4.3-5.

Æ Ç Æ È Æ

3Æ

4Æ

5Æ É Æ

Ê ky rail

Ë arking sys tem should be improved and constructed

Remove illegalÌ

old vehicles

Improve traffic system

Ë rotect CNG missing

Need more flyover

Need underground rail

Remove illegal st ructure from foothpath

Need CNGÊ

tand

Í ane sys tem should be improved

Reduce depos it amount to owner

GarmentsÌ

industries should be removed from Dhaka city

Î anned rickshaw, van from Dhaka city

No of CNG Drivers

Figure 4.3-5: Comments from the CNG Drivers





5. USER¶S OPINION INTERVIEW SURVEY

5.1. Objective of the study

The objective of the Survey is to grasp the transport environment of the peoples (residents,

workers, student, etc) along MRT Line 6 corridor, peoples¶ consciousness to construction of MRT

Line 6 and willingness to use and pay to this line.5.2. Location of survey

This Survey is carried out at around Pallabi, Mirpur 10, Farmgate, and BUET stations and

obtained 200 samples at each survey location. Total number of samples collected is 79 Ï samples

(See Figure 5.2-2).Location of home of interviewers is shown in Figure 5.2-1.

Figure 5.2-1: Number of person to be interviewed Figure 5.2-2: Location of interview survey

5.3. Results of the Survey

5.3.1 Traffic mode

Existing transport mode of person trips from home to office/school/shopping center is utilized

that aboutÐ Ð

% of person trips are buses, 6 % are cars, 4% are CNG and 2.6 % are Rickshaw.

Figure 5.3-1: Present selection of traffic mode

5.3.2 Switch to MRT Line 6

When MRT Line 6 will be operated, about 95% of respondents are willing to shift to this line.





Figure 5.3-4: Willingness of switch to MRT

5.3.3 Travel time

Around 50% of respondents are forced to travel more one hour from home to destination.

Figure 5.3-5: Travel time to arrive at the destination

5.3.4 Willingness To Pay(WTP)

Willingness To Pay (WTP) for new transit mode of respondents is shown in Figure 5.3-5. This

willingness to pay is calculated by travel time categories.

Figure

5.3

-5: A

verage of WTP

5.4 Major findings

Major findings of the user¶s opinion survey are as follows;

Because losses of travel time using the existing transport mode is to large, most of respondents

are willing to shift MRT Line 6 when operated.

As respondents of bus users who are forced to travel of longer time, they are willing to pay




I R APPENDIX 5 3

higher transport fare.

Since minimum reduction of travel time is 5 minute in this interview survey, an average WTP for

reduction of 5 minute is BDT 11.7. It is therefore that minimum fare level be less than BDT

11

Since the WTP for MRT system is BDT 3.3/km, fare level of MRT System shall be desirable lessthan BDT 3.3/km.

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