Executive Summary Urban transport is challenged by different sustainability issues and among them traffic congestion, fatality, safety, affordability, GHG emission from transport, and use of nonrenewable energy are major issues. In accordance with the adoption of the 2030 Agenda of Sustainable Development and the Sustainable Development (SDGs) the concern about transport sustainability is increasing around the globe. Currently there is no comprehensive method to evaluate the existing status of urban transport sustainability for the Asia and Pacific until UN ESCAP developed SUTI. is the 3rd largest administrative headquarter of . The has one of the oldest systems of transportation in the country and yet not meeting the demand of the city dwellers. This study was undertaken to analyze and identify the present condition of urban transport systems and services based on Sustainable Urban Transport Index (SUTI) developed by the UN ESCAP. In Khulna city the SUTI value in terms of transport plan is not good as because the city has no specific transport plan and the Master Plan of the Khulna city has very little coverage of walking network and expansion of public transport modes and unfortunately with no coverage for bicycling facilities. The traffic fatality value (1.7) for SUTI Khulna can be rated as good as well as greenhouse gas emission per capita is very little (0.063 tons/annum). The air quality of the city is not that poor with an annual mean 107 µg/m3 for PM 10 while the WHO standard for Bangladesh is 150 µg/m3.

The city bus carries only 2% share of the daily commuting trips. The modal share of the active and public transport is poor (only 28%). This indicates that the public transport services in Khulna city is unsatisfactory. Walking trips share indicates a very interesting result that 21% of the commuting trips are made on walk which means proper facilitation of the pedestrian facilities will increase the share of walking trips in the city. The city dwellers are quite happy with the issue of transport quality and reliability (69.55% people are satisfied). Around 9.96% of the family income is spent on transport purposes in Khulna city which represents that the public transport is quite affordable to the city dwellers. Easy Bike is a battery-operated three-wheeler with a seating capacity of 6 passengers and Mahindra is a petrol operated three-wheeler which has passenger capacity of 5 persons. In Khulna city Easy Bike is the most popular mode of transportation with the highest spatial coverage.

Around 87.74% of the people are living within the 500 m buffer zones area (if Easy Bike is considered) which indicates very high accessibility level but without Easy Bike only 51.59% of the people are living within the public transport buffer zones.

Table of Contents

Pages Table of Contents ...... i

List of Abbreviations ...... iv

List of Tables ...... v

List of Figures ...... v

1 Chapter One: Introduction ...... 1 1.1 Introduction ...... 2 1.2 Study Area ...... 3 1.3 Aim and Objectives of the Study ...... 6 2 Chapter Two: Existing Condition of Urban Transport System and Services in Khulna City ...... 8 2.1 Existing Transport Situation of Khulna City ...... 9 2.1.1 Trip Distribution by Purpose ...... 9 2.1.2 Major Transport Modes ...... 12 2.1.3 Road Transport Network ...... 14 2.1.4 Key Connection Points ...... 18 Road Connectivity ...... 18 Rail Connectivity ...... 20 2.1.5 Major Transportation Issues ...... 21 Traffic Congestion ...... 21 Environmental Perspective/condition ...... 23 Financial Perspective ...... 23 Organizational Perspective/Setup ...... 24 2.1.6 Infrastructure and Land Use ...... 24 2.1.7 Existing Urban Transport Policies ...... 26 2.1.8 Ongoing Transport Projects ...... 26 3 Chapter Three: Indicator Wise Data Collection Approaches for SUTI in Khulna City ...... 27 3.1 Introduction ...... 28 3.2 Indicator Wise Data Collection Approaches SUTI, Khulna ...... 28 3.2.1 Indicator 1: Extent to which Transport Plans Cover Public Transport, Intermodal Facilities and Infrastructure for Active Modes ...... 29

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3.2.2 Indicator 2: Modal Share of Active and Public Transport in Commuting ...... 30 3.2.3 Indicator 3: Convenient Access to Public Transport Service ...... 30 3.2.4 Indicator 4: Public Transport Quality and Reliability ...... 31 3.2.5 Indicator 5: Traffic Fatalities Per 100.000 Inhabitants ...... 32 3.2.6 Indicator 6: Affordability – Travel Costs as Part of Income ...... 32 3.2.7 Indicator 7: Operational Costs of the Public Transport System ...... 33 3.2.8 Indicator 8: Investment in Public Transportation Systems ...... 33 3.2.9 Indicator 9: Air Quality (pm10) ...... 34 3.2.10 Indicator 10: Greenhouse gas Emissions from Transport ...... 34 4 Chapter Four: Data and Data Analysis for SUTI, Khulna ...... 35 4.1 Introduction ...... 36 4.2 Indicator 1 ...... 36 4.2.1 Scoring Criteria and Data for Indicator 1 ...... 38 4.2.2 Conclusion ...... 39 4.3 Indicator 2 ...... 40 4.3.1 Data Analysis and Data for Indicator 2 ...... 40 4.3.2 Conclusion ...... 43 4.4 Indicator 3 ...... 43 4.4.1 Data Analysis and Data for SUTI Indicator 3 ...... 44 4.4.2 Conclusion ...... 46 4.5 Indicator 4 ...... 46 4.5.1 Data Analysis and Data for Indicator 4 ...... 47 4.5.2 Conclusion ...... 49 4.6 Indicator 5 ...... 49 4.6.1 Data Analysis and Data for Indicator 5 ...... 50 4.6.2 Conclusion ...... 52 4.7 Indicator 6 ...... 52 4.7.1 Data Analysis and Data for Indicator 6 ...... 53 4.7.2 Conclusion ...... 54 4.8 Indicator 7 ...... 54 4.8.1 Indicator 7: Data and Data Analysis ...... 55 4.8.2 Conclusion ...... 56 4.9 Indicator 8 ...... 56 4.9.1 Data Analysis and Data for Indicator 8 ...... 56 4.9.2 Conclusion ...... 57

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4.10 Indicator 9 ...... 57 4.10.1 Data Analysis and Data for Indicator 9 ...... 58 4.10.2 Conclusion ...... 58 4.11 Indicator 10 ...... 59 4.11.1 Data Analysis and Data for Indicator 10 ...... 59 4.11.2 Conclusion ...... 61 4.12 Combined Final Result for SUTI in Khulna City ...... 63 4.13 Spider Diagram for Khulna City ...... 64 Chapter 5: Perspective on SUTI Exercise in Khulna City ...... 65

5 References ...... 68

6 Persons, Officials or Experts Met ...... 71

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List of Abbreviations

AFR Accident Reporting Form CAMS Continuous Air Monitoring Station CASE Clean Air and Sustainable Environment CBD Central Business DoE Department of Environment DTCA Transportation Coordination Authority EB Easy Bike GHG Green House Gas GIS Geographic Information System HH Household KCC KDA Khulna Development Authority KMP Khulna Metropolitan Police MoHP Ministry of Housing and Public Works Ministry of Local Government Rural Development and MoLGRDC Cooperatives NMT Non-Motorized Transport PM Particulate Matter SDGs Sustainable Development Goals SUTI Sustainable Urban Transport Index UN-ESCAP United Nations Economic and Social Council for Asia and Pacific WB World Bank WHO World Health Organization

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List of Tables

Table 2-1: Major Road Public Transport Modes in Khulna City...... 12 Table 2-2: Bus Service from Sonadanga and Rupsha Bus Stops...... 18 Table 2-3: Intercity Trains in Khulna City...... 20 Table 2-4: Local, Mail and Commuter Trains in Khulna City...... 21 Table 3-1: 10 Indicators of SUTI...... 28 Table 3-2: Reviewed Chapters of Structure Plan, Master Plan and Detailed Area Plan (2001-2020) for Khulna City for SUTI Indicator 1...... 29 Table 3-3: User Satisfaction Data for Public Transport in Khulna City...... 32 Table 4-1: Aspects Wise Scores for SUTI Indicator 1...... 39 Table 4-2: Final Result for SUTI Indicator 1 in Khulna City...... 39 Table 4-3: Existing Modal Share in Khulna City...... 41 Table 4-4: Modal Share of the Public and Active Transport in Khulna City...... 42 Table 4-5: Final Result for SUTI Indicator 2 in Khulna City...... 42 Table 4-6: Final Data for SUTI Indicator 3 in Khulna City...... 46 Table 4-7: Aspects Wise Weighted Satisfaction Status of Public Transport Quality and Reliability. .. 48 Table 4-8: Final Data for SUTI Indicator 4 in Khulna City...... 49 Table 4-9: Traffic Fatalities in KMA (2011-2019, September) ...... 50 Table 4-10: Final Data for SUTI Indicator 5 in Khulna City...... 52 Table 4-11: Average Monthly Income and HH Expenditure on Transportation...... 53 Table 4-12: Final Data for SUTI Indicator in Khulna City...... 54 Table 4-13: Data Collected for Operational Cost of Public Transport in Khulna City...... 55 Table 4-14: Final Data for SUTI Indicator 7 in Khulna City...... 56 Table 4-15: Investment in Transportation Systems in Khulna City...... 57 Table 4-16: Final Data for SUTI Indicator 8 in Khulna City...... 57 Table 4-17: Final Data for SUTI Indicator 9 in Khulna City...... 58 Table 4-18: Bangladesh Standard for PM 10 Data...... 58 Table 4-19: Greenhouse Gas Emission from Public Transport in Khulna City...... 60 Table 4-20: Final Data for Indicator SUTI Indicator in Khulna City...... 60 Table 4-21: GHG Emission from Easy Bike...... 62 Table 4-22: Combined Final Result for SUTI in Khulna City...... 63

List of Figures

Figure 1-1: Location Map of Khulna City...... 3 Figure 1-2: Year Wise Population in Khulna City...... 4 Figure 1-3: Transport Links and Urbanization in Khulna City...... 5 Figure 2-1: Purpose Wise Mode Use and Trip Distribution in Khulna City...... 11 Figure 2-2: Major Transport Modes in Khulna City...... 13 Figure 2-3: Service Bus Route Map in Khulna City...... 15 Figure 2-4: Mahindra Route Map in Khulna City...... 16 Figure 2-5: Easy Bike Route Map in Khulna City...... 17 Figure 2-6: Sonadanga Bus Terminal in Khulna City...... 19 Figure 2-7: Existing Condition of Footpath in Khulna City...... 20 v

Figure 2-8: Congestion at Gollamari Intersection...... 21 Figure 2-9: Khulna City Land Use Map...... 25 Figure 3-1: SUTI Data Collection Approach for Indicator 1 in Khulna City...... 30 Figure 3-2: SUTI Data Collection Approach for Indicator 2 in Khulna City...... 30 Figure 3-3: SUTI Data Collection Approach for Indicator 3 in Khulna City...... 31 Figure 3-4: Data Collection Approach for Indicator 4 in Khulna City...... 31 Figure 3-5: Data Collection Approach for Indicator 6 in Khulna City...... 33 Figure 4-1: Modal Share of Commuting in Khulna City...... 41 Figure 4-2: Accessibility Map for Bus and Easy Bike in Khulna City...... 45 Figure 4-3: User Satisfaction Status of the Public Transport in Khulna City...... 47 Figure 4-4: Public Transport Quality and Reliability in Khulna City...... 48 Figure 4-5: Traffic Fatalities in Khulna City (2011-2019, September)...... 51 Figure 4-6: Spider Diagram for SUTI, Khulna...... 64

Disclaimer: This report has been issued without formal editing. The designation employed and the presentation of the material in the report do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis, conclusions and recommendations are those of the author(s), and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. Mention of firm names and commercial products does not imply the endorsement of the United Nations.

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1 Chapter One: Introduction

1

1.1 Introduction

Khulna is one of the major divisional of Bangladesh. It is the 3rd largest city with a population of 1.5 million after Dhaka and Chattogram situated in the south-western region of the country. The city is around 45 square kilometers in area and situated along river Bhairab. The railway line and National Highway in parallel to river act as the spine of urban development in the city. These give the city a linear form. Major urban development took place along this road network. Later several major roads were constructed (as ring road) and together form the arterial road network of the city.

The public transport of Khulna city is one of the oldest systems of the country and yet it is serving the demand of the citizens to a moderate level. The transportation system of Khulna city, which is characterized by both public and private transport, often failed to meet the sustainability criteria. Being a small congested city, trip distance is small with an average of 2 Km. However, having no proper large capacity public transport option, urban travelling is taking place with non-motorized modes and paratransit. This cause congestion in several intersections and along major arterial roads. The modal shift to public transportation can be a very effective measure to address sustainability along with to reduce road accident, traffic congestion and pollution (Kabir & Rahman, 2011; Anjum, 2018). However, having small in geographic size and shorter trip length, high capacity public transport may not be effective for Khulna. More active transport solution like provision of hassle-free pedestrian facilitates and bicycle lanes could be sustainable option.

Although the available public transportation of Khulna city includes different motorized and non-motorized vehicles including town service buses, Easy-Bikes, Mahindra, rickshaws; recently this city is highly dominated by Easy-Bike. In Khulna there is a public bus service “Town Service” operating from Fultola to Rupsha Ghat (22 km.) (Figure: 2-1) with 10 numbers of old buses. However, because of the mismanagement, uncertainty and unavailability of town bus service, people of Khulna city often prefer Easy-Bike or Mahindra as an alternative of bus, although the fare is higher than that of bus (Siddique, 2010; Kabir & Rahman, 2011; Anjum, 2018). Easy-Bike is the most popular and paramount mode of public transport for the residents of the city with the highest spatial coverage (Siddique, 2010; Anjum, 2018) but the routes for Easy-Bike are not well defined and well connected.

2

1.2 Study Area

Khulna is the 2nd port and 3rd largest city of Bangladesh. It is in the south-west part of country (Figure no: 1-1). Khulna is a low laying linear city located on the bank of the Rupsha and . Geographically, Khulna lies between 22°49´ north latitude and 84°34´ east longitude and its elevation is 7 feet above the mean sea level (Saha, 2014). There are 31 wards in Khulna city with the total area coverage of 45 sq.km (length is around 17 Km. and breadth is around 4 Km.).

Figure 1-1: Location Map of Khulna City.

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Population in the city is increasing day by day (Figure 1-2). Both the natural growth and migration from rural and small urban fringe area are responsible for the growth of population in Khulna city. Currently the population density is around 32,000 persons/sq.km.

Population in Khulna City

1500.689

847.58

666.728

663.34

516.95

437.3

Population in Thausands in Population

80.22

42.22

34

28

23.5

18.17 10.43

1901 1911 1922 1931 1941 1951 1961 1974 1981 1991 1998 2011 2019 YEAR

Figure 1-2: Year Wise Population in Khulna City.

Source: Khulna City Master Plan (2001-2020), BBS, 2011 and KCC.

The major transport link of the city has guided the shape of the urbanization pattern in Khulna (Figure no: 1-3). Historically the city was built on river bank and grew along railway line and Khulna road. Later the bypass roads (brown and yellow in Figure 1-3) gave the city a scope to expand towards mid-west. The city is mainly expanding in the south-west side (towards the Zero Point) and a vector of transport linkage and space available for economic activities. Currently both the commercial and residential development are very much noticeable around the ‘Zero Point’ area which are accelerating the expansion of the city.

4

Figure 1-3: Transport Links and Urbanization in Khulna City. Khulna is the 3rd largest economic center of the country. The located in Khulna, Bagerhat is the second busiest seaport of Bangladesh. Several light and heavy industries are located near the Mongla Port. Major sectors are jute, chemicals, fish and seafood packaging, food processing, cement manufacturing, sugar mills, power generation and shipbuilding. Recently real-estate business is increasing through the city. Khulna City Corporation regulates commerce through its trade license issue. The region has an export processing zone (EPZ) which has attracted foreign investments. The city is home to branch offices of a number of national companies including M. M. Ispahani Limited, BEXIMCO, James Finlay Bangladesh, Summit Power and the Abul Khair Group. The largest companies based in the city include Khulna , Bangladesh Cable Shilpa Limited, Bangladesh Oxygen, Platinum Jubliee Mills, Star Jute Mills and the Khulna Oxygen Company. It seems that the overall economic condition of the city is good. One important issue is state that around 0.19 million residents are living in around 172 slums who remains deprived in the

5 city. It is expected that the economy of the city will be more vibrant after the construction of the Padma Bridge. The bridge will be a key connection between the capital and the south part of the country in which Khulna will be the key city to extract the business benefits. Khulna city produces different economic goods which will easily be transported to the capital city within a very short time. As the bridge will accelerate the accessibility of the city to the capital, investors and businessmen will be attracted to invest in the city and thus different industries will be thrive in the city.

There are two authorities that are responsible for the planning, construction and maintenance of the transportation systems in Khulna city. Khulna Development Authority (KDA) under Ministry of Housing and Public Works (MoHP) is responsible for the planning and development control including construction of major roads, bus terminal and markets. Khulna City Corporation (KCC) under Ministry of Local Government Rural Development and Cooperatives is responsible for the construction and management of the urban road system of the city. Being a major coastal city, migration from the disaster prone and climate affected areas is a very common phenomenon in Khulna city. This rapid migration has led to formation of slums in the city.

Transport demand of Khulna city has increased substantially due to increase in population as a result of both natural growth and migration from rural areas and smaller . Unfortunately, public transport systems in Khulna city have not been able to keep pace with the rapid and substantial increase in travel demand. The city bus (town service) service is the cheapest among all available public transportation modes in Khulna city. The bus service started in 1963. At that time the route was Dakbanglow to Daulatpur but the current route is Rupsha to Fultola (Figure no: 2-3). But still, the coverage area is limited for the dwellers of the city (Leya, 2016).

1.3 Aim and Objectives of the Study

The aim of the study is to develop Sustainable Urban Transport Index (SUTI) for Khulna city, Bangladesh. The index method is developed by UN-ESCAP to measure, compare and evaluate the performance of sustainable urban transport and related Sustainable Development Goals of Asian cities. The UN ESCAP, therefore, initiated the Sustainable Urban Transport Index (hereafter: SUTI) project. The index is to serve as a tool to help summarize, compare and track the performance of cities across the Asia-Pacific region with

6 regard to sustainable urban transport and the SDGs. The index has been developed (based on ten indicators) with a view to balance between measuring what is necessary to support sustainable transport planning with the kind and scope of data likely to be operationally available for many different cities in Asia on a regular basis (Gudmundsson & Regmi, 2017). SUTI is based on ten key urban transport indicators representing transport system, environmental, social and economic dimension of sustainability. The result of assessment can support city policy makers to make evidence-based policies and measures to improve urban mobility (UNESCAP, 2018).

Sustainable development is a great concern for Bangladesh and without sustainable transportation system, the sustainable goals will be unattained. In this project, the 10 SUTI indicators developed by UN-ESCAP are used to develop a comprehensive Sustainable Urban Transport Index of the system and services for Khulna city. The overall existing transportation system of Khulna city has been assessed and depicted in a spider diagram which will lead to classify the essential specific fields of improvement in city transport sector and help the city authorities to undertake necessary steps to make the transportation system sustainable for the city dwellers.

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2 Chapter Two: Existing Condition of Urban Transport System and Services in Khulna City

8

2.1 Existing Transport Situation of Khulna City

This section holds the current state of urban transport system and services in Khulna city. It is previously stated that the city has the one of the oldest transportation systems in the country. The paratransit Easy Bike is the most popular and paramount mode of transport in the city though the city has a scheduled bus service. The bus service is not so popular as because of issues like poor condition of buses, few numbers of buses, covers only a linear network etc.

2.1.1 Trip Distribution by Purpose

Walking and bicycling cover a good number of daily trips in the city (Figure 2-1). It indicates efficient and time driven facilitation of walking and bicycling network will increase the use of active transport in the city. The following figure 2-1 shows the purpose wise mode use and trip distribution in Khulna city.

9

Use of Modes with Purpose 60%

50%

40%

30%

20% Percentage Trips Percentage of 10%

0% Walking Bi-cycle Motor cycle Easy bike Rickshaw Mahindra Bus Car Working 9% 27% 31% 18% 18% 25% 25% 32% School 12% 15% 3% 15% 22% 18% 35% 11% Shop 23% 8% 15% 14% 14% 9% 0% 8% Back to Home 56% 50% 50% 54% 46% 48% 40% 50% Purpose Wise Modes

Figure 2-1: Purpose Wise Mode Use and Trip Distribution in Khulna City.

Source: Field Survey, 2019

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2.1.2 Major Transport Modes

The major road transportation of Khulna city is mainly divided into two types which are the motorized and non-motorized vehicles. The following table no 1-1 & figure 2-2 shows the major road public transport modes in Khulna city. These modes are operating regularly through the different routes of the city.

Table 2-1: Major Road Public Transport Modes in Khulna City.

Modes Vehicle Types Energy Types City Bus Motorized Diesel Mahindra Motorized Diesel Easy Bike Motorized Electricity Rickshaw Non- Motorized Manual (pedal)

12

Figure 2-2: Major Transport Modes in Khulna City.

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2.1.3 Road Transport Network

The urban transport system of Khulna City is mainly road based. Road density of the city is higher and serves the most destination within 2 to 3 Km travel. Though the roads are is good the pedestrian facilities along these roads are not enough. As a result, city dwellers often use rickshaw and Easy Bike even for walkable distance. Rickshaw is a standard NMT service that serves door to door travel. Between 2010 and 2019, most rickshaw added a small motor and automated paddling acts. However, lately, KCC bans all automated rickshaw and manual rickshaws are getting back to the street. Battery driven Easy bike serves both on several route and as paratransit for personalized trip (Figure 2-5). There are around 8,700 Easy Bikes playing on Khulna road. The regulation regarding Easy Bike operation is still very passive and these cause a huge traffic issue in the city. There is another type of three wheelers with a four-stroke diesel vehicle (commonly known as Mahindra) that operates on fixed routes (Figure 2-4). As a result, traditional high capacity bus based public transport is under threat to lose its passengers.

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Figure 2-3: Town Service Bus Route Map in Khulna City.

15

Figure 2-4: Mahindra Route Map in Khulna City.

16

Figure 2-5: Easy Bike Route Map in Khulna City.

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2.1.4 Key Connection Points

Khulna is one of the oldest cities of Bangladesh. The transportation system of the city is quite well connected with the different parts of the country. The connection is maintained by roads and railways. But unfortunately there is no airport in the city to travel by air to the other parts of the country. The major connection points of Khulna city are discussed below.

Road Connectivity

Being the 3rd largest administrative district of the country, the city maintains quite robust road connectivity with the other cities of the country. The road network in the city covers an area of 356.64 sq.km. The highway connects Khulna with the rest of Bangladesh and the Khulna city bypass is a major road in the city. The R760 connects Satkhira and western Khulna districts. There are several nationwide bus service available in Khulna which are privately owned.

The city has two bus major stops (Sonadanga Bus Stand and Rupsha Bus Stand). Sonadanga Bus Terminal (Figure 2-6) is Khulna's main bus terminal. The following table 2-2 provides the information of bus service in Khulna city.

Table 2-2: Bus Service from Sonadanga and Rupsha Bus Stops.

Inter City Bus Stops Inter District Royal Square Satkhira, Bagerhat, Gopalganj, , Barishal, Sonadanga Madaripur, Rajbari, Kurigram, , , Dhaka, , Bogura, Natore, Rangpur Chattogram Rupsa Barishal, , , Vola.

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Figure 2-6: Sonadanga Bus Terminal in Khulna City.

The existing condition of footpath is not good in the city. Most of the footpaths are encroached by the street vendors and adjacent shop keepers. Some of the footpaths are uneven and are in poor condition due to the ongoing construction of drainage network in the city. Currently the Khulna City Corporation is undertaking different initiatives to make the footpath free from encroachment. The following figure 2-7 shows the current situation of footpaths in the city.

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Figure 2-7: Existing Condition of Footpath in Khulna City.

Rail Connectivity

Khulna city is well connected through the railway network with the different cities of the country. There are six (6) intercity trains and two (2) mail trains, two (2) commuter trains and one (2) local train running from Khulna Divisional Railway Station to different parts of the country. The description of the trains is provided in the following tables 2-3 & 2-4. However, as an urban transport mode, railway service is not even been convinced.

Table 2-3: Intercity Trains in Khulna City.

From Station Destination Station Trains Chitra Express Dhaka Sundarban Express Kapotaksha Express Khulna Rajshahi Sagordari Express Rupsha Express Saidpur Simanta Express Source: , Khulna.

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Table 2-4: Local, Mail and Commuter Trains in Khulna City.

From Destination Station Train Type Trains Station Commuter Khulna Commuter Benapole Commuter Benapole Commuter Khulna Parbatipur Rocket Mail Rocket Mail Chapainawabganj Local Mahanda Goalundo Ghat Mail Nokshikatha Express Source: Bangladesh Railway, Khulna.

2.1.5 Major Transportation Issues

Traffic Congestion

Traffic and transportation management is a major challenge for many cities in Bangladesh. Moreover, this challenge is so critical to managing of traffic and transport at a Central Business Area (CBD) in a city like Khulna (Monda & Hossain, 2016; Tasnim & Khan, 2018).

The traffic congestion scenario on the roads of Khulna city has become acute and it is causing many difficulties to the commuters during travel. Vehicles travelling to the Figure 2-8: Congestion at Gollamari Intersection. direction of important offices including those under civil and police administrations and courts from western Khulna face sever congestion in Dakbanglow area as different types of vehicles like buses, private cars, easy-bikes, rickshaws and motorcycles use the same road. There is no dedicated stop or terminal for Mahindra, battery-run three-wheelers or even rickshaw in the city (The Independent, 2015). The drivers of these vehicles are forced to stop on the roads for passengers. Besides, haphazard parking of the rickshaws and battery-run auto-rickshaws on

21 the road side, markets, shopping centers, educational institutions and key installations are reducing the capacities of the streets and hampering smooth traffic movement.

Most of the important roads in the town do not have separate walkways while a few available are also mostly encroached by the street vendors. The important locatiosn in the city that have been facing severe traffic jam include Picture Palace Cinema Hall crossing are: Dakbanglow crossing; Shibbari intersection, Sangita Cinema Hall Mor, KD Ghosh Road, Clay Road, Old Jessore Road, Cemetry Road, in front of KDA New Market, Phul Marker crossing, Moylapota Mor, Gallamari Mor, BL College Mor, Phulbarigate KUET Road, Daulatpur Bazar Mor and Sonadanga central bus stand intersection. Thousands of people from the adjacent upazilas and other parts of the district come to the city to buy various commodities every day. A good number of high-rise buildings and big markets have been developed in the city during the last few years. Although most of these buildings have parking spaces, these are often used for other purposes while the vehicles are parked on the adjacent roads, causing problem to vehicular movement.

On the other hand, there is no appropriate and adequate public transport for the passengers travelling to their work or offices. More than 100,000 regular passengers suffer due to lack of adequate public transport and face sever traffic congestion.

Parking Demand

Parking demand in Khulna city is met mainly by roadside parking i.e., on-street parking along the major road. Only off-street parking facility is provided at the New Market area. The city center consists of 17.84 square kilometers and there is no off-street parking provision around it and the road geometry does not support on-street parking. Parking charges are not levied for both off-street and on-street parking. The off-street parking spaces are available around the New Market and its parking capacity is more than that of on-street parking capacity on Dakbanglow Mor (CBD). But these few facilities are only for car parking. Unfortunately, there is no parking facilities for the three wheelers in Khulna city. Since car ownership is significantly low in Khulna, supply of parking space does not appear to be a problem.

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Environmental Perspective/condition

Environmental pollution is a major problem in the big cities in developing countries. All major cities of Bangladesh are facing environmental problems due to lack of environmental management. Khulna, the third largest metropolitan city of Bangladesh, has a total population of 1.5 million with a growth rate of 5% per annum. The major environmental problems of Khulna city are traffic induced air pollution, solid waste management and crisis for fresh drinking water.

Air pollution in urban area is also a major environmental issue in developing countries. Khulna is one of the most polluted cities in Bangladesh. The residents of Khulna frequently complain about headache, eye and throat irritation and breathing problem. The situation is expected to worsen further with the increase of population, economic development and high influx of people from rural areas.

The air quality of Khulna city (PM10 107 µg/m3) is good considering the Bangladesh standard (150 µg/m3). The GHG emission from transport is very low (0.063 tons/capita) annually. This indicates that some of the other sectors like industries are responsible for most of the GHG emission in the atmosphere. The city authorities need to take efficient measures to control the air pollution in the city.

Financial Perspective

Efficiency of the urban transport depends on various factors and among them financial perspective is one of the major points. This refers to the investment in the transport sectors and especially in public transport sector. Being a developing country the investment in transport sector in the country is not enough to make the city transport much more efficient and sustainable. Khulna is the 3rd largest administrative district in Bangladesh but the transport system is not efficient enough to carry the demand of the city. It is because the investment in transport sector in the city is conventional which covers road construction, roads maintenance, road widening, bus terminal construction etc. (Table 4-15). It is so because of the absence of transport service provider authority or regulatory body in the city.

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Organizational Perspective/Setup

Sustainable transportation continues to be a topic of interest as agencies and organizations look to adopt best practices for multimodal, equitable, and cost-effective systems (Beiler, 2016). The concept of organizational sustainability of transport relates to an organization's ability to adapt to current and future changes in the transportation systems and services (Staber & Sydow, 2002). With transportation networks spanning multiple jurisdictions and even countries, organizational sustainability is essential at all agency levels. In addition, sustainability between organizations through multi-jurisdictional collaboration supports transportation management, specifically mega-regional planning (Beiler, 2016), disaster response (Robinson, Berrett, & Stone, 2006), and corridor resiliency (Beiler, McNeil, Ames, & Gayley, 2013). Collaboration between agencies has been identified as a key factor to success in transportation planning (Meyer, Campbell, Leach, & Coogan, 2005). As agencies aim for organizational sustainability, identifying the existing level of collaboration efforts between organizations, as well as determining areas of improvement, is essential in order to promote sustainable management of transportation networks.

These worldwide experiences are truly reflected in the same way in Khulna. Dhaka Transport Coordination Authority (DTCA) takes care of public transport issues for Dhaka along with other transport matters. However, Khulna does not have such organization. Though municipal ordinance assigns some responsibility to the city corporation but traditionally it is conceived as applied to non-motorized vehicles only. As a result transport system in Khulna is evolving without any proper guidance and without any long term vision.

2.1.6 Infrastructure and Land Use

Transportation system has a great influence on the development of a city and it influences the land use as well. The Khulna City Corporation area is dominated by residential land use (Figure 2-9) which covers around 34% area of the city and agriculture covers 27.58% area. Transportation and communication connectivity are considered as the most important features of a city but it covers only around 4% area of the city. In KCC area, currently most land areas are of mixed use. The commercial, industrial, administrative, health services, educational facilities and recreational facilities are the main trip attraction zones in

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Khulna city. Residential, business, market areas have deviated from their original area type which is a challenge for transportation planner.

Figure 2-9: Khulna City Land Use Map.

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2.1.7 Existing Urban Transport Policies

National Land Transport Policy (NLTP 2004) is the prime document to streamline transport system of a Bangladeshi city. Main goal of this policies are: • To provide a safe & dependable transport service; • Removal of unnecessary control & formulation of laws & regulations conducive to providing service; • Fare control; • Determining the roles of the government sector & the private sector; • To maintain an economic & environmental balance; • To ensure maximum good utilization of government funds; • Expansion of the role of transport in the ever increasing economic activities; • Reduction of transport cost of goods for export; • Growth of traffic commensurate with economic development;

As per the policy guidelines of NLTP 2004, following policy/plan documents are prepared:

• Road Master Plan; • National Road Safety Strategic Action Plan; • RSTP for Dhaka; • Parking Policy for Dhaka.

Though it’s a national policy but we can see actions for capital only. However, it is expected with time it will create scope to make plan and operation of effective transport plan for all major cities in Bangladesh.

2.1.8 Ongoing Transport Projects

Khulna City Corporation (KCC) and Khulna Development Authority (KDA) has taken several projects for road construction, maintenance but no projects in the horizon is visible for transport services.

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3 Chapter Three: Indicator Wise Data Collection Approaches for SUTI in Khulna City

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3.1 Introduction

Data requirement and collection were solely dependent on the predefined 10 indicators of SUTI and that is followed by how that data will be used to develop Sustainable Urban Transport Index for Khulna city. Specifically, the data collection is performed following the “SUTI Data Collection Guideline updated 2018”. With a view to attaining the aim and objectives of the project both the primary and secondary data are collected and data collection for different indicators with a view to developing SUTI for Khulna city encompasses of field data collection, data collection from concerned authorities and review of different relevant sources.

3.2 Indicator Wise Data Collection Approaches SUTI, Khulna

UN-ESCAP has developed 10 indicators for the development of Sustainable Urban Transport Index (SUTI) for cities. Different approaches for different indicators have been followed to collect data for the development of SUTI for Khulna city. The indicator wise data collection approaches and data are given below.

The table no 3-1 shows the 10 indicators of SUTI developed by UN-ESCAP

Table 3-1: 10 Indicators of SUTI.

Serial No Indicators Extent to which transport plans cover public transport, intermodal facilities 1 and infrastructure for active modes 2 Modal share of active and public transport in commuting 3 Convenient access to public transport service 4 Public transport quality and reliability 5 Traffic fatalities per 100.000 inhabitants 6 Affordability – travel costs as share of income 7 Operational costs of the public transport system 8 Investment in public transportation systems 9 Air quality (pm10) 10 Greenhouse gas emissions from transport Source: (UN-ESCAP, 2018)

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3.2.1 Indicator 1: Extent to which Transport Plans Cover Public Transport, Intermodal Facilities and Infrastructure for Active Modes

In Khulna city there is no sole transportation authority to prepare specific transport plan for the city and that’s why there is no specific transportation plan of the city like STP, RSTP of Dhaka city. With a view to attaining data for the indicator 1 the four (4) volumes of “Structure Plan, Master Plan and Detailed Area Plan (2001-2020) for Khulna City” are analytically reviewed to identify the public transport coverage in the plan, coverage of infrastructure and intermodal transfer facilities in the plan. The review work is performed by the selected experts from different concerned organizations (, Khulna City Corporation and Khulna Development Authority). They considered the coverage of the four aspects (walking network, cycling network, intermodal transfer facilities and expansion of public transport modes) during reviewing the plan. The reviewed chapters of the plan are given in the following table no 3-2-

Table 3-2: Reviewed Chapters of Structure Plan, Master Plan and Detailed Area Plan (2001- 2020) for Khulna City for SUTI Indicator 1.

Plan Volume Chapter Section Volume-I: Urban 7: Development 7.5: Reshaping the Strategy Planning Issues Transportation System Volume-II: Structure 7: Traffic and Plan; Part-3: Sectional Whole Chapter Transport Structure Policies Plan, Master Volume-III: Master Plan; Plan and 3: Transport Whole Chapter Part 2: Physical Detailed Development Proposals 12: Land use Zoning 12.3.11: Transportation Area Plan (2001-2020) 3.4.10: The Spatial for Khulna Structure of the City Transport Network City Volume-IV: Detailed 3: Detailed Area 3.4.13: Transport Area Plan Planning Interchange 3.7.4: The Transportation System

The data collection approaches and procedures are portrayed in the following figure no 3-1.

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Figure 3-1: SUTI Data Collection Approach for Indicator 1 in Khulna City.

3.2.2 Indicator 2: Modal Share of Active and Public Transport in Commuting

Primary data is collected for SUTI indicator 2. Data is collected from household’s survey named travel behavior survey for Khulna city, 2019. Analyzing the travel behavior data, modal share percentage of active and public transport mode is calculated for Khulna city. The figure no 2 depicts the data collection approach for SUTI indicator 2 in Khulna city.

Figure 3-2: SUTI Data Collection Approach for Indicator 2 in Khulna City.

3.2.3 Indicator 3: Convenient Access to Public Transport Service

For the calculation of SUTI indicator 3 Geographic Information (GIS) data of DAP (Detailed Area Plan, Khulna) 2014 is used and the data is collected from Khulna Development Authority (KDA). Easy Bike route and stoppages are used to obtain percentage of people living within the 500 m buffer zones from the stops. Figure 3 shows the sequential steps for the data collection of SUTI indicator 3 in Khulna city.

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Figure 3-3: SUTI Data Collection Approach for Indicator 3 in Khulna City.

3.2.4 Indicator 4: Public Transport Quality and Reliability

A field survey named “User Satisfaction Survey” is conducted to acquire data for this indicator. The survey is conducted at bus/Easy Bike/Mahindra stops and on boards. Passengers who use public transports in their day to day life are asked to express their opinion about the predefined eight (8) aspects for this indicator which represent reliability and quality of public transports. The data collection approach is depicted in the Figure no: 3- 4.

Figure 3-4: Data Collection Approach for Indicator 4 in Khulna City.

Aspects wise data for the indicator 4 in Khulna city is presented in the following table no 3-3.

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Table 3-3: User Satisfaction Data for Public Transport in Khulna City.

Dissatisfied Neutral Satisfied

Very Partly Partly Very

Dimensions 1 2 3 4 5 6 7

Frequency of the service 1 1 7 13 15 12 13

Punctuality (delay) 6 7 10 10 10 9 10

Comfort and cleanliness of 4 4 9 15 9 12 9 vehicles

Safety of vehicles 1 0 8 13 19 9 12

Convenience of stops/stations 1 3 12 16 10 11 9

Availability of information 11 1 5 7 17 9 12

Personnel courtesy 0 4 9 12 12 15 10 Fare level 2 2 12 16 15 7 8 Source: Field Survey, 2019

3.2.5 Indicator 5: Traffic Fatalities Per 100.000 Inhabitants

The Police Department of Bangladesh is responsible for collecting accident related data. The concerned police stations fill-up ‘Accident Reporting Form’ (ARF) for each accident. Then a monthly report prepared and send to the city traffic police office. It is the official source of accident data. The traffic fatalities data (2011-2019, September) for this project is collected from the office of the Deputy Commissioner-Traffic, Khulna Metropolitan Police.

3.2.6 Indicator 6: Affordability – Travel Costs as Part of Income

During the field survey for indicator 2, data is also collected for indicator 6 at same time. Daily travel expense (family travel cost) along with their monthly income (family income) data is collected which is then used to calculate affordability.

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Figure 3-5: Data Collection Approach for Indicator 6 in Khulna City.

3.2.7 Indicator 7: Operational Costs of the Public Transport System

The required data for this indicator is collected in a different manner than the SUTI data collection guideline-2018. It is so because there is no sole bus/public transport operating company in Khulna city. The city bus is operated by Bus Drivers’ Union and Mahindra is operated by Three Wheelers’ Union but there is no specific union for Easy Bike in Khulna city and there is no information available for revenue and operational cost of the public transport. The Union President and drivers are interviewed to gather different information to achieve the required data for this indicator. The information is provided in the table no 4-13.

3.2.8 Indicator 8: Investment in Public Transportation Systems

Investment in public transportation is a political decision and very much depends on the city transport authority. But unfortunately there is no sole organizational setup for the management of the transportation sector in Khulna city as previously stated. Absence of the sole transport authority in the city is the main hindrance to investment in the city transportation sector specially in the public transportation systems. In Khulna city investment in transport sector traditionally covers: construction and maintenance of roads, road widening, construction and repairing of footpaths, construction of bus terminals, and construction of passenger sheds etc. But the specific investment in transportation system

33 information as described in SUTI data collection guideline by UN ESCAP is not available for the city. So, based on the available data (Table no: 4-15), the value for indicator 8 is obtained.

3.2.9 Indicator 9: Air Quality (pm10)

Under the Clean Air and Sustainable Environment (CASE) Project of the Department of Environment, there is continuous air monitoring station (CAMS-9) in Boyra, Khulna. The CMAS is continuously collecting PM 2.5 and PM 10 data for Khulna city. But it does not cover the whole city. Another source of air quality data for cities is WHO APP Database, 2016 where air quality data for 300 cities are available. For this indicator, air quality data for Khulna city is collected from the WHO APP Database for the year 2014.

3.2.10 Indicator 10: Greenhouse gas Emissions from Transport

Greenhouse gas emission from transport sector in Khulna city is calculated based on the fuel consumption. The different types of information are collected from the driver’s union and the drivers to calculate the value for the indicator. All the available information is provided in the table no: 4-19.

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4 Chapter Four: Data and Data Analysis for SUTI, Khulna

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4.1 Introduction

Transportation is an issue of great concern for increased population of a country because the efficient transport systems are quite necessary in the cities to support the economy and the welfare of the city population. A city has to supply adequate public transports according to its demand. In many cities all over the world there is a growing concern over car dependence and strategic decisions have been made to support more sustainable modes of transportation (Albacete, Toivonen, Salonen , Saarsalmi, & Kolehmainen, 2015; Banister, 2007; Preston & Rajé, 2007; Holl, 2007; Salonen & Toivonen, 2013; Holden, Linnerud, & Banister, 2013; Deng & Nelson, 2013; Buzási & Csete, 2014; Poelman & Dijkstra, 2015). Transport complexity is one of the major issues in Khulna city and with the time and increasing population pressure, the problem is becoming acute. There are many reasons behind it and among them absence of dedicated transport authority, absence of public transport company, lack of proper management of battery disposal and Easy Bikes are major issue. To overcome the situation, realistic visions, plans and policies need to be undertake considering both present and future demand and that can make the city transport sustainable.

This chapter upholds the indicator wise data analysis and data for the SUTI of Khulna city. Collected data has been analyzed in a proper manner to achieve the aims and objectives of this project.

4.2 Indicator 1

Under the indicator 1 there are four (4) aspects (see table no: 4-1). Three specific features are taken into consideration to analyze each of the four (4) aspects and those features are goals and visions in the plan for each aspect, infrastructure, facilities and measures in the plan for each aspect and funding and budgets in the plan for each aspect.

It is previously stated that Khulna city has the oldest system of transportation system and there is no sole authority like DTCA to prepare effective transport plans for the city as well. As a result, there is no transport plan for the city. But the city has an urban plan where there is little indication about transportation issue. Aspects wise analysis are given below.

36 i) Walking Network The existing condition of the pedestrian facilities is not good enough for the dwellers of Khulna city. There are limited number of roads with footpaths in the city such as: KDA Avenue, Road, Khan-E-Sabur Road, Majid Sarani, and Jalil Sarani. Those are mostly arterial road. But most of them are not in good condition and a large portion of the footpaths are encroached by the street vendors, construction material and shops. In the master plan of Khulna city there is no specific goals, plans and budget allocated for the walking network throughout the city. The plan does not specify the proper design of pedestrian facilities for the city dwellers. There are only some general and vague goals for it. The plan tells that all the roads should have footpath for pedestrian and the design should be in such a manner that pedestrian can use them with convenience. But the plan does not specify any time frame (how and when) the footpaths to be constructed and not even any clear budget allocation. ii) Cycling Network The plan contains no vision, no goal for the cycling network in the city. Now a days, bicycling is getting very popular modes of transportation throughout the country specially among the young generation. In Khulna city the scenario is also common. The concerned authority should take necessary steps to create bicycling facilities throughout the city area. iii) Intermodal Transfer Facilities Intermodal transfer facilities in the Khulna Master Plan there are some general but not specific proposal. The plan proposes that the possibilities may be explored to integrate and facilitate the river port, railway station and bus terminal. It suggests that the cargo terminal on the river port and the bus terminal need to be integrated with the railway station and these areas should be developed as a major transport interchange for Khulna. But no budget allocation and timeframe is found for the enhancement of the intermodal transfer facilities.

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iv) Expansion of Public Transport Modes There is only a city bus service named ‘Town Service’ is operating in Khulna city since 1963 covering a linear road from Fultola to Rupsha Ghat (22 km). But day by day the number of buses is declining due to mismanagement and currently there are only 10 buses operating in the city and the condition of these buses are in very poor condition and always remain overcrowded. Though it is addressed in the plan generally the new routes need to be defined and efficient public bus service should be introduced but unfortunately there is no improvement found in this regard till present. Currently Easy-Bike is the most popular mode of transportation in Khulna city with the highest spatial coverage and Mahindra is next popular after Easy Bike. The numbers of Easy Bike are increasing rapidly in the city day by day and causing traffic congestion in the city. The drivers are not well trained as because there is no need of driving license to drive Easy Bike. As a result, anyone of any age can buy and drive it in the city and this is leading to road accidents also. The KCC is trying to take some policies to manage Easy Bikes operation in the city but due to the lack of legal options the situation is not getting better.

4.2.1 Scoring Criteria and Data for Indicator 1

The plan is reviewed by a team of experts. Following the guidelines of the UN ESCAP, they have reviewed the plan and scored the four (4) aspects for the indicator 1. Aspects wise scores and brief explanation is provided in the following table no 4-1 and table 4-2 shows the final result for SUTI indicator 1 for Khulna city.

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Table 4-1: Aspects Wise Scores for SUTI Indicator 1.

Aspects Explanation Score • There is no clear goal about pedestrian facilities in the 1. Walking Khulna city master plan, 2002. 1 Networks • No clear budget allocation for pedestrian facilities and limited attention for coverage of walking network. • Khulna city master plan has no goal and vison for 2. Cycling bicycling coverage for the city dwellers 0 Networks • Though the planned is called visionary for the city, the plan has totally ignored bicycling facilities • The plan includes different policies to enhance the 3. Intermodal convenience mobility of the dwellers but there is no Transfer specific goal for the intermodal transfer facilities 2 Facilities • No clear budgetary allocation • Limited attention has paid at this aspect • Some typical attention is given to expand the public 4. Expansion transport modes in the city but no clear information about of Public the types of modes 2 Transport • No clear budget allocation Modes • Middle attention is given to the aspect Total Score 5

Table 4-2: Final Result for SUTI Indicator 1 in Khulna City.

Indicator Value Year Remarks The score is based on the ‘Structure Plan, Extent to which Transport Master Plan and Detailed Area Plan 2001- Plans Cover Public Transport, 2020 for Khulna City’. The review work is Intermodal Facilities and 5 2002 conducted by an expert team of four (4) Infrastructure for Active persons. Sum of the score value of the four Modes (4) aspects is entered in the data sheet.

4.2.2 Conclusion

The sum of the score is entered in the data sheet for indicator 1 is 5 out of 16. It represents that the reviewed plan does not contain proper and specific visions and goals for the four (4) aspects (see table no 4-1) based on which the plan is reviewed and it is now back dated. So an efficient and sustainable transportation plan should be prepared where the pedestrian and bicycling facilities along with proper implementation time frame and budget allocation will be provided. The bus route need to be redefined and investment for public bus service should properly be allocated and a tangible management mechanism should be

39 addressed for the Easy Bike in the city to overcome the chaotic condition. And finally, a time appropriate sustainable transportation plans need to be developed.

4.3 Indicator 2

With the increase of population in the city, the transportation demand is on the increase and after the construction of the Padma Bridge the demand will more than the current condition. As previously explained that the bridge will increase the economic importance of the city and hence increase the accessibility (the travel time be shorter than the present). The travel time is expected to be reduced from eight hours to four hours City dwellers will be able to finish the tasks in the capital and return in the city within a day. And again, due to increase in accessibility level, number of trips of freight transport will increase also. But very few projects have been taken to make the road transport efficient and faster and unfortunately those projects have overlooked the sustainable issues which has led to degrade the pedestrian and bicycling facilities throughout the city.

The SUTI indicator 2 indicates the percentage of the modal share of both public transport and active (walking and cycling) in respect of total transport modes of the city. This section discusses the data analysis for SUTI indicator 2 and final result for the indicator.

4.3.1 Data Analysis and Data for Indicator 2

Primary data is collected to analyze the SUTI indicator 2 for Khulna city. A survey named ‘Travel Behavior Survey’ has been conducted for the data collection. Different types of travel related data are collected to fulfill the objectives of this indicator which have already been discussed in the section 3.2.2.

From the survey data the existing modal share is calculated for Khulna city. The table no 4-3 and figure no: 4-1 show the existing modal share scenario of Khulna city. Analyzing the data, it is found that the scheduled bus service covers only 2% of the total trips of the city where easy bike holds the largest portion (37%) of the total trips. An interesting finding is that a large number of trips are completed by walking which indicates the need for proper facilities for walking network throughout the city. This will increase the walking habit of the dwellers and that will lead the city a step forward to transport sustainability.

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Table 4-3: Existing Modal Share in Khulna City.

Modes Trips Share Walking 275112 21% Bi-cycle 72321 5% Motor cycle 139732 11% Rickshaw 243304 18% Easy bike 495089 37% Mahindra 36049 3% Car 37723 3% Bus 22768 2% Other 7366 1% Source: Field Survey, 2019

Modal Share of Commuting in Khulna City

Bus Other Car 2% 1% 3% Walking 21% Mahindra 3% Bi-cycle 5%

Easy bike Motor cycle 37% 10%

Rickshaw 18%

Figure 4-1: Modal Share of Commuting in Khulna City. Source: Field Survey, 2019

Analyzing the modal share of the existing modes of Khulna city, the modes are then categorized into three categories which are shown in the following table no 4-4. After that the modal share of the public and active transport is calculated for SUTI indicator 2.

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Table 4-4: Modal Share of the Public and Active Transport in Khulna City.

Modes Category Trips Sub Total Modal Share Scheduled Public Transport 22768 22768 Buses Active Walking 275112 347433 Transport Bi-cycle 72321 (public + active Rickshaw 243304 transport)/Total Easy Bike 495089 Trips NMT & Other Mahindra 36049 Motorized 959263 Motorcycle 139732 28% Transport Car 37723 Others 7366 Total Trips 1329464 Source: Field Survey, 2019

However, if Easy bike and Mahindra are considered as public transport then the share goes up to 46% percent. It is to mention that these two modes contribute to a significant share of trips. They have specific route (along with personalized) and fare but no formal authority to control and or manage them.

Table: Scheduled Bus Easy Bike Mahindra Private Car/2- Characteristics Rickshaw wheeler of Public Transport and Private Systems characteristic Feature Fixed Route Yes Yes/No Yes/No No Fixed Schedule Yes No No No Fixed Fare Yes Yes/No Yes/No No Access To one and all To one and all To one and all Only to themselves Table 4-5: Final Result for SUTI Indicator 2 in Khulna City.

Indicator Value Year Remarks Modal Share of Active and Data is extract from the Travel Behavior

Public Transport in Survey, 2019. The percentage of the 2019 Commuting 28% modal share of active and public

transport is entered in the data sheet.

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4.3.2 Conclusion

The sum of the modal share of the public transport (scheduled buses and other three wheelers) holds a large portion of the commuting trips in Khulna city. But the scenario of the bus service in this respect is not good enough. So the efficient steps need to undertake to make the bus service more reliable to the inhabitants of the city. Another planning option need to adopt to make enough provision for walking and cycling throughout the city. Finally, as easy bike is the most popular mode of transportation in Khulna city, proper management policies planning options (e.g. stoppages, parking space, training for the drivers etc.) should be adopted to make the service more convenient.

4.4 Indicator 3

Accessibility (or just access) refers to the ease of reaching goods, services, activities and destinations, which together are called opportunities. This definition implies the common inclusion of two components in the measures. They are, The land-use pattern and performance of the transport system. For the land-use pattern, the more opportunities within a region, the higher the accessibility. For the performance of transport system, the less impedance cost between a given point and its opportunities, the higher the accessibility.

Transport accessibility is the main characteristic of an urban transport system. It determines the locational advantage of an area (a region, a city or a corridor) relative to all areas. The important role of transport infrastructure (i.e. networks and transport services) for spatial development in its most simplified form implies that areas with better access to the locations of input materials and markets will be more productive, more competitive and hence more successful than more remote and isolated areas. Improving public transport accessibility can be considered an effective way of reducing the external costs and negative side effects of motorized commuting. The public transport system of Khulna city is one of the oldest systems of the country and yet it is not serving the demand of the citizens to a moderate level, the routes for easy bike are not well distributed and well connected and also the roads are not suitable enough to bus services. The Town Service bus in Khulna city serves only a linear line but easy bike covers the highest spatial coverage of the KCC area.

This section describes the SUTI indicator 3 for Khulna city which is defined by the percentage of population is living in the 500m buffer zones of the stoppages.

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4.4.1 Data Analysis and Data for SUTI Indicator 3

Geographic Information Database (GIS Database) of Khulna Detailed Area Plan, 2014 is used to analyze and obtain value for indicator 3. The database is collected from the planning division of Khulna Development Authority (KDA).

The route network and stops of the City Bus, Mahindra and Easy Bike are identified from the database. Then 500 m buffer zones are created from the stops of bus and Easy Bike total buffer area is calculated (Figure no: 4-2). Here the Mahindra stops are ignored as it runs following the same route as the city bus. Using the population density of the year 2019, the accessibility is calculated (both modes Bus and Easy Bike) for Khulna city. and finally, the value is obtained for indicator 3 for Khulna city following the guideline of UN ESCAP.

Though Easy Bike is a paratransit not a public transport but the accessibility by Easy Bike is also calculated here because it is the most popular and paramount mode of transport in Khulna city. It is so because it has the highest spatial coverage. Here the accessibility by Easy Bike is calculated to see the coverage and to depict a comparative picture of the accessibility level in Khulna city.

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Figure 4-2: Accessibility Map for Bus and Easy Bike in Khulna City.

Table 4-6: Final Data for SUTI Indicator 3 in Khulna City. Indicator Value Year Remarks To obtain the value for this With Easy indicator GIS Database of Khulna 87.74 Bike DAP, 2014 and current population Convenient Access to density are used. The buffer zones Public Transport 2019 are created based on the bus and Service easy bike stops (see figure 4-2). Schedule 51.59 The value indicates the percentage Bus of people living within the 500 m buffer zone area.

4.4.2 Conclusion

The value of the table 4-6 indicates that the stops are highly accessible for the inhabitants of Khulna city. But the case is that it if easy bike and Mahindra are excluded from the public transport category the scenario dramatically changes. The value declines to 51.59% (city bus). So the city bus routes need to define properly to ensure better accessibility for the people of the city.

4.5 Indicator 4

Urban public transport planning and management are two very challenging but important parts of sustainable city planning. Public transport quality and reliability are two major factors that influences the modal choice (more generally the use of public transport) of the passengers. Public transport reliability can be defined as the public transport service which has scheduled transport mode(s), proper information and distribution of routes with fixed fare level and proper maintained headway. On the other hand, quality can be ensured through providing comfort and cleanliness, behavior of service operators and safety. The cities of developing countries provide the inhabitants with public transport facilities but the issues like quality, reliability and accessibility often remain neglected. The inhabitants of Khulna city are highly deprived of quality and reliability due to unplanned and improper management of motorization, financial capacity and gap, lack of imposing rules and outdated policies etc.

The following section describes the analysis of the SUTI indicator 4 which represents the reliability and quality of the public transport of Khulna city under the guidelines of UN ESCAP.

4.5.1 Data Analysis and Data for Indicator 4

Primary data are collected conducting a field survey named ‘User Satisfaction Survey’ to obtain data for this indicator. The is conducted on bus stops and on board. Passengers are interviewed considering gender and age structure of the passenger.

Collecting the data, the responses are calculated for each of the aspects (please see section 3.2.4 & table no 3-3). The following figure 4-4 depicts the picture of user satisfaction and dissatisfaction of public transport in Khulna city.

User Satisfaction Status of the Public Transport in Khulna City

Fare level 16 30 Personnel courtesy 13 37 Availability of information 17 38 Convenience of stops/stations 16 30

Safety of vehicles 9 40 Aspects Comfort and cleanliness of vehicles 17 30 Punctuality (delay)* 23 29 Frequency of the service 9 40 0 10 20 30 40 50 60

Dissatisfied Satisfied

Figure 4-3: User Satisfaction Status of the Public Transport in Khulna City. Source: Field Survey, 2019

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Frequency 5.2 5 Fare_Level 4.8 Punctuality 4.6 4.4 4.2 4 Courtesy 3.8 Comfort_Cleanliness

Availability_Informa Vehicle_Safety tion

Convenience_Station s Figure 4-4: Public Transport Quality and Reliability in Khulna City.

Analyzing the data, weighted average of all aspects along with percentage of satisfaction is calculated.

Table 4-7: Aspects Wise Weighted Satisfaction Status of Public Transport Quality and Reliability.

Dissatisfied Satisfied Weighted Dimensions Responses Satisfactio n Frequency of the service 9 40 49 81.63 Punctuality (delay)* 23 29 52 55.77 Comfort and cleanliness of vehicles 17 30 47 63.83 Safety of vehicles 9 40 49 81.63 Convenience of stops/stations 16 30 46 65.22 Availability of information 17 38 55 69.09 Personnel courtesy 13 37 50 74.00 Fare level 16 30 46 65.22 Responses 120 274 394 69.55

Source: Field Survey, 2019

The table no 4-8 shows the final value for the SUTI indicator 4 in Khulna city.

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Table 4-8: Final Data for SUTI Indicator 4 in Khulna City.

Indicator Value Year Remarks The value is calculated based on the data from the user satisfaction survey, 2019. This Public Transport obtained value represents the percentage of 69.55 2019 Quality and Reliability user satisfied with the public transport quality and reliability considering the eight (8) aspects of the indicator 4.

4.5.2 Conclusion

Both the quality and reliability of public transport are important to choose public transport modes rather than private transport to the dwellers of the cities. In Khulna city, the final value of the indicator 4 in the table no 4-8 indicates that inhabitants are quite good satisfied with the public transport quality and reliability. The result is high because Easy Bikes are found near home as because the number of the modes is very high though they have no scheduled time frame. On the other hand, if only the bus service is considered, the quality and reliability value declines dramatically. Tangible intervention is required to improve the bus service situation in Khulna city.

4.6 Indicator 5

City transport is challenged by different issues and now a days, among them road accident is one of the most challenging issues of urban transport. Frequent road accidents have become a very common phenomenon in the cities of Bangladesh. As Khulna city is a major transit point of the southern part the country, a large amount of vehicles moves through the city. With the increase of the vehicle movement the number of fatalities is also increasing. The causes behind the road accidents are violation of traffic rules, lack of education and traffic knowledge among the drivers (especially among easy bike drivers), over speeding, lack of footpath in the city, insufficient parking facilities etc. In a study (Hossain, Wan Ibrahim, ADHIKARY, & R.B., 2005) found that in Khulna city almost 25% victims of road accidents were between ages 30 to 39 years. Pedestrians are the worst victims of road accidents and accounted for 33% deceased and 34% injured. The vehicles liable for accidents are trucks (26%) and buses (23%). About 19% of fatalities are among the people who died in

49 rickshaw accidents while 11% are among those using other non-motorized transports. Bus and truck accidents comprise 30% of deaths caused by city road accidents.

4.6.1 Data Analysis and Data for Indicator 5

Traffic fatality data is collected from Khulna Metropolitan Police (KMP) [office of the Deputy Commissioner Traffic] in the format of Accident Reporting Form (ARF). Table no 4-9 represents the fatality information of Khulna (KMA) from 2011 to 2019, September). Data is analyzed based on the table 4-9.

Table 4-9: Traffic Fatalities in KMA (2011-2019, September)

Number of Number of People Number of People Year Total Road Accidents Killed Injured

2011 29 28 37 2012 22 17 10 2013 17 14 14 2014 31 29 38 2015 18 15 07 2016 11 14 11 2017 21 17 31 2018 34 14 50 2019 (January- 25 25 24 September) Source: Khulna Metropolitan Police (KMP),2019

To obtain the value for the value for the SUTI indicator 5 only the fatality data is considered and other injury data is ignored as recommended in the SUTI data collection guideline of UN ESCAP.

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Figure 4-5: Traffic Fatalities in Khulna City (2011-2019, September).

Number of Fatalities in Khulna from (2011-2019) 35 30 28 29 29 25 20 17 17 15 14 15 14 14 10 No of Fatalities of No 5 0 2011 2012 2013 2014 2015 2016 2017 2018 2019 Year

Source: Khulna Metropolitan Police (KMP),2019

Fatality data of 2019 is used to calculate the final value for this indicator and city population data for 2019 is collected from Khulna City Corporation (KCC) official website. Following the formula, no (1), the value is calculated.

푭풊 ×ퟏퟎퟎ,ퟎퟎퟎ 푻풓풂풇풇풊풄 푭풂풕풂풍풊풕풚 푹풂풕풆, 푻푭푹풊 = ------(1) 푰풊

Where,

TFRi = Traffic Fatality Rate per 100,000 Inhabitants in Year i

Fi = Number of Total Fatalities in the Year i

Ii = Number of Inhabitants in the Year i

Calculation Details for the Year 2019 Equation for the Calculation Year, 2019,

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푭ퟐퟎퟏퟗ ×ퟏퟎퟎ,ퟎퟎퟎ 푻푭푹ퟐퟎퟏퟗ = …………… (2) 푰ퟐퟎퟏퟗ

Number of Fatalities, F2019 = 25

Number of Inhabitants, I2019 = 15000689 [Source: (KCC, 2019)]

Using the equation, no (2), the traffic fatality rate per 100,000 inhabitants in Khulna city is found 1.7 which is illustrated in the following table no 4-10-

Table 4-10: Final Data for SUTI Indicator 5 in Khulna City.

Indicator Value Year Remarks The traffic fatality data is collected from the Traffic Fatalities per office of Deputy Commissioner Traffic, 1.7 2019 100,000 Inhabitants Khulna Metropolitan Police as Accident Reporting Form (ARF).

4.6.2 Conclusion

Fatalities are far from the only important traffic safety impact, as many more people are injured, and sometimes permanently impaired. However, it is widely considered that fatalities are tragic events that absolutely should be avoided. Analyzing the data, it is found that in Khulna city, the traffic fatality rate is quite low (see table no: 4-9 & figure no: 4-3) than the other cities like Dhaka, Chattogram. It is so because there are only few high speedy vehicles run through the city. Proper management of the road traffic system of the city can further minimize the fatality rate in the city.

4.7 Indicator 6

Public transport affordability means that the people (specially the poorest people in the city) can afford the rent of the public transport service. It indicates that poor people in the city can travel in the public transport for their daily purposes. Public transport affordability (house hold monthly expenditure on transportation) of a city provides an impression of the efficiency of the public transport systems and services of that city. So the measurement and

52 assessment of the city transport affordability for inhabitants is necessary to formulate strategic visions and policies for effective sustainable transport systems and services for the city. In the cities of middle income countries like ours, this section is often overlooked and plans fail to address the demand of the poor people. But it is very important to monitor and understand public transport expenditure pattern because it helps to develop easy travel strategies for low income and mobility constrained people (Alam, 2018). In Khulna city, around .19 million people living in slums and the number is on increase.

The SUTI indicator 6 addresses the affordability of the public transport for the inhabitants a city. This section illustrates the public transport affordability for the dwellers of the Khulna city.

4.7.1 Data Analysis and Data for Indicator 6

Primary data is collected to obtain the value for this indicator. The survey is conducted throughout the city considering settlement patterns of the inhabitants. The data is collected as daily number of trips and its expenditure and monthly income of the households. House hold monthly income and expenditure on transportation is provides in the following table no 4-11.

Table 4-11: Average Monthly Income and HH Expenditure on Transportation.

Category Amount (USD) Average Monthly Income 256 USD Average Travel Cost 25.5 USD Percentage of Money Spend for Travel 9.96 % Source: Field Survey, 2019

Analyzing the data of table, no 4-11, the value for indicator 6 is obtained which represents the percentage of monthly income spends on household transportation purposes. The table no 4-12 represents the value for indicator 6 in Khulna city.

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Table 4-12: Final Data for SUTI Indicator in Khulna City.

Indicator Value Year Remarks Data for this indicator is collected form travel behavior survey, 2019 in Khulna city. The value for this indicator represents that around Affordability- As Share 9.96 2019 9.96% of HH income is spent on travelling of Income purposes which indicates that the affordability level of public transport in Khulna city is quite well balanced.

4.7.2 Conclusion

For planning an inclusive transportation system in a city the affordability of the public transport is a primary factor to make that plan inclusive for the dwellers. In Bangladesh, it is quite challenging as because it is a middle income country. The result of the Khulna city for indicator 6 represents that the transportation modes of the city are quite affordable for the dwellers of the city.

4.8 Indicator 7

Operating cost of public transport is calculated considering three aspects and they are running cost (fuel consumption), maintenance cost and fixed cost (garage rent, insurance, road permit, registration and so on). Basically the recovery of these transport costs depends on the revenues collected through fare collection. The data availability (as described in the UN ESCAP data collection guideline) for Khulna city to address this indicator is not found as the guideline. To attain the value of the indicator, the data is collected in a different way for Khulna city. The following table no 4-13 shows the collected data for this indicator.

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4.8.1 Indicator 7: Data and Data Analysis

Primary data are collected to analyze the indicator. Data is collected from the drivers’ union and drivers. The cost recovery ratio is calculated from the initial investment and yearly revenue. The following table 4-13 shows the total calculation for the value of this indicator.

Table 4-13: Data Collected for Operational Cost of Public Transport in Khulna City.

Initial Investment Daily Operating Cost Purchasing Based on Cost Total Total Cost Number of Fuel Total Daily Yearly Mode (BDT)/ Initial Rent/day/ Driver’s Operating Recovery Registration Vehicles Consumption/ Daily Revenue Revenue Investment vehicle Salary Cost Ratio Operating Electricity Rent/ vehicle (BDT) (BDT) (BDT) Mahindra 470,000 22,000 1,400 492,000 890 700 0 0 1590 1250 450000 45.51 Bus 3,500,000 10 3,500,000 5000 0 1000 6000 3000 1080000

Easy Bike 150,000 10,500 8,700 160,500 140 550 - 690 690 1000 360000 Total Investment 4,152,500 Total Yearly Revenue 1890000

Source: Field Survey, 2019

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Table 4-14: Final Data for SUTI Indicator 7 in Khulna City.

Indicator Value Year Remarks Operational Cost of the This value represents that around 45.51% 45.51 2019 Public Transport System revenue is collected yearly in Khulna city.

4.8.2 Conclusion

The SUTI value for this indicator in Khulna city represents that around 45.51% revenue recovers yearly. This value is the total recovery ratio for the bus, Easy Bike and Mahindra. The value indicates that middle range recovery.

4.9 Indicator 8

Investment in transport sector of a city plays an important role to accelerate the economy of the city and investment in public transport system and services helps to make the city transport sustainable. For Khulna city, the data are not available as described in the SUTI data collection guideline by UN ESCAP. It is because there is no sole authority foe the planning and managing the city transport system and services. To attain the value of this indicator, data are collected in a different relevant way considering the objective of the indicator for Khulna city.

4.9.1 Data Analysis and Data for Indicator 8

Secondary data are collected to analyze the indicator and obtain value. The data are collected from Khulna City Corporation and Khulna Development Authority. The following table 4-15 shows the analysis of this indicator.

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Table 4-15: Investment in Transportation Systems in Khulna City. Investment in Investment Sector Total Investment Public Authority Unit Share (2013-2017) (BDT) Transportatio n 1. Road 158.4 Maintenance 9 km 2. Road Widening 6 km 3. Footpath 34.77 KCC 168,26,12,000 Construction km 4. Construction and Repairing of Bus 2 210,000,000 31.191 Terminal 1. Construction and Repairing of Bus 1 KDA Terminal 50,50,00000 2. KDA Road 40 km Maintenance Total 673261200 210,000,000

Source: Field Survey, 2019

Table 4-16: Final Data for SUTI Indicator 8 in Khulna City.

Indicator Value Year Remarks The value indicates the percentage of Investment in Public 31.2 2019 share invested in public transportation in Transportation Systems last five years in Khulna city.

4.9.2 Conclusion

The share of investment in public transportation in Khulna city represents that it is very low to establish an efficient public transportation in the city. Investment in this sector need to enhance to make the public transportation services more efficient in Khulna city.

4.10 Indicator 9

Air pollution including particulate matter (PM) poses health risks for humans. Transport sector is one of the major sectors of air pollution in the city. The SUTI indicator represents the air quality of a city. In Bangladesh there are only 11 Continuous Air Monitoring Stations (CAMS) and there is only one station (CAMS 9) located in Boyra,

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Khulna. The stations are installed under the ‘Clean Air and Sustainable Environment’ (CASE) project by World Bank (WB) and Department of Environment, Bangladesh (DoE). The data from this station does not cover the whole city. As a result, the data is collected from the WHO App database, 2016 as stated before in section 3.2.9.

4.10.1 Data Analysis and Data for Indicator 9

For Khulna city, the PM 10 data is collected for this indicator. The following table no shows the final value for SUTI indicator 9 in Khulna city.

Table 4-17: Final Data for SUTI Indicator 9 in Khulna City.

Indicator Value Year Remarks The air quality data for Khulna city is collected from the WHO App database, 2016. On the database, 2014 air quality Air Quality (PM10) 107 2014 data is available for Khulna city. The value represents the annual average of the particulate matter 10.

4.10.2 Conclusion

The sir quality data of Khulna city represents that the air pollution rate is high in Khulna city. Air quality standard of PM 10 for Bangladesh is 150 µg/m3 (annual mean) (table no: 4-18). Comparing with the standard, the air quality of Khulna is within limit but not good. Effective measures need to take to achieve the ambient air quality in the city.

Table 4-18: Bangladesh Standard for PM 10 Data.

Current Status, Khulna Bangladesh Status Pollutants (Annual Mean µg/m3) (Annual Mean µg/m3) PM10 107 150 Source: DoE, 2016

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4.11 Indicator 10

Global warming is matter of great concern among the nations and it is increasing.

Greenhouse gas is responsible for global warming and carbon dioxide (CO2) holds a major portion of greenhouse gas. The present world is highly dependent on automobiles and this high dependency on automobiles is increasing the greenhouse gas emission. The SUTI indicator 10 denotes greenhouse gas emissions in CO2eq tons/year which represents CO2 equivalent emissions from transport by urban residents per annum per capita. This section discusses the data analysis of this indicator.

4.11.1 Data Analysis and Data for Indicator 10

To attain the value of this indicator, data have been collected from both drivers and driver’s union. The data includes number of modes operating, daily number of trips, fuel consumption per trips, types of fuel etc. with the help of this data, the final value is calculated for the indicator. Table no 4-19 illustrates the data for SUTI indicator 10 in Khulna city.

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Table 4-19: Greenhouse Gas Emission from Public Transport in Khulna City.

CO2 Population Fuel Number Fuel Total Fuel Daily Emission Daily Emission Emission Mode Type of Modes Consumption Consumption/Day Emission Per Trip Factor (tons/year) Use Operating Daily (liter) (liter) (kg) Capita (kg/l)

Mahindra Diesel 1400 5 10 70,000 1,87,320 67,435.2

2.676 1500689 0.063

Bus Diesel 10 4 60 2,400 64224 23,120.64

Source: Field Survey, 2019 and Author’s Calculation.

Table 4-20: Final Data for Indicator SUTI Indicator in Khulna City.

Indicator Value Year Remarks Green House Gas The GHG emission data and results Emission from 0.063 2019 represents that the per capita emission is Transport very low in Khulna city.

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4.11.2 Conclusion

Greenhouse gas emission from transport sector in Khulna city is quite low (please see table no 4-20). The result is such because the number of vehicles operating in the city are also low.

Easy Bike is the most popular modes of transportation in Khulna city. It does not emit GHG at point source as it is operated by battery. But it is also responsible for GHG emission as electricity is produced burning fossil fuels and burning of fossil fuels emit GHG to the atmosphere. To address this a calculation is provided for easy bike in the following table.

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Table 4-21: GHG Emission from Easy Bike.

Electricity Annual Total Annual Number of Consumption Electricity CO2 Emission Factor Annual Total Population Emission Per Easy Bike per Easy Bike/ Consumption (kg/kwh) Emission (M. ton) Capita Daily (kwh) (kwh) 0.5246 Source: Carbon Trust, 2011; 8,700 25 78,300,000 41,076.18 1500689 0.03 Energy and Carbon Conversion

Source: Field Survey, 2019 and Author’s Calculation

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4.12 Combined Final Result for SUTI in Khulna City

Table 4-22: Combined Final Result for SUTI in Khulna City.

Natural Normalization # Indicators Weights Normalized units SCORE MIN MAX Score Extent to which transport plans cover public transport, 0 - 16 1 0.1 0 16 5.00 31.25 intermodal scale facilities and infrastructure for active modes Modal share of active and public 2 % of trips 0.1 10 90 37.7 22.50 transport in commuting Convenient access % of 3 to public transport 0.1 20 100 51.59 39.48 population service Public transport % 4 quality and 0.1 30 95 69.55 60.84 satisfied reliability Traffic fatalities 5 per 100.000 # fatalities 0.1 10 0 1.70 83.34 inhabitants Affordability – % of 6 travel costs as 0.1 35 3.5 9.96 79.53 income share of income Operational costs Cost 7 of the public recovery 0.1 22 100 45.51 30.15 transport system ratio Investment in public % of total 8 0.1 0 50 31.19 62.38 transportation investment systems Air quality (pm10) 9 μg/m3 0.1 150 10 107.00 30.71

Greenhouse gas 10 emissions from Tons/cap 0.1 2.75 0 0.06 97.71 transport

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4.13 Spider Diagram for Khulna City

31.25

1. Extent to which transport plans cover public transport, 97.71 intermodal facilities and infrastructure for active modes 22.50 100.00 10. Greenhouse gas emissions 90.00 2. Modal share of active and from transport 80.00 public transport in commuting 70.00 60.00 30.71 50.00 39.48 40.00 3. Convenient access to public 9. Air quality (pm10) 30.00 transport service 20.00 10.00 62.38 0.00 60.84

8. Investment in public 4. Public transport quality and transportation systems reliability 30.15 83.34 7. Operational costs of the 5. Traffic fatalities per 100.000 public transport system inhabitants 6. Affordability – travel costs as part of income 79.53

Figure 4-6: Spider Diagram for SUTI, Khulna.

Geometric Mean of SUTI Value: 47.87 ~ 48

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Chapter 5: Perspective on SUTI Exercise in Khulna City

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Sustainability and sustainable development are the two most popular words now a days around the world. Global leaders are very much concern about the sustainable development. 17 Sustainable Development Goals (SDGs) with 169 targets were declared in 2015 to achieve sustainability around the world. Transportation especially the urban transportation is one of the major parts of sustainable development. Without sustainable transportation system the sustainable development will be unattainable. City authorities are trying to build a sustainable transportation system but they are facing different challenges.

Urban transport is challenged by different sustainability issues and these challenges are more acute in the cities of developing countries like Bangladesh. It is because there is no comprehensive methodology to assess the sustainability of the urban transportation system and services. In this study, ‘SUTI’ developed by ESCAP is used to assess the urban transport system and services for Khulna city. Khulna is the 3rd largest city of Bangladesh with 1.5 million population. The transportation system of the city is not properly meeting the current demand of the dwellers and it seems there is no sole authority to prepare a sustainable transportation plan or system and manage it all overall. During the SUTI exercise, some of the areas of the Khulna city transportation system and services are found good and some of the areas are found poor.

This section holds the overall perspectives of SUTI exercise in Khulna city, Bangladesh. SUTI index provides a quantitative analysis and results of the current state of urban transportation systems and services of Khulna city. The overall understandings of SUTI exercise of SUTI in Khulna city are outlined as following-

SUTI result of Khulna city provides the following new visions in the areas of focus for the Khulna City Corporation (KCC).

• The overall condition of the transportation of the Khulna city is found not to be in a good condition. • The city has no specific transport plan and no sole transport planning authority to plan and manage the city transportation system and services. The city has only an outdated old master plan in which no visions are found to establish an efficient and convenient public transport in the city. • No tangible visions for pedestrian facilities and absence of bicycling facilities.

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• Battery operated Easy-Bike holds the largest share of the daily trips in the city though it is not proper public transport by definition. It is so because the number of city buses are very low (10) compared to Easy-Bike and sometimes the bus service remains closed because of poor management or low in demand. Other reasons are that the conditions of the buses are not good and it covers only a linear route in the city. • Transport plan, convenient access to transport, investment in transportation systems, and revenue collection are comparatively in critical condition. • Traffic fatality rate is relatively low compare to the other cities of the country and the traffic safety is in a good condition. • Battery operated Easy Bike is the most popular and paramount mode of transportation in the city. • Conventional investment is in the transportation sectors but no investment in public transportation. • Per capita GHG emission is in a good condition in the city. This is because, number of industries is very low in and around city and fossil fuel powered buses are very low in number. • In term of emission and congestion, Khulna remains as a good place of living but due to absence of proper public and active transport the city loss its potential

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6 Persons, Officials or Experts Met

Abir-ul-Jabbar Chief planning Officer Khulna City Corporation (KCC)

Mahmud-Uz-Zaman Assistant Professor Urban and Rural Planning Discipline Khulna University, Khulna

Md. Kamrul Deputy Commissioner (Traffic) Khulna Metropolitan Police (KMP)

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