Project Data Sheets (PDS) contain summary information on the project or program: Because the PDS is a work in progress, some information may not be included in its initial version but will be added as it becomes available. Information about proposed projects is tentative and indicative.
|PDS Creation Date||–|
|PDS Updated as of||29 Jan 2014|
|Project Name||Integrated City Transport|
|In preparing any country program or strategy, financing any project, or by making any designation of, or reference to, a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.|
|Sector and/or Subsector Classification||Multisector
|Thematic Classification||Economic growth
Private sector development
|Gender Mainstreaming Categories||Effective gender mainstreaming|
|Type/Modality of Assistance||Approval Number||Source of Funding||Approved Amount (thousand)|
|Loan||2864||Asian Development Fund||45,000|
|Loan||2863||Asian Development Fund||15,000|
|Loan||2862||Ordinary capital resources||100,000|
|Grant||0287||Global Environment Facility||4,600|
|Loan||8270||Agence Francaise de Developpement||45,000|
|Technical Assistance||8072||Japan Fund for Poverty Reduction||1,000|
For more information about the safeguard categories, please see http://www.adb.org/site/safeguards/safeguard-categories
The project is classified as category B for environment. An initial environmental examination (IEE) including an environmental management plan (EMP) was prepared in accordance with ADB s Safeguard Policy Statement (SPS, 2009) and government laws. The IEE concludes that no significant adverse impacts are anticipated and that net environmental benefits will be positive and large, including: (i) improved air quality and health co-benefits from clean fuel buses and reduced traffic and congestion; and (ii) improved community and pedestrian safety from improved stormwater drainage and energy-efficient street lighting. Opportunities to utilize the Clean Development Mechanism (CDM) and obtain carbon credits from emission reductions for enhanced revenue streams for the BRT operations are also available and assessed under the project. It is estimated that CO2 emissions will be reduced by 40,000 tons per year from: (i) replacing part of existing fuel-inefficient fleet with larger capacity CNG-efficient BRT buses; (ii) improving average speeds in the corridor, resulting in less idling times; and (iii) establishing improved emission standards and enforcement practices. The EMP emphasizes good traffic management during the construction period to ensure limited disruption to existing traffic flows and local businesses. Implementation arrangements ensure that the PMU and PIUs have adequate capacity to manage environmental impacts through consultant support and capacity building. The IEE and EMP will be updated during detailed design and incorporated into bidding and contract documents to be implemented by contractors and monitored by EPCM consultants and the PMU. An environmental assessment and review framework (EARF) was also prepared to address small improvements on municipal infrastructures to be defined through detailed design after ADB Board approval.
The project is classified as category A for involuntary resettlement. A draft Resettlement Plan was prepared in accordance with ADB s Safeguard Policy Statement, 2009, and government laws, and disclosed. A total of 2,482 households (10,474 affected persons) will be impacted due to the proposed project. These impacts consist primarily of relocating informal vendors within the right-of-way and only a small portion (2%) of the overall impacts will include physical relocation from housing. The resettlement impacts include the following: (i) relocation of 1,704 informal vendors conducting businesses within the right-of-way; (ii) relocation of 46 non-titled residential settlers along the northern banks of the Turag River; (iii) partial physical impacts to 498 commercial establishments operating within the corridor; (iv) partial loss to 225 commercial structures situated on feeder roads near junctions; (v) partial impacts to 6 industrial establishments along the corridor; (vi) strip land taking of private land. In addition, temporary disruption to income will occur to 966 workers during pre-construction activities. The two terminals and the depot are proposed on government-owned lands. Alternative locations for informal vendors and non-titled residential settlers were identified and agreed with local government officials.The Resettlement Plan will be implemented by the PIUs, with the support of an NGO, and EPCM consultants who will provide a capacity building program to ensure the PIUs have adequate capacity to manage social impacts. Meaningful, widespread consultations will continue with all communities in the project area. A Resettlement Framework was also prepared to address small municipal infrastructure improvements to be defined through detailed design after ADB Board approval.
The project is classified as category C for indigenous peoples. Considering the urban locations of the subprojects, no impacts to indigenous peoples are expected.
|During Project Design
The proposed project will support the government's Sixth Five-Year Plan 2011-2015, and ADB's Country Partnership Strategy by addressing their common policy triangle of: (i) green growth, (ii) climate change mitigation, and (iii) inclusive social development. It will contribute to national priorities to make Dhaka more livable and safe, develop green urban infrastructures, boost private sector investment, and foster gender equity. It complies with Dhaka's urban transport priorities by following some of the recommendations of the Strategic Transport Plan, approved by the government in 2008. The Project is also well aligned with ADB recent focus on urban transport, as outlined in ADB's Sustainable Transport Initiative. Lessons learnt from the past assistance have been incorporated into the project design, notably the need to strengthen good governance and government agencies capacities for project implementation, the need for gradual approach to sector reform and organizational arrangements, as well as the need to expand support for private sector development.
|During Project Implementation
The project will be implemented by three governmental agencies: (i) the Roads and Highways Department (RHD) will implement the main corridor restructuring, excluding the elevated section, and will prepare the PPP scheme to finance the BRT terminal near the airport; (ii) the Bangladesh Bridges Authority (BBA) will implement the 4.5 km elevated section, integrating the new Tongi bridge and the Abdullahpur intersection flyover; and (iii) the Local Government Engineering Department (LGED) will implement the BRT depot in Gazipur and small municipal infrastructures improvements (local roads, drains and markets). A project implementation unit (PIU) will be established in each of these implementing agencies, headed by a full-time project director. The PIUs will receive support from the Engineering, Procurement, and Construction Management (EPCM) consultants, and RHD's PIU will be assisted by a non-governmental organization (NGO) to implement the resettlement plan.
|The project will contribute to develop a sustainable urban transport system (UTS) in GCC, which forms part of north Greater Dhaka, through the delivery of a 20-kilometer (km) bus rapid transit (BRT) corridor. This pilot project provides a holistic solution for integrated urban mobility, bearing a demonstration effect as no modern mass transit system exists in Bangladesh yet.|
|Bangladesh was ranked 146th out of 187 countries in the 2011 United Nations Human Development Index, and Dhaka is consistently ranked one of the world s most unlivable cities in the Global Liveability Report. Traffic congestion and air pollution play a major role in these poor rankings. Greater Dhaka is one of the fastest-growing megacities in the world. An estimated 300,000 400,000 migrants, mostly poor from rural areas, arrive in the metropolitan area annually. Since 2000, its population has more than doubled and it is projected to grow from 17 million in 2012 to 25 million in 2025. Dhaka is also one of the most densely populated cities in the world, with 45,508 people per square kilometer in the core area. Such high density in a city with limited inhabitable land owing to the city s topography, limited infrastructure, and low level of public services results in tremendous congestion and constrains the UTS ability to provide mobility for all people. Car ownership and usage are still low because of lack of disposable income, but these figures are increasing fast with a growing middle class. In 2010, only 150,000 private cars and 500,000 other motorized vehicles were registered in Dhaka, but 60 70 additional cars were registered daily. With annual motorization growth of 8%, there could be up to half a million cars in 2025, increasing local air pollutants and greenhouse gas (GHG) emissions from the transport sector. Without better planning and strategy, the metropolitan area will keep on sprawling north and south anarchically along the existing axis. The main issue for Dhaka s urban development lies in its fringes, where most of the urban sprawl and pauperization take place. Concepts like satellite cities, city clusters, and transit-oriented development have to be implemented to organize the urban growth and public spaces toward improved living conditions and climate change mitigation. To ensure a sustainable future for Dhaka, public transport focused on people s mobility needs and accessibility has to be improved and given priority over simple road projects. International experience documents well that interventions that promote nonmotorized transport (NMT), a modal shift from private vehicles to public transport, and integration of land-use and transport planning also help lower GHG emissions in the long run. Investigations conducted as part of the project preparatory TA have shown that, out of six suburban corridors analyzed, the corridor connecting Dhaka North City Corporation (DNCC) (over 20% of its length) with the emerging GCC (over 80% of its length) has the best potential to organize urban development and support a mass transit infrastructure; and that BRT is the most cost-effective mass transit mode for the selected corridor. GCC is being created from the merger of Tongi and Gazipur pourashavas (municipalities) as a satellite city on the northern edge of Dhaka with an estimated official population of 1 million, and a large floating population. The area is a garment hub, with 272 factories in the immediate vicinity of the corridor employing about 1 million workers. This adds to the high levels of demand for travel. GCC s current traffic is characterized by the following modal split: (i) 22% of trips are made by private modes; (ii) 40% by public transport (buses); and (iii) 38% are nonmotorized, made on foot or by cycle-rickshaws. The high level of congestion and pollution result from (i) rapid motorization, (ii) a weak road network accounting for only 10% of the urban area when the required ratio is 25%, (iii) weak traffic management to organize the dense and anarchical mix of many competing modes, (iv) lack of transport demand management, and (v) inefficient public transport services. An estimated total of 4,858 large and mini buses run through the project corridor, 25% of which do not have a proper permit; they are shared between 61 licensed city routes operated by 45 companies, mostly private, and 38 intercity routes. The bus fleet is in poor condition; bus stops are rudimentary and do not provide passengers with information on schedule, itinerary or connections; the ticketing system is not developed; and operators compete for passengers, worsening congestion and impairing safety. The situation in road-based traffic collisions is deteriorating, mostly affecting pedestrians (the poorest) who represent more than half of road accident fatalities in DNCC and GCC streets. This safety issue becomes even more acute when looked at from a gender perspective: 80% of garment workers are women commuting on foot in a large proportion. Close coordination will be ensured with other development partners in the urban transport sector. The selected corridor will connect with the BRT corridor to be undertaken by the World Bank under the Clean Air and Sustainable Environment Project, leading ultimately to a 40 km long mass transit corridor, from Gazipur to Dhaka city center. It is, therefore, crucial to coordinate both projects and ensure full operational and technical integration. With ADB s section having more chances to be implemented first since it has easier institutional and technical features, its demonstration effect will ease implementation of the World Bank section. Japan International Cooperation Agency recently undertook the Dhaka Urban Transport Network Development Study, focusing on the feasibility of a metro (also called mass rapid transit system, MRT). Potential synergy can be found with this project, notably in capacity building and necessary organizational developments to improve the management of Dhaka s UTS.|
|A sustainable urban transport system is developed in DNCC and GCC.|
|Description of Outcome
The public transport system is improved in DNCC and GCC, benefiting a population of 1 million.
|Progress Towards Outcome
Project Management, Coordination and Capacity Building (PMCCB) has been recruited on April 2013. PMCCB has submitted proposed organizational structure for SPO to RHD. Consulting services for Engineering, Procurement and Construction Management (EPCM) has been recruited on May 2013 . Topographical survey is ongoing (Almost 40% completed). Pavement condition survey and bridge, culvert condition survey is also ongoing. ODBM will start traffic survey by early February 2014.
|Description of Project Outputs
1. DNCC and GCC's main urban transport corridor is restructured. 2. Project management is effective, and BRT operations are sustainable. 3. Urban quality of the corridor is improved.
|Status of Implementation Progress (Outputs, Activities, and Issues)
Project Management, Coordination and Capacity Building (PMCCB) has been recruited on April 2013. PMCCB has submitted proposed organizational structure for SPO to RHD. Consulting services for Engineering, Procurement and Construction Management (EPCM) has been recruited on May2013 . Topographical survey is ongoing (Almost 40% completed). Pavement condition survey and bridge, culvert condition survey is also ongoing. ODBM will start traffic survey by early February 2014.
|Status of Development Objectives
|Date of First Listing||2012 Apr 24|
Consultants' recruitment will be carried out in accordance with ADB's Guidelines on the Use of Consultants (2010, as amended from time to time). Four consulting packages (PMCCB, EPCM, ODBM and NGO) will be procured under the project. At the government's request, the consulting firms will be selected by ADB, and engaged and employed by the executing agency. QCBS - 90:10 / QBS - 1224 person-months - $13,200,000
All procurement of works, goods and services will be carried out in accordance with ADB's Procurement Guidelines (2010, as amended from time to time). The consulting services and the agreed Procurement Plan, indicating contract packages and procurement procedures, are described in detail in the PAM. International competitive bidding - 9 contracts - Above $1,000,000 for Works, above $500,000 for Goods Shopping - multiple contracts - $100,000 or less No National competitive bidding ($1,000,000 or less for Works, $500,000 or less for Goods)
|Procurement and Consulting Notices
|Concept Clearance||11 Apr 2011|
|Fact-finding||10 Apr 2011 to 21 Apr 2011|
|Management Review Meeting||22 Sep 2011|
|Approval||17 Apr 2012|
|Last Review Mission||–|
|Loan 2862||17 Apr 2012||17 Dec 2012||15 Mar 2013||31 Dec 2017||–||–|
|Loan 2863||17 Apr 2012||17 Dec 2012||15 Mar 2013||31 Dec 2017||–||–|
|Loan 2864||17 Apr 2012||17 Dec 2012||15 Mar 2013||31 Dec 2017||–||–|
|Loan 8270||10 May 2012||27 Jan 2013||27 Jan 2013||30 Nov 2017||–||–|
|Date||Approval Number||ADB (US$ thousand)||Others (US$ thousand)||Net Percentage|
|Cumulative Contract Awards|
|08 Mar 2014||Loan 2862||0||0||0.00%|
|08 Mar 2014||Loan 2863||4,878||0||33.00%|
|08 Mar 2014||Loan 2864||11,369||0||25.00%|
|08 Mar 2014||Loan 8270||0||0||0.00%|
|08 Mar 2014||Loan 2862||100||0||0.00%|
|08 Mar 2014||Loan 2863||797||0||5.00%|
|08 Mar 2014||Loan 2864||2,866||0||6.00%|
|08 Mar 2014||Loan 8270||0||0||0.00%|
|Approval Number||Approved Amount||Revised Amount||Total Commitment||Uncommitted Balance||Total Disbursement||Undisbursed Balance|
Covenants are categorized under the following categories—audited accounts, safeguards, social, sector, financial, economic, and others. Covenant compliance is rated by category by applying the following criteria: (i) Satisfactory—all covenants in the category are being complied with, with a maximum of one exception allowed, (ii) Partly Satisfactory—a maximum of two covenants in the category are not being complied with, (iii) Unsatisfactory—three or more covenants in the category are not being complied with. As per the 2011 Public Communications Policy, covenant compliance ratings for Project Financial Statements apply only to projects whose invitation for negotiation falls after 2 April 2012.
|Sector||Social||Financial||Economic||Others||Safeguards||Project Financial Statements|
|Responsible ADB Officer||Mohammad Nazrul Islam (email@example.com)|
|Responsible ADB Department||South Asia Department|
|Responsible ADB Divisions||Bangladesh Resident Mission|
Roads and Railways Division (RRD)-Min. of Comm.
Local Government Engineering Department
|List of Project Documents||http://www.adb.org/projects/42169-013/documents|