L&T Infrastructure Engineering Ltd. Client: Urban...

L&T Infrastructure Engineering Ltd. Client: Urban Development Department

Government of Jharkhand, Project Bhawan, Dhurwa, Ranchi – 834 004

Project: Comprehensive Mobility Plan for Jamshedpur UA

Project No.:

C1142503

Title:

Draft Comprehensive Mobility Plan Document No.:

RP006

Rev.:

0 This document is the property of L&T Infrastructure Engineering Ltd. (formerly known as L&T-Rambøll Consulting Engineers Limited) and must not be passed on to any person or body not authorised by us to receive it nor be copied or otherwise made use of either in full or in part by such person or body without our prior permission in writing.

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Notes:

1. Chapter 8 – Transportation Improvement Proposals

Revision Details:

0 19/10/2015 First Submission PLK SNK DSR

Rev. Date Details Init. Sign. Init. Sign. Init. Sign.

Prepared Checked Approved

Comprehensive Mobility Plan for Jamshedpur UA C1142503 Draft Comprehensive Mobility Plan RP006 rev. 0

Table of Contents Page i

TABLE OF CONTENTS

8 Transportation Improvement Proposals .................................................................. 8-1

8.1 General ................................................................................................................................. 8-1 8.2 Short-term Improvement Proposals ...................................................................................... 8-2

8.2.1 Strengthening of Roads .............................................................................................. 8-2 8.2.2 Junction Improvements............................................................................................... 8-5 8.2.3 Road Markings and Signages .................................................................................... 8-8 8.2.4 Bus Shelters ............................................................................................................... 8-9 8.2.5 On-street Parking Management ................................................................................. 8-9 8.2.6 Regularisation of Intermediate Public Transport (IPT) ............................................. 8-12 8.2.7 Regularisation of Cycle-Rickshaws .......................................................................... 8-13 8.2.8 One-way Traffic Movement Plan .............................................................................. 8-14 8.2.9 Hawkers and Vendors Management ........................................................................ 8-15

8.3 Medium-term Improvement Proposals ................................................................................ 8-16 8.3.1 Off-Street Parking Demand Management ................................................................ 8-16 8.3.2 Non-motorized Transport (NMT) .............................................................................. 8-22 8.3.3 Improvement of Intra-city Public Transport ............................................................... 8-29 8.3.4 Road Widening Proposals ........................................................................................ 8-38 8.3.5 Development of Missing Links & Alternate Roads ................................................... 8-41 8.3.6 Grade Separator (ROB/ RUB) at Level Crossing ..................................................... 8-45

8.4 Long-term Improvement Proposals .................................................................................... 8-46 8.4.1 Development of Inter-city Public Transport Terminal ............................................... 8-46 8.4.2 Development of Truck Terminal ............................................................................... 8-50 8.4.3 Development of Mobility Corridor ............................................................................. 8-53 8.4.4 Development of Water-front Development/ Marine Walkways ................................. 8-56 8.4.5 Development of Ring Roads ..................................................................................... 8-61

LIST OF FIGURES

Figure 8-1: Map showing identified Roads for Strengthening/ Improvement ....................................... 8-4 Figure 8-2: Map showing Identified Junctions for Improvements ......................................................... 8-6 Figure 8-3: Photograph showing Bus Shelters in Mumbai and Chennai ............................................. 8-9 Figure 8-4: One-way Traffic Management Plan in Sakchi ................................................................. 8-15 Figure 8-5: Proposed Roads for Development of Cycle Tracks ......................................................... 8-26 Figure 8-6: Typical View of Segregated Non-Motorised Vehicular (Cycle) Lane ............................... 8-27 Figure 8-7: Typical Cross-section of 2-Lane (undivided) with NMV Infrastructure ............................ 8-27 Figure 8-8: Typical Cross-section of 2-Lane (divided) with NMV Infrastructure ................................ 8-28 Figure 8-9: Typical Cross-section of 4-Lane with NMV Infrastructure on Both Sides ........................ 8-28 Figure 8-10: Typical Cross-section of 4-Lane with NMV Infrastructure on Single Side ..................... 8-28 Figure 8-11: Map showing PT Network Coverage in Study Area including Proposals ...................... 8-32 Figure 8-12: Location and Photographs of Proposed and Existing Bus Terminal Area ..................... 8-34 Figure 8-13: Location and Photographs of Baridih Depot .................................................................. 8-35 Figure 8-14: Location and Photographs of Agrico Depot ................................................................... 8-36 Figure 8-15: Map of Road Sections identified for Widening ............................................................... 8-40 Figure 8-16: Representation of Existing Traffic Pattern towards NH-33 ............................................ 8-41 Figure 8-17: Tentative Alignment of the Proposed Eastern Corridor ................................................. 8-43 Figure 8-18: Map showing Proposed Alternate Road Network .......................................................... 8-44 Figure 8-19: Map showing Inter-city Public Transport Terminal ........................................................ 8-46 Figure 8-20: Proposal showing expansion of Mango Terminal .......................................................... 8-48 Figure 8-21: Proposal for relocating the Existing Bus Terminal from Mango .................................... 8-49 Figure 8-22: Photographs of existing Truck Terminal (Transport Nagar), Dimna .............................. 8-52 Figure 8-23: Proposed Mobility Corridors .......................................................................................... 8-55 Figure 8-24: Sections identified for Marine Walkways ....................................................................... 8-60 Figure 8-25: Tentative Alignment of Proposed Ring Road ................................................................ 8-61

LIST OF TABLES

Table 8-1: List of Roads identified for Strengthening/ Improvement .................................................... 8-2


Table of Contents Page ii

Table 8-2: List of the Junctions identified for Geometric Improvement ................................................ 8-5 Table 8-3: Parking Demand at Major Locations ................................................................................. 8-17 Table 8-4: Capacity of Footpaths ....................................................................................................... 8-23 Table 8-5: Recommended width of Footpaths for various types of Land use .................................... 8-24 Table 8-6: List of Road Sections identified for Cycle Tracks ............................................................. 8-25 Table 8-7: Details of Existing Intra-city Bus Routes in the Study Area .............................................. 8-29 Table 8-8: Desired Share of Public Transportation ............................................................................ 8-30 Table 8-9: List of New Bus Routes Proposed .................................................................................... 8-31 Table 8-10: Bus Fleet Size for Horizon Years as per CIRT Guidelines ............................................. 8-32 Table 8-11: Details of the Roads proposed for Widening .................................................................. 8-39 Table 8-12: Details of TUVs at Level Crossings ................................................................................ 8-45 Table 8-13: Proposed Mobility Corridors ............................................................................................ 8-53 Table 8-14: Guidelines for Selection of Mass Rapid Transit System ................................................. 8-53 Table 8-15: Types of Water-front Developments ............................................................................... 8-56

LIST OF ENCLOSURES

Comprehensive Mobility Plan for Jamshedpur UA C1142503 Draft Comprehensive Mobility Plan RP006 rev. 0 RP006

8 Transportation Improvement Proposals Page 8-1

8 Transportation Improvement Proposals

8.1 General

Transportation Improvement proposals are suggested taking into account the present and future

travel demand. Future travel demand is obtained from travel demand models. Improvement

proposals are broadly classified into three categories based on the time horizon.

Short-term Improvement Proposals

Medium-term Improvement Proposals

Long-term Improvement Proposals

Short-term and medium-term proposals are the measures those bring relief in traffic in short and

medium term serviceability. Short-term improvement measures are those whose usefulness lasts

for about two to three years of time period. Beyond this period, the implemented measures may

not be effective in serving their purpose and needs to be reviewed for alternative measures.

Similarly, the medium-term measures are those whose usefulness may last for about 10 years.

Hence, it is not the time taken to actually implementing the proposals that differentiate the short,

medium and long terms rather it is the duration of the time that these proposals are effective in

fulfilling their purpose.

To cater to the demand in the horizon year, long-term proposals are formulated. These proposals

are not required immediately, but will be needed before the horizon year. The proposals have

been identified based on comprehensive surveys, analysis of the current and forecasted traffic.

The proposals emerging out of the overall transport plan for Jamshedpur UA is classified under

short-term, medium-term and long-term schemes as below:

A. Short-term Improvement Proposals

Strengthening of roads

Junction improvements

Geometric improvement of junctions

Raised pedestrian crosswalks

Road markings and signages

Bus shelters

On-street parking demand management

Regularisation of existing Intermediate Public Transport (IPT)

One-way traffic movement plan

Hawkers and vendors management

B. Medium-term Improvement Proposals

Off-street parking demand management

Non-motorised transport

Pedestrian facilities (Footpaths)

Cycle tracks

Improvement of intra-city public transport



Road widening proposals

Development of missing links & alternate roads

Grade separator (ROB/ RUB) at level crossing

C. Long-term Improvement Proposals

Development of inter-city public transport terminal

Development of truck terminal

Development of mobility corridor

Development of marine walkways

Development of ring roads

8.2 Short-term Improvement Proposals

These are the proposals which could be implemented in the immediate future with reasonable

budget to bring immediate relief. There is no land acquisation involved in short-term improvement

proposals. Short-term improvement proposals are discussed in detail in the following sub-

sections.

8.2.1 Strengthening of Roads

The inventory of roads has been carried out to assess the condition of the roads in terms of visual

deficiencies. The improvements include overlaying, pavement strengthening, crack treatments

and treatments to shoulders etc. In general, the roads in JNA are in good condition especially the

roads in Tata Command Area. However, the roads in JNA those are not under Tata command

area needs improvement. Most of the roads are in reasonably good condition in MNA as well.

But, the roads in ANP and Jugsalai Municipality are in poor condition and needs improvement/

strengthening. In ANP, majority of the roads are cement concrete (CC) roads. The roads in

villages are generally narrow and are in fair to poor in condition.

The details of the roads that need immediate attention for improvements are identified and

presented in Table 8-1. The representative locations of the same are shown in Figure 8-1.

Table 8-1: List of Roads identified for Strengthening/ Improvement

S. No. Location Length (km)

1 Old Purulia Road 3.4

2 Buyadih Road 2.1

3 Baradwari Road 1.4

4 Sakchi Market Road 0.5

5 Vijaya Gardens Road - Baridih 2.3

6 Ulliyan Loop Road 1.0

7 Outer Circle Road 4.0

8 Carriage Colony (Burma Mines) 1.8

9 JEMCO Road (Prem Nagar) 1.5




10 Jojobera Road 0.8

11 Purani Basti Road 1.0

12 M.E. School Road 1.1

13 Station Road 1.3

14 Goushala Nala Road 0.2

15 Dispensary Road 1.0

16 Dungri Road 1.4

17 Ashiana – ESI Hospital 0.6

18 Ashiana – LIC Colony 0.9

19 S-Type Chowk – Majitola 1.1

20 Sher-e-punjab Chowk – Hari Om Nagar 0.6

21 Sarita Hall – Hari Om Nagar 1.6

22 Parallel Road (Till NIT Gate) 2.1

23 Parallel Road - Transport Nagar 2.0

24 Housing Colony Road 0.8

25 Parallel Road 1.2

26 Bagbera Police Station Road 2.5

27 LBSM College Road 1.5

28 Balidungri Road 1.5

29 Gadra - Govindpur Road 2.8

30 Govindpur Road 3.2

It has to be noted that strengthening/ improvement of roads is a continuous activity. Therefore,

apart from the roads listed above, local bodies shall identify and improve the deteriorated roads

once in every 2/ 3 years to provide better mobility to the residents of the study area. Due

consideration shall be given to lay new footpaths wherever RoW is available or to preserve the

existing footpaths while strengthening/ improvement activity.



Figure 8-1: Map showing identified Roads for Strengthening/ Improvement


8 Transportation Improvement Proposals -5

8.2.2 Junction Improvements

8.2.2.1 Geometric Improvement of Junctions

Junctions are the critical locations in the urban transport network. Junctions will turn into major

bottlenecks of the transport network if they are not designed and operated properly.

Junction improvements typically involve the following elements:

Providing sufficient turning radii

Closure of medians at certain intersections

Prohibition of right turns

Providing proper pedestrian facilities

Flaring approaches towards intersections

Providing channelization/ division islands

Providing signs/ lane markings/ lighting

For Indian conditions, geometric improvements will not only suffice for smooth flow of traffic as

more commercial activities are generally observed near the junctions due to the accessibility

provided from various directions. In addition, junctions will provide high visibility due to which

there is high demand for commercial activities, hawking/ street vendors and on-street parking.

Some of the above activities will block the sight distance and may result in accidents.

Therefore, proper geometric design of the junctions as well as traffic management measures

(such as banning of on-street parking, shifting of hawking activities etc.) will not only enhance the

capacity of the junctions but also increases overall throughput of the road section.

Based on the site conditions, 12 junctions have been identified for junction improvements i.e.

geometric design as well as traffic management. The details of the same are presented in Table

8-2. The representative locations of the identified junctions for improvement are presented in

Figure 8-2.

Table 8-2: List of the Junctions identified for Geometric Improvement

S. No. Location

1 Dimna Chowk

2 Mango Chowk

3 Bus Stand Chowk

4 Sakchi Gol Chakkar

5 Sakchi Bus Stand Chowk

6 Regal Chowk

7 Voltas Junction

8 Jugsalai Chowk

9 Tata Station Chowk

10 Sher-e-Punjab Chowk

11 S-Type Chowk

12 Ashiyana Chowk



Figure 8-2: Map showing Identified Junctions for Improvements



8.2.2.2 Raised Pedestrian Crosswalks

Consultant proposes raised pedestrian crosswalks in high pedestrian areas. The advantages of

raised pedestrian cross walks are as follows:

Increase the visibility of pedestrians to motorists

Encourage and compels motorists to proceed at or below the posted speed limit

Provides direction to pedestrians to cross the streets

Increase the safety of pedestrians

Raised crosswalks can be used at mid-block or at intersections. They are useful in high

pedestrian areas. Based on pedestrian count survey data and site conditions, Consultants’

propose raised pedestrian crosswalk at all the intersections/ mid-block locations in the major

market areas such as Sakchi (Straight Mile Road, Sakchi Gol Chakkar area), Bistupur (Voltas

Chowk till Regal Chowk section), Kadma, Golmuri, Sonari etc.

Apart from the market areas, due importance shall be given to high pedestrian movement areas

such as sections near schools/ colleges, bus stand, railway station, hospitals etc. Based on site

observations and primary surveys high pedestrian movements are observed at Big Bazaar

section (NH-33), Dimna Chowk (NH-33), Mango Chowk, Mango Bus Stand Chowk, Tata Station

Chowk, Burma Mines ROB, Gamharia Chowk.

In Adityapur, high on-street commercial activities, auto stops, parking etc. activities are observed

at almost all junctions along Tata-Hata Road (SH-6), thus attracting more pedestrians. Hence,

most of the junctions are acting as pedestrian – motorist conflict zones. Therefore, Consultants’

Irregular and High Pedestrian movement at Sakchi Gol Chakkar



propose to provide raised pedestrian crosswalks at all the junctions along Tata – Hata Road in

Adityapur besides controlling/ organising the on-street commercial activities.

Irregular and High Pedestrian movement at Junctions along Tata – Hata Road in Adityapur

8.2.3 Road Markings and Signages

Road markings and signages form an integral part of the carriageway,

leading to safe operations. Lack of visible markings often leads to

undisciplined riding and driving behaviour. The presence of road markings

and a rational use of precise traffic signage system help in proper use of

the available ROW. It also helps in inculcating traffic sense and has been

found that it influences the driver behaviour significantly.

It is recommended that proper signs be installed at all appropriate locations and signs should be

installed on priority basis. All the traffic signs should be facilitated as per

the guidelines provided in “IRC: 67-2001 Code of Practice for Road

Signs”.

The main advantage of the road markings is that they convey the required

information to the driver without distracting his attention from the

carriageway.

The area other than Tata Command Area in JNA, the entire area of ANP (except Tata-Hata Road

[SH-6]) and Jugsalai Municipality needs immediate attention in terms of road markings and

signages. In Tata Command Area and MNA, the existing road markings and signs need to be



updated periodically. Consultants’ propose the following measures that may be considered for

implementation on all collectors, sub-arterials and arterial roads:

Speed breakers and humps be marked and signed adequately for night time visibility

Installation of various sign boards such as no parking signs, speed limit sings, map type

advance direction signs, road name signs etc.

All traffic signages be made retro reflective

Install minimum pavement markings such as lane lines, median lines, stop bar, fog line,

etc

Adequate street lighting shall be provided

8.2.4 Bus Shelters

At present, bus shelters are not available at designated bus stops. As per MoUD Guidelines, bus

stops should be provided at every 400 m.

On priority basis, bus shelters should be developed at all important locations such as schools,

colleges, major commercial centres, market areas etc. in phase-wise so that the entire bus

network in the study area is covered with bus shelters. As sample, the photographs showing bus

shelters in Mumbai and Chennai are presented in Figure 8-3.

Figure 8-3: Photograph showing Bus Shelters in Mumbai and Chennai

8.2.5 On-street Parking Management

At present, on-street parking is one of the major problems in the study area especially in busy

commercial and market areas such as Sakchi, Bistupur, Kadma etc. as it considerably reduces

the effective usage of the carriageway resulting in lower travel speeds and congestion. Apart from

the market areas, many roads in the study area (Dimna Road, Sakchi Market Road, Sakchi

Boulevard Road, Straight Mile Road, Aambagan Road, Thakur Bari Raod, Purulia Road, New

Kalimati Road, Rivers Meet Road etc.) are facing the problem of unauthorised on-street parking.

Based on road inventory survey it is observed that unauthorised on-street parking is along 70% of

roads in the study area. This shows that majority of the roads in the study area are not being

effectively utilised because of on-street parking. Therefore, the on-street parking issue needs to

be addressed effectively and immediately.

Provision of off-street parking facilities will reduce the intensity of on-street parking to a certain

extent. However, creating more off-street parking facilities will not completely solve the problem of

on-street parking. Often, it is observed that off-street parking facilities are underutilised whereas

Bus shelter in Mumbai Bus shelter in Chennai



Vacant parking lots in off-street parking facility in Bistupur (Behind Bank of Baroda)

Fully occupied on-street parking on Bistupur Main Road

the nearby streets are chaotic and saturated with on-street parking. It is same in case of

Jamshedpur as well. Many underutilised parking lots are observed during evening period in the

off-street parking facility (behind Bank of Baroda) in Bistupur whereas the Bistupur Main Road is

full of on-street parking. Therefore, it has to be noted that if the on-street parking system is not

managed well then the parking system will not improve; whether there is off-street parking facility

available nearby or not.

The on-street parking management measures are described in this section. The details of off-

street parking management are described in medium-term proposals (Section 8.3.1 below). The

following are the few basic fundamentals for on-street parking demand management:

Intersections - Vehicles should never be allowed to park within 50 m of a major

intersection. The prohibition can be justified based on road capacity considerations as

well as improving the safety i.e., the vehicles and the pedestrians must have adequate

sight distances while large commercial vehicles must be given sufficient space to

negotiate the left hand turns.

Narrow Streets – It will be necessary to have kerb parking management measures

because of the relative narrowness of streets in relation to the needs of the moving

vehicles. Parking should not be permitted on two-way carriageways in the central areas

especially which are less than about 5.75 m wide and on one-way streets which are less

than 4 m wide.

Pedestrian Crossings – For safety reasons, parking should be prohibited on or adjacent

to pedestrian crossings (within 8 m).

Priority Locations – Parking should never be permitted at kerb locations where priority is

to be given to public services. For example, parking should be avoided at/ or adjacent to

the bus stops etc.

The sustainable way to fix on-street parking problems is effective on-street parking

management in combination with provision of reliable off-street parking facility

nearby. Efficient on-street parking management and provision of sufficient off-

street parking facilities nearby is the key to parking success



Further to the above mentioned fundamental measures, the following additional measures shall

be implemented in the study area to regulate on-street parking especially in Sakchi and Bistupur

areas.

Provision of organised on-street parking: Apart from demarcation of all the existing

on-street parking bays the public/ government encroached land parcels in all the core

areas of the city need to be identified and recovered. The vacant land parcels that belong

to ULBs need to be identified. The illegal constructions (temporary/ permanent) in ULB

land need to be identified and recovered. The recovered land can be utilised for on-street

parking with proper demarcation for the use of public.

Fee for on-street parking – The main reason for on-street parking demand is “people

want to park their vehicles close to shops where they intend to go”. Therefore, parking fee

shall be collected for on-street parking. Wherever off-street parking facility is available,

the fee for on-street parking shall be more than that of off-street parking. Higher on-street

parking fee will increase the willingness to utilise the available off-street parking facilities.

Variable fee collection – A trustworthy system shall be established for collecting parking

fee per unit of time (per hour for example).

Further, parking fee shall also be collected based on the distance between the user

parking lot and the user shopping destination. However, in this case the rules must be

clearly formulated and communicated with clarity to the users for the system to be

successful. It has to be also noted that strong enforcement capacity need to be built for

distance based parking fee collection as many users might have multiple shopping

destinations or might not reveal accurate details regarding shopping destinations.

Incentives to shop owners/ long-stay parking – Since the vehicles of shop owners/

long-stay parked vehicles will be on the road all day, moving them away from congested

streets makes a huge difference. Providing incentives to shop owners/ long-stay parked

vehicles at off-street parking facilities or on less burdened streets will encourage users to

park their vehicles away from congested/ busy areas.

Provision of real-time parking information – Many of the users don’t prefer to drive till

the off-street parking facility only to know that it is full. Thus, provision of real-time parking

information to users about available off-street parking

spaces through display boards along the busy streets

will increase the reliability of off-street parking facility.

Enforcement - The most efficient way of enforcing the

parking restrictions is to levy fines. Spot fines for

offenders would act as a deterrent and would ensure

better road discipline.

Besides implementation of above measures, basic data collection and monitoring of parking

facilities usage through collected parking fee will help the authorities to assess and improve the

parking system. The fee collected through parking may be used for maintenance of the parking

facilities and footpaths.



8.2.6 Regularisation of Intermediate Public Transport (IPT)

Intermediate public transport is normally expected to fulfil a need that neither public transport or

personal vehicles are able to fulfil. In small cities where trip lengths are shorter, an intermediate

public transport can play a vital role in meeting the demands of passengers for intra-city travel.

However, IPT services have grown in the study area at the cost of PT, due to lack of sufficient

investments in public transport services. Primary survey data analysis shows that – on average IPT

share in the study area is about 15% whereas PT share

is only 1%.

No accurate data is available on the number of auto

rickshaws that are plying on the roads of the study area.

Informal discussions with auto drivers reveals that – at

present, about 22,000 to 25,000 vehicles (share autos)

are serving as intermediate public transport to cater to the

needs of daily commuters in the study area and the

number is growing. Most of these auto rickshaws are

without city permits. This particular phenomenon of

almost full dependency on share autos for intra-city travel

when compared with public transport is one of the serious

problems that Study Area is facing apart from on-street

parking. In general, the following are the issues with IPT:

Unauthorised auto rickshaw stands/ parking at

convenient places such as corner of the streets

even in highly dense residential neighbourhoods

apart from side of the roads in busy areas such

as Sakchi, Bistupur, Kadma, Railway station

area, Golmuri etc. all over the study area

Abrupt and erratic stoppage of auto rickshaws on

the roads, often in two rows, blocking the flow of

normal traffic leading to congestion

Stopping of auto rickshaws at intersections

blocking the turning traffic often leading to

accidents

IPT services are running in the study area

including narrow roads and busy market streets

causing hindrance to normal traffic flow

No fixed fare system

The share of auto rickshaws is second highest on

the city roads followed by two wheelers

The modal share of auto rickshaws is observed

as 18% whereas the modal share of PT is about

2.5% in the study area



The average trip length of commuters is observed as 5.0 km using auto rickshaws whereas

it is observed as 6.0 km using city bus service facility

However, there is no proper organisational system that is monitoring the existing IPT services in the

study area. Therefore, regularisation of intermediate public transportation has to be given utmost

importance. As an improvement measure, Consultants’ propose that IPT services shall be under

the control of RTO with fixed routes, stops and fares. The regulation of IPT services is required in

the following areas:

Fixing of routes, stops, frequency and fare

Fixing of occupancy (i.e., maximum no. of commuters that can travel)

Pollution control norms as well as minimum maintenance standards

Complaint addressing mechanism

Issue of permits/ licenses for IPT vehicles

Issue of norms (ID cards, maximum age of vehicles, color code etc.)

Safety of school going children using IPT

Unauthorised shared autos shall be confiscated once formal/ reliable PT system is

introduced

8.2.7 Regularisation of Cycle-Rickshaws

Cycle-rickshaws are environment friendly mode of transportation and perfectly suits to serve the

intermediate public transportation needs of commuters in the study area. But, they are slow thus

resulting in congestion especially on busy CBD roads. Therefore, Consultant’s propose to

regularise the operations of cycle-rickshaws by fixing their routes on less traffic roads so that they

act as feeder service to the proposed intra-city bus transport.

However, it has to be noted that regularisation of IPT will not completely solve the

problem of growing share of IPT in the study area. It only brings discipline and

ensures systematic movement of IPT vehicles on the city roads. For any intra-city

transport system to be successful and sustainable, both PT and IPT facilities shall

complement each other. Therefore, city authorities shall take necessary steps to

improve and develop a strong public transport network covering all major

commercial areas, residential areas of the study area with reliable frequency and

fare system through mini-bus/ midi-bus services. Only then the dependency on IPT

vehicles will reduce so is the share of IPT vehicles on roads.

Since cycle-rickshaws are slow, alternative sustainable and environment friendly

modes of vehicles such as battery operated rickshaws (e-rickshaws) shall be

encouraged in CBD area to avoid congestion or delays caused by cycle-rickshaws. In

Ranchi, e-rickshaws are being operated successfully as an alternate mode to cycle-

rickshaws and auto-rickshaws on busy roads.



Condition of Straight Mile Road (in Sakchi) in Morning Hours

Condition of congested Straight Mile Road (in Sakchi) during Morning Peak

8.2.8 One-way Traffic Movement Plan

One-way traffic plans significantly improves the capacity of the roads and increases the

operational speed in addition to reducing the conflicts if implemented over a wide area. However,

they do lead to longer travel distances and sometimes are not user friendly to pedestrians

intending to crossover due to continuous vehicular movement.

Due to the presence of vegetable market and Sanjay fancy market, Straight Mile Road in Sakchi

area is full of commercial activities resulting in on-street parking obstructing free flow of traffic

movement. Apart from commercial activities and on-street parking, erratic stoppage of cycle-

rickshaws and auto-rickshaws on road leading to more congestion. Similarly, high intensity on-

street parking is observed on Purulia Road, Sakchi Market Road/ Tank Road, Aambagan Road

as many shops are located along these roads.

Therefore, one-way traffic plan is suggested in Sakchi Market area to ease the flow of traffic. The

detailed layout for the implementation of one-way traffic movement is shown in Figure 8-4.



Sitla Mandir

Chowk

Sakchi Gol

Chakkar

Figure 8-4: One-way Traffic Management Plan in Sakchi

8.2.9 Hawkers and Vendors Management

Hawker encroachments reduce the effective carriageway and footpath width and thus reduce the

capacity of the road. Apart from road side temporary hawkers/ vendors, it is observed that most of

the permanent shop owners encroached the footpath/ carriageway by placing their goods on

them. This phenomenon is observed at high-intensity especially in Sakchi, Kadma, Golmuri,

Mango chowk, along Dimna Road (on median), Burma Mines RoB, Railway Station area,

Parsudih Main Road etc. Thus, pedestrians are forced to walk on the carriageway, thereby

creating unsafe situations for both themselves and motorists. At the same time, hawkers/ street

side vendors are part of the society and cannot be removed completely. Therefore, they need to

be regulated with proper policy and enforcement.

Street-side vendors on Burma Mines RoB Encroachments along Dimna Road Median



8.3 Medium-term Improvement Proposals

Medium-term improvements are those whose usefulness may last for about 10 years. They need

to be reviewed after 10 years to see whether the purpose for which they were implemented is still

serving or not. Decisions can then be taken according to the requirements at that point of time

8.3.1 Off-Street Parking Demand Management

Huge parking demand is observed in Sakchi and Bistupur as they are the main market and

commercial hubs for the study area. Parking demand is also observed in Sonari, Golmuri,

Kadma, and Sidhgora as these areas act as local markets for nearby residential neighbourhoods.

Therefore, there is a need to provide reasonable parking supply in these areas to keep roads free

from unorganised on-street parking.

Most of parking issues in the study area are due to the following reasons:

Lack of off-set for the buildings leading to occupants parking on carriageway

Insufficient/ lack of parking provision in shopping buildings, business centres, hotels and

restaurants

Due to lack of off-street parking facilities in commercial areas

Lack of basement parking even in new commercial constructions

Therefore, apart from identifying and providing public off-street parking facilities, clear norms and

guidelines shall be issued to all multi-level commercial constructions regarding parking so that the

buildings are self sufficient to handle the their own parking demand.

To cater to the needs of public parking demand generated by market areas, dedicated off-street

open parking lots, multi-level parking facilities are few solutions which can be considered for

Jamshedpur. As an immediate relief, more emphasis shall be given on development of open off-

street parking facilities to meet the parking needs. For this purpose, area-wise parking demand is

to be assessed and accordingly reasonable parking supply should be provided.

The prevailing general space standards for parking are 23 sq. m per ECS (Equivalent Car Space)

on open surface. Details of minimum parking space recommended for car and two-wheeler are

given below:

Vehicle Type Space Requirement Remark

Car 2.5 m x 5.0 m Individual parking space

in parking lots Two Wheeler 0.8 m x 2m

Space standards for various types of parking facilities are provided below:

S. No. Type of Parking Area in sq. m. per ECS

1 Open 23

2 Ground floor covered 28

3 Basement 32

4 Multi Level with Ramps 30

5 Automated Multilevel with lifts 16

Source: URDPFI Guidelines, 2014



8.3.1.1 Parking Strategy

Parking strategies should meet the following requirements:

Minimizing the harm to local business that depend upon visitors to the area

Maintaining continued reasonable level of access to the attractions of the area and

facilitate all types of short-term visits to the area

Achieving comprehensive rather than piecemeal improvements to avoid the problems

Be simple to introduce, to understand and to manage

Be flexible enough to adjust to changing circumstances

8.3.1.2 Current Parking Scenario at Major Locations of Study Area

Before framing study area specific parking proposal strategies, Consultants’ analysed the parking

survey data collected at major locations of the study area and the peak hour parking demand is

assessed. The details of the peak hour parking demand and the total space required to cater to

the demand are provided Table 8-3.

Table 8-3: Parking Demand at Major Locations

Location/ Section

Location Type of Vehicle

No. of Vehicles

(Peak hour)

Space required

per vehicle

Total Space required

(Peak Hour)

Sakchi Gol Chakkar

Sakchi Gol Chakkar to Ramleela

ground(Agrico Road)

Car 3 2.5 m x 5 m 38 sq. m

2-Wheeler 19 0.8 m x 2 m 30 sq. m

Total Space Required 68 sq. m

Sakchi Gol Chakkar to Ramleela

ground(Agrico Road)

Car 16 2.5 m x 5 m 200 sq. m

2-Wheeler 200 0.8 m x 2 m 320 sq. m


Sakchi Gol Chakkar to Sitla Mandir

Chowk(Ambagan Road)

Car 32 2.5 m x 5 m 400 sq. m

2-Wheeler 97 0.8 m x 2 m 155 sq. m


Sakchi Gol Chakkar to Bengal Club(Sakchi

Highway)

Car 9 2.5 m x 5 m 113 sq. m

2-Wheeler 137 0.8 m x 2 m 219 sq. m


Sakchi Bus Stand Chowk

JNAC Chowk to Sakchi Bus Stand

Car 30 2.5 m x 5 m 375 sq. m

2-Wheeler 36 0.8 m x 2 m 58 sq. m


Sakchi Gol Chakkar Road to JNAC Chowk

Car 18 2.5 m x 5 m 225 sq. m

2-Wheeler 196 0.8 m x 2 m 314 sq. m


kalimati Kasidih Chakkar to R.D.Tec

Chowk

Car 66 2.5 m x 5 m 825 sq. m

2-Wheeler 63 0.8 m x 2 m 101 sq. m


R.D.Tec Chowk to kalimati Kasidih

Chakkar

Car 39 2.5 m x 5 m 488 sq. m

2-Wheeler 70 0.8 m x 2 m 112 sq. m


Kalimati Kasidih Chowk to JNAC

Car 60 2.5 m x 5 m 750 sq. m

2-Wheeler 34 0.8 m x 2 m 54 sq. m



Location/ Section

Location Type of Vehicle

No. of Vehicles

(Peak hour)

Space required

per vehicle

Total Space required

(Peak Hour)

Chowk Total Space Required 804 sq. m

Regal to Voltas (Bistupur)

Regal Chowk to Near Hotel Nataraj (LHS)

Car 69 2.5 m x 5 m 863 sq. m

2-Wheeler 319 0.8 m x 2 m 510 sq. m

Total Space Required 1,373 sq. m

Regal Chowk to Hotel Nataraj(RHS)

Car 81 2.5 m x 5 m 1013 sq. m

2-Wheeler 23 0.8 m x 2 m 37 sq. m


Hotel Nataraj to Bistupur Signal (LHS)

Car 80 2.5 m x 5 m 1000 sq. m

2-Wheeler 123 0.8 m x 2 m 197 sq. m


Hotel Nataraj to Bistupur Signal(RHS)

Car 101 2.5 m x 5 m 1263 sq. m

2-Wheeler 106 0.8 m x 2 m 170 sq. m


Bistupur Signal to Voltas(LHS)

Car 25 2.5 m x 5 m 313 sq. m

2-Wheeler 39 0.8 m x 2 m 62 sq. m


Bistupur Signal to Voltas(RHS)

Car 103 2.5 m x 5 m 1288 sq. m

2-Wheeler 31 0.8 m x 2 m 50 sq. m


Mango Chowk

Mango Bridge to Dimna Road (RHS)

Car 70 2.5 m x 5 m 875 sq. m

2-Wheeler 160 0.8 m x 2 m 256 sq. m


Mango Old Bridge to Dimna Road (LHS)

Car 92 2.5 m x 5 m 1150 sq. m

2-Wheeler 108 0.8 m x 2 m 173 sq. m


Old Purulia Road

Car 9 2.5 m x 5 m 113 sq. m

2-Wheeler 210 0.8 m x 2 m 336 sq. m


New Purulia Road

Car 42 2.5 m x 5 m 525 sq. m

2-Wheeler 260 0.8 m x 2 m 416 sq. m


Sher-e-Punjab

Kandra to Voltas

Car 120 2.5 m x 5 m 1500 sq. m

2-Wheeler 144 0.8 m x 2 m 230 sq. m


Voltas to Kandra

Car 72 2.5 m x 5 m 900 sq. m

2-Wheeler 230 0.8 m x 2 m 368 sq. m


Tata Nagar Railway Station

Railway Station to Ghora Chowk

Car 65 2.5 m x 5 m 813 sq. m

2-Wheeler 377 0.8 m x 2 m 603 sq. m





8.3.1.3 Proposed Parking Strategies

The parking strategies are proposed location-wise considering factors such as existing parking

facilities, land availability, type of commercial activities etc.

Proposed Strategy for Sakchi Area:

At present, parking demand is huge in Sakchi. From survey analysis, it is observed that total of

about 4,800 sq. m. of area is required to accommodate the peak hour parking demand in Sakchi

Area access roads. The demand is further more inside core Sakchi Market where lot of

unorganised, unauthorised parking is observed.

The following strategy can be adopted in phases to solve the parking and related issues in

Sakchi:

Stage 1: To provide immediate relief, off-street parking facilities shall be provided in Sakchi. Since

no vacant land is available as such in Sakchi, it is not possible to provide big, single off-street

parking facility. Therefore, illegal shops, temporary establishments and encroached areas shall

be identified even though they are small in area. Such land parcels shall be utilised as parking

facilities.

Stage 2: Re-development is a suitable and feasible option for areas like Sakchi where land

availability is scarce. Group of temporary structures and kutcha structures shall be brought under

one umbrella and the same land can be redeveloped as multi-storey commercial complex with

parking facilities so the new development will act as business-cum-parking centre. Parking

facilities can be open, ground level, basement parking or combination of different types of

parking. Development can be done in phase-wise so that the loss to the business is minimum.

The following are other options that can be considered for land procurement:

Vegetable market area on Straight Mile Road

Sanjay Fancy Market area on Straight Mile Road



Proposed Strategy for Bistupur Area:

Similar to Sakchi, Bistupur area also has high parking demand. Car parking demand is more in

Bistupur compared with Sakchi area. About 7,000 sq. m. of area is required to cater to the peak

hour parking demand in Bistupur area. The current on-street parking facility got saturated and

slippage of parking is happening on to the main road. At present, one off-street parking facility is

available in Bistupur behind Bank of Baroda. During morning peak the off-street facility is

observed full however, during evening peak the facility is being underuitlised.

The following strategy can be adopted in phases to address the parking issues in Bistupur:

Stage 1: To provide immediate relief, more number of open off-street parking facilities shall be

provided in Bistupur. Since vacant land is not available in Bistupur; encroached shops, temporary

establishments in public land shall be identified even though they are small in area and such land

parcels shall be utilised as off-street/ on-street parking facilities.

Stage 2: Service road along Voltas Chowk till Regal Chowk shall be used as paid parking to

encourage usage of off-street parking facilities over on-street parking

Stage 3: Consultants’ propose to develop multi-level parking facility at the existing off-street

parking facility behind Bank of Baroda. However, the feasibility of the multi-level parking shall be

studied in detail as Centenary Mall is coming up near Voltas Chowk. With development of

Centenary Mall over an area of 10 acres with seven floors, about 150 shops apart from food

courts and entertainment zones, the parking demand in Bistupur might not increase in future.

Photographs of Vegetable Market on Straight Mile Road in Sakchi

Google image of Vegetable Market, Sakchi



Empty Market Area near Mango

Bridge

Empty Market Area near Mango

Bridge

Multi level parking is an expensive task, therefore, it is proposed to develop multi-level parking

only after assessment of parking situation once Centenary Mall is operational.

Proposed Strategy along Mango Chowk/ Dimna Road:

Due to the hawking/ encroached activities (vegetable, fruit and flower vendors) along the median

of Dimna Road, lot of vehicles are observed to be parked on the main road causing hindrance to

the regular traffic flow. Hence, the hawking/ encroached activities shall be controlled.

As hawkers/ encroached activities have become part of the

society and serves the daily needs of the residential

neighbourhoods they cannot be eliminated completely.

Therefore, all such activities shall be organised. The

following are few measures suggested to organise the

encroached activities:

Few of the encroached activities shall be shifted to

the empty market area near Mango Bridge. The

land available in front of the market area can be

utilised for parking

Organised zones shall be identified and allocated

to the rest of the hawkers/ encroachers along

Dimna Road/ median

Parking area shall be provided at all the organised

zones to avoid on-street parking

On-street parking shall be strictly prohibited and

fine shall be levied on defaulters

No hawking/ encroachment activities shall be

allowed at intersections and median openings

Proposed Strategy for Other Busy Areas of study area such as Kadma, Sonari, Golmuri:

To manage the parking demand in Kadma, Sonari, Golmuri, Railway Station area etc. busy areas

in the study area, off-street parking facilities shall be developed in nearby respective areas.

Development of off-street parking facility far away from the commercial activity centre may not

serve the purpose and will be underutilised. Apart from provision of off-street parking facility, strict

enforcement shall be imposed to control on-street parking.

However, it has to be noted that parking issue shall not be treated as a standalone

problem. Parking in urban CBD areas is directly related with the lack in other

transport infrastructure facilities. Provision of adequate public transport facilities

connecting all major areas of the study area; provision of safe pedestrian facilities

such as wide footpaths, raised crosswalks and provision of segregated cycle tracks

will considerably reduce the parking demand. Hence, attention shall be given to

improve such sustainable means of transportation as well.

If the provided parking supply is more than the demand, it might solve the problem

for the time being but the study area will grow as motorised vehicle dependent

metropolitan area. This phenomenon will create more complex transportation

problems which might become impossible to solve in future.



8.3.1.4 Proposed Pricing Strategy

Land in urban area has high commercial value and use of such expensive commodity in any

manner has to be covered through pricing. Parking demand is elastic with respect to the parking

fee and by imposing a proper parking fee, parking demand can be minimised.

Pricing is an important component of a comprehensive parking policy. Pricing of parking areas is

a strategic tool to manage parking demand. Pricing needs to be based on location, vehicle type

and duration. It needs to be rationalised through a comprehensive pricing policy. It is advisable

that parking should be developed through private sector participation and parking projects can be

leveraged by giving some area for commercial use and advertisements rights.

Few policy measures has been formulated which will be common to all parking strategies/

proposals discussed below:

As a policy, paid parking is to be implemented which generates revenue

Parking fee shall be collected on hourly basis for on-street parking facility and on duration

(eg: 2 hours/ 3 hours time period) basis for off-street parking facility to encourage usage

of off-street facility

Fee of on-street parking facility shall be higher than off-street parking facility which will

improve the its usage and make the off-street facilities more financially viable

Monthly passes for shop owners and workers of the same area/ market/ location shall be

given at discounted rates

Revenue from parking can help in street improvements such as footpath maintenance, signage &

markings, tree plantation etc.

8.3.2 Non-motorized Transport (NMT)

Non Motorised Transport (NMT) is the most efficient and sustainable mode of transport for short

trips. There has been a decline in the use of NMT due to lack of adequate facilities and due to

rise in income levels; people can afford to buy motorised vehicles. As mentioned earlier, urban

transportation problems are inter-linked with each other. Lack of NMT and public transportation

infrastructure and will have fare implications. It starts the vicious cycle of more private vehicles

further leading to issues to parking congestion, accidents and pollution of city roads. Therefore,

providing NMT and public transportation facilities is of paramount importance for mobility of the

people. In this section, NMT improvement proposals area discussed whereas public

transportation improvement proposals are described in subsequent section (Section 8.3.3

below).

In Jamshedpur UA, the share of NMT (walk & bicycle) is about 48%. Therefore, efforts should be

made to retain or to increase the share of NMT to avoid increase in motorised trip share. As per

MoUD guidelines, NMT can be promoted through the following initiatives:

Providing better facilities to accommodate existing Non-motorised Vehicle (NMV) use and

encourage more NMVs through visible infrastructure

Developing a strategic NMV plan including a network of routes available to NMVs

throughout the city

Segregating NMVs/ MVs to improve safety and smooth passage of NMVs



Promoting freight NMVs for the transport and delivery of small goods to markets and

shopping areas

Giving NMVs priority over MVs on selected routes and in selected areas

Strengthening Road User Education (RUE) programmes for NMV users to improve

behaviour and road safety

Rationalising and improving NMV registration, licensing for use as intermediate public

transport or freight vehicle

Encouraging NMVs by improving accessibility and safety especially for women

commuters and children

The following areas are proposed for improvement to provide strong NMT infrastructure:

Pedestrian Footpaths

Bicycle Tracks

8.3.2.1 Pedestrian Footpaths

Footpaths or walkways are measure to improve pedestrian movements in the core CBD area.

When vehicular flow is heavy and no pedestrian facilities are provided it is very hazardous and

may lead to accidents. From the road inventory data, it has been found that most of the roads and

intersections are in need of footpaths. The lack of footpath facilities is forcing pedestrians on to

the pavement. It is observed that about 28% of trips in the study area are made by walk whereas

more than 90% of roads either does not have footpaths or have encroached footpaths. Therefore,

dedicated footpaths should be considered keeping pedestrian safety into consideration.

Following aspects needs careful attention:

The width of footpath depends upon pedestrian flows. The minimum width of footpath as

per IRC103-2012 is 1.8 m.

Footpath should normally be designed for a pedestrian Level of Service (LOS) B, thereby

providing wide pedestrian facilities for pleasant and comfortable walking. Under resource

constraint, LOS C can be adopted for deciding the width of footpath. The capacity of

footpaths for LOS B and LOS C are provided in Table 8-4.

Table 8-4: Capacity of Footpaths

Source: IRC 103-2012, Guidelines for Pedestrian Facilities

Width of

Footpath

(m)

Design flow in number of persons per hour

In both directions All in one directions

LOS B LOS C LOS B LOS C

1.8 1,350 1,890 2,025 2,835

2.0 1,800 2,520 2,700 3,780

2.5 2,250 3,150 3,375 4,725

3.0 2,700 3,780 4,050 5,670

3.5 3,150 4,410 4,725 6,615

4.0 3,600 5,040 5,400 7,560



The land use adjacent to roads significantly influences generation of pedestrian traffic. The recommended width of footpath along various land uses are provided in Table 8-5.

Table 8-5: Recommended width of Footpaths for various types of Land use

Source: IRC 103-2012, Guidelines for Pedestrian Facilities

Footpath facilities should be augmented by acquiring land, wherever required. This is

major step towards sustainable transportation.

At important busy roads and junctions, railing should be provided to prevent spilling of

pedestrians to the carriageway

Footpaths should be kept free from utilities and shops such as electric poles, dustbins,

telephone chambers etc.

Most importantly footpaths shall be kept free from parking and hawking activities

Signage, markings & street furniture will encourage pedestrian to use pedestrian facilities

and should be provided near important transport terminals, major traffic generators i.e.

commercial areas, educational institutions, hospitals etc.

Based on the above discussion and in view of the site condition and availability of land,

Consultants’ propose minimum of 1.8 m wide footpaths on all major arterial and collector roads of

the study area. Footpaths shall be provided on either sides of the road wherever possible. In case

of issues with availability of land, at least footpaths shall be provided on single side of the road, if

not on either sides. Development of footpaths and their maintenance (protecting them from

hawking activities as well as physical condition) shall be made an integral part of all the road

development projects.

8.3.2.2 Cycle Tracks

Bicyclists generate no air pollution, no greenhouse gases, and little noise pollution. Bicyclists and

pedestrians are more efficient users of scarce road

space than private motor vehicles, helping to combat

congestion. Bicycling is the most efficient and

environmentally sustainable means of making short

trips. However, this mode is seldom given any priority

in cities and Jamshedpur is no exception to this.

Cyclists using the carriageway along with motor

vehicles and other road traffic, cause hazards for

themselves. This is particularly true when cycle traffic is

more. Under such circumstances, it is necessary to

segregate cyclists from other traffic.

S. No. Land use Width (m)

1 Minimum free walkway width

and residential/ mixed use area 1.8

2 Commercial/ mixed use area 2.5

3 Shopping frontage 3.5 - 4.5

4 Bus stop 3.0

5 High intensity commercial area 4.0



Overall benefits of cycle track network are as follows:

Provision of cycle tracks would enable the urban poor to use the cycle mode which is

within their level of affordability

Segregation of bicycles from fast moving traffic will improve safety of both these groups

and increase the capacity of the roads

Improvement in the quality of urban environment

Saving in fuel consumption

Reduction in emission levels

It is observed that share of trips made by cycle is about 27% (excluding walk trips) in the study

area with an average trip length of 4.6 km. If we aim to provide the better infrastructure for

cyclists, the share of cyclists can be increased. Consultants’ recommend cycle tracks on few

roads in the study area where considerable bicycle share is observed. The details of the roads

are presented in Table 8-6 and representative road sections are shown in Figure 8-5.

Table 8-6: List of Road Sections identified for Cycle Tracks


1 Dimna Road 2.9

2 Subarnarekha link Road 4.3

3 Jubilee Road 2.4

4 Tata-Hata Main Road 6.7

5 New Kalimati Road 6.0

6 Golmuri Road 3.3

7 Namidih Road 2.1

8 Marine Drive 9.6

9 Rivers Meet Road 4.6

10 Adityapur Toll Bridge Road 1.5

11 Tata-Kandra Road 5.6

Cyclists from Tata Steel Plant

Cyclists on New Kalimati Road



Figure 8-5: Proposed Roads for Development of Cycle Tracks



2.5m 2.0m

The above routes are proposed based on the existing cycle movement on the roads in the study

area. The usage of NMT will increase the overall system will be successful if the NMT network is

well-connected. Therefore, Consultant proposed cycle tracks in such as way that strong NMT

network is developed in the study area and land acquisition is required along few road sections in

order to develop cycle tracks.

Improvement Strategy:

The following measures can be adopted to improve usage of bicycle share:

Targeting educational trips for usage of cycle tracks is best way to encourage the cycle

use. Educational institutions should also encourage either public transport or cycle so as

to minimise use of private vehicles.

As a policy, free parking for cycles should be kept at important places such as bus

terminals, educational institutions, hospitals, commercial areas etc.

Typical Cross-sections:

The minimum width for cycle track is 2 m for one-way movement and 3 m for two-way movement.

A 0.5 m buffer is needed between a cycle track and motor vehicle or parking lanes. The buffer

can accommodate ramps and storm water catch pits. The buffer should be paved if it is adjacent

to a parking lane. A typical view of the cycle lanes with footpath separating normal traffic is shown

in Figure 8-6.

Figure 8-6: Typical View of Segregated Non-Motorised Vehicular (Cycle) Lane

Typical road cross-sections showing provision of cycle tracks with one-way and two-way

movement for various road types are presented from Figure 8-7 till Figure 8-10.

Figure 8-7: Typical Cross-section of 2-Lane (undivided) with NMV Infrastructure



Figure 8-8: Typical Cross-section of 2-Lane (divided) with NMV Infrastructure

Figure 8-9: Typical Cross-section of 4-Lane with NMV Infrastructure on Both Sides

Figure 8-10: Typical Cross-section of 4-Lane with NMV Infrastructure on Single Side



8.3.3 Improvement of Intra-city Public Transport

8.3.3.1 Existing Scenario

At present, about 110 mini buses are being operated from Sakchi bus stand in 11 routes and

about 15 mini buses are being operated from Tata Railway Station in 2 routes to cater to the

intra-city travel needs of the residents of the study area. The brief details of the existing bus

routes are provided in Table 8-7.

Table 8-7: Details of Existing Intra-city Bus Routes in the Study Area

S. No. Origin Destination via No. of Buses

1 Sakchi Tata Station Regal Chowk, Bistupur,

Voltas 15

2 Sakchi Sundar Nagar Regal Chowk, Bistupur,

Voltas 13

3 Sakchi Adityapur Regal Chowk, Bistupur,

Voltas 06

4 Sakchi Kandra Golmuri, Tinplate 30

5 Sakchi Telco Golmuri, Tinplate 11

6 Sakchi Govindpur Golmuri, Tinplate 08

7 Sakchi Rahargora Golmuri, Tinplate 04

8 Sakchi Baridih Sidhgora, Agrico 08

9 Sakchi Dimna (MGM) Mango Bridge 09

10 Sakchi Bagbera Bistupur, Station 03

11 Sakchi Sarjamda Bistupur, Station 06

12 Tata Railway

Station Kagal Nagar Bistupur, Jugsalai 10

13 Tata Railway

Station Kadma Bistupur, Jugsalai 06

Source: Mini-bus Operators Association

Buses operated from Sakchi to places such as Sonari, Kagal Nagar and Pardih are stopped due

to less patronage/ non-availability of buses.

Sakchi market and institutions such as Karim City

College, Jamshedpur Women’s College are the major

trip attractions located near to Sakchi Terminal. About

50% of trips from Sakchi terminal are observed as work

trips and about 30% of trips are observed as

educational trips. This clearly shows that market

employees and students are the potential riders.

Therefore, majority of the buses are being operated wtih

Sakchi terminal as their main origin and destination.

Part of terminal area is also being used as idle bus

parking facility. From this, we can understand that the existing bus terminal is located in the ideal

location.



The city has a public transport system which may need considerable

improvements in terms of supply of buses and coverage as most parts of the city

are not served by it. The frequency of the services available needs improvements.

The system provided is not comfortable as there is considerable over loading.

However, the terminal will not be able to cater the future travel demand. The terminal is

congested and is not being able to handle the present fleet size. Adequate passenger amenities

such as waiting area, information boards and washrooms are not available in the terminal.

In future, to increase the share of public transportation for intra-city travel, the fleet size shall be

increased. Accordingly, the terminal area shall be expanded to handle the increased fleet size

and operations. Based on the availability of land the existing terminal area can be expanded in

the existing location or a new terminal can be developed at appropriate location nearby

(Discussed in detail in Section 8.3.3.4 below).

Till then, following changes shall be made from the bus operations point of view for improved

mobility in and around the terminal area:

Sakchi terminal shall be used as pick-up and drop-off point of commuters

Drop-off and pick-up bays shall be developed

Waiting of buses inside the terminal shall be avoided

Idle parking of buses inside the terminal shall be avoided by providing separate area for

the parking (Depot type) outside the CBD area

8.3.3.2 Comparison with Guidelines

The current share of public transport trips in the study area is about 2.5% (whereas IPT share is

about 18%) which is against the desired share of 35% as per the Guidelines issued by the

“URDPFI Guidelines, 2014, Ministry of Urban Development” These guidelines are presented in

Table 8-8.

Table 8-8: Desired Share of Public Transportation

S. No. City Population Recommended Share of

Public Transport (%)

1 Below 1 million 30

2 Around 1 million 35

3 1.5 Million 40

4 3 Million 50

5 6 Million 70

6 9 Million 75

Source: URDPFI guidelines, 2014

It is clear from the above data that Jamshedpur is poorly connected with public transport which

led to steep increase in usage of IPT and increase in personalised modes to some extent for daily

commuting. Assessment of service level benchmarks (Chapter 5) also suggests that study area

needs considerable improvements (elaborated below) with respect to intra-city public

transportation.



8.3.3.3 Strategy for Improving Public Transport

Considering the low patronage of public transport and consequent growth of auto rickshaws, the

existing PT situation of the study area needs intervention. Current average trip length in

Jamshedpur is 4.1 km including walk and 5.5 km excluding walk. Considering the lower average

trip length, significant shift to Public transport (current share is only 2.4% in total trips) cannot be

expected. Therefore, pro-active policies from government are required to encourage the usage of

Public Transport. For this purpose, Consultants recommend a new fleet of Midi-buses to be

introduced. The aim is to increase the current share of Bus which is around 2.4% (excluding walk

trips) to 10% within next 5 years and subsequently increasing to 25% - 30% for horizon year.

Transport authorities should aim at following realistic targets for achieving share for Public

Transport:

The frequency of buses along the existing routes shall be increased

Additional bus routes shall be identified based on the demand to increase the service

coverage of PT in overall study area

The fleet size shall be increased to increase the frequency as well as to cater to the

demand along new bus routes. About 50 buses are available in Baridih/ Sidhgora

depot. These buses are being not used currently and Consultants’ propose to use

these buses for intra-city travel as first step. Later on, the fleet size shall be

increased phase-wise.

As per the Central Institute of Road Transport (CIRT) report, Bus Transport Supply Index

(buses per lakh of population) must be approximately 40. Therefore, for the study area

the fleet size required to cater to the needs of the commuter travel demand is about 500.

The current share of trips from the existing 125 buses is about 2.4%. Considering

improvements in terminal facilities, pedestrian facilities & support infrastructure, it can be

assumed that the PT share will improve to 5.0%. Therefore, the fleet size required to

bring the PT share to about 10% is 250 buses and to about 25% will be 500 buses.

Based on secondary data review and existing IPT movement, Consultants’ identified the

areas that shall be provided PT service coverage. The details are presented in Table 8-9

and the PT network map including proposed coverage network along with existing

network coverage is presented in Figure 8-11.

Table 8-9: List of New Bus Routes Proposed

S. No. Area for Bus Route Coverage

1 Kadma and Sonari

2 Kagal Nagar

3 Birsa Nagar (via Baridih till Telco)

4 Ramjanam Nagar (via Outer Circle Road till Kharki Bridge)

5 New Purulia Road till NH-33

6 NIT Gate

For long-term planning, bus frequency has to be increased and additional routes to be

identified based on demand. Since it is difficult to forecast bus routes and frequency for



next 20 years since scenarios will be changing every five to ten years. The details of

minimum number of buses required in horizon years for the study area as per CIRT

guidelines are presented in Table 8-10.

Table 8-10: Bus Fleet Size for Horizon Years as per CIRT Guidelines

S. No. Year Projected Population No. of Buses Required

1 2015 15,40,327 600

2 2021 20,12,317 800

3 2025 23,18,117 925

4 2031 27,44,800 1,000

5 2035 31,61,912 1,250

For the study area, the number of buses required as per CIRT guidelines looks optimistic

therefore, Consultants’ propose that at least 50% of the above fleet size shall be adopted for the

study area to improve the PT share, taking into account the high penetration of shared autos as

well as relatively shorter average trip length in the study area.

Figure 8-11: Map showing PT Network Coverage in Study Area including Proposals



Following steps should be taken to improve the public transport:

Bus Stops should be provided at every 400 m

Feeder service (IPT) should be encouraged till bus stops and bus stands within 1 km from

neighbourhood

There are no bus shelters at present. Bus shelters should be provided with separate bus

lane (wherever possible) with proper shelter at bus stop. Bus shelters should be planned

with proper signage and information display.

Bus shelter can be developed on Public-private partnership (PPP) basis generating

revenue from advertisements

Transport Authority should issue a timetable for the scheduling of buses and public

awareness campaign should be carried out. There should be public relationship officer

who is available to clarify/alleviate the public transport related issues.

Educational trips constitute about 21% of the total trips in the study area. Public Transport

Bus should target these education trips by introducing monthly concessional passes at

50% of the cost. This is a first major step, which is expected to increase the modal share

in favour of Bus.

For other category of commuters, some form of monthly passes should be introduced with

10% to 25% discount.

8.3.3.4 Bus Terminal

The existing intra-city bus terminal in Sakchi is a compacted one with minimum facilities. If proper

facilities like waiting area, bus bays are provided, adequate area will not be there for circulation of

buses. With this condition, the Sakchi terminal surely will not be able to cater to the demand of

future needs. Therefore, it is of prime importance to expand Sakchi bus terminal by acquiring

land. But the problem for expanding Sakchi terminal is availability of land. Even if authorities are

ready to acquire land, it is not available in Sakchi area and shifting the Sakchi terminal to other

part of the city will not be a successful step as Sakchi is the CBD and prime location for bus

terminal. Shifting intra-city terminal to other part of the city will not only degrade the PT share

further but will also increase the IPT share considerably leading to further congestion to already

congested Sakchi area.

In view of the above described aspects and based on discussions with Client, as an option

Consultants’ propose to develop a new terminal area with adequate commuter, parking and

operational facilities in the residential area near to the existing bus terminal as it is the better

option for the PT system to be successful. However, authorities shall look upon the option

critically as it involves relocation of residential neighbourhood and a detailed project study shall

be carried out.

The photographs of the proposed area for development of new intra-city bus terminal in Sakchi

are presented in Figure 8-12.



Figure 8-12: Location and Photographs of Proposed and Existing Bus Terminal Area

8.3.3.5 Bus Depot

Any transport system will be successful and profitable if the support infrastructure is utilised

effectively. The erstwhile BSRTC depots cum terminals are located in Baridih (Near Surya

Temple) and Agrico (next to Agrico Maidhan). About 50 buses are parked ideal in Baridih Depot.

These facilities are not under operation and closed for public use. Since the existing depot cum

terminal facilities are not being utilised to their full capacity, Consultants’ propose to renovate the

same facilities and use them as part of development of PT facilities. This also controls the overall

project cost and provides better integration and utilisation of the existing transportation services.

By up-gradation of the existing depots, it is possible to meet the repair, maintenance, and garage

related service requirements of the new bus fleet at existing depots itself as adequate space,

related equipment and setup is already available.



Baridih depot has about 50 new mini-buses and few BSRTC scrap buses. The tentative area of

the depot is about 3 acres (estimated from Google imagery). As per discussions with the staff at

the terminal, the depot has maintenance facilities for about 5 buses. The location of Baridih depot

and respective photographs are presented in Figure 8-13.

Figure 8-13: Location and Photographs of Baridih Depot

About 20 BSRTC scrap buses are being parked in Agrico depot. The tentative area of the depot

is about 2.5 acres (estimated from Google imagery). Agrico depot has shed facility for bus

parking and a small building with several rooms which can be used for staff operations. However,

the structure is very old and needs renovation. The location of Agrico depot and respective

photographs are presented in Figure 8-14.



Figure 8-14: Location and Photographs of Agrico Depot



8.3.3.6 Mini-Terminals

At present, most of the routes are either starting or getting terminated at Sakchi, because of

which the terminal area is getting congested with plenty of idle bus parking. Therefore,

Consultant’s suggest development of Mini-terminals across the study area with change in existing

bus routes. Few routes shall be designed in such a way that their origin and destination shall be

different from Sakchi but pass through Sakchi. For example:

1) Dimna (MGM College) – Railway Station via Sakchi rather than Sakchi – Dimna (MGM

College) and Sakchi – Railway Station

2) Kagal Nagar – Govindpur via Sakchi, instead of Sakchi – Kagal Nagar and Sakchi –

Govindpur

Therefore, Mini-terminals are the points where the buses will either start or end their route. With

this approach, the load on the central terminal station will get reduced providing smooth flow of

operations and greater connectivity. This strategy is more appropriate especially in the case of

Jamshedpur UA, as its central terminal station i.e., Sakchi is located in the core CBD area.

Mini-terminals will have basic facilities for commuters such as small waiting area, information

boards, parking facility and public convenience facilities. From the operation point of view, mini-

terminals shall be adequate in terms of bus bays, idle bus parking area, circulation area and

waiting rooms for drivers/ staff.

Consultants’ suggest that the following areas shall be developed as Mini-terminals. However, it

has to be noted that the route optimisation shall be done accordingly.

1) Dimna (MGM College)

2) Kandra

3) Baridih

4) Railway Station

5) Govindpur

6) Jojobera

The areas like Kagal Nagar, NIT Gate, Paridih, Sundar Nagar, Raharghora and Mercy Hospital

etc. shall be considered in future as the demand and service coverage expands in the study area.

8.3.3.7 Strategy for Funding

Working Group on Urban Transport for 12th

Five year plan recommends gross cost model

with revenue risk taken by the Government. The gross cost model, in which the private party is

paid on per kilometre basis, will enable provisioning of quality public transport with key

performance indicators and avoid price war on the roads.

The fare collection may be done by third party. The depots and civil infrastructure facilities would

have to be provided by government as private operator cannot be expected to pay for the cost of

land in urban area which is 100 year assets for his 5 to 7 years concession period.

The net contract method, which is being used widely, has been successful in operation point of

view. In this contract, private party will be given the permit with in lieu of Government. By this

method, cities have shielded themselves from direct operational risks and losses. However, it has

miserably failed in providing quality public transport. As a result, share of public transport is



declining. Multiplicity of permits on the same route also leads price wars. The permits are usually

given to single or two bus owners without depot facilities. As a result, neither the buses are

maintained nor drivers and conductors are well trained or behaved.

8.3.4 Road Widening Proposals

Road widening is necessary, as the existing lanes of the major corridors are not capable of

handling the future traffic effectively. The proposed road widening includes, widening of road with

central median, paved shoulders, footpath cum drains and street lighting. The benefits of road

widening are as follows:

Reduces congestion and delays

Public transport routes can be planned

NMT facilities as well as other street furniture can be planned

Will allow densification of the area and enables efficient use of precious urban land

Based on traffic forecast and travel demand model, several roads in the study area have been

identified for widening at various years. When an existing roadway is getting widened, the existing

footpaths shall be demolished and new ones to be built after widening the road. Hence, in all the

widening proposals, construction of new footpaths and the corresponding costs are included in

cost estimates. Consultants identified few major roads for widening and the details of the same

are presented in Table 8-11 and map is presented in Figure 8-15.



Table 8-11: Details of the Roads proposed for Widening

S. No. Road Section Length

(Km)

Do-nothing Scenario (2035) Proposed Scenario (2035)

V/C Year Proposed

for Widening V/C

Year Proposed for

Widening

1 NH-33 5.6 1.26 2025 0.56 2035

2 Old Purulia Road 4.3 0.83 2030 0.53 After 2035

3 New Purulia Road 2.9 1.05 2025 0.75 After 2035

4 Dimna Road 3.4 1.99 2020 0.86 2035

5 Marine Drive 6.1 1.03 2025 0.51 2035

6 Buyadih Road 2.2 1.10 2025 0.68 2035

7 Subarnarekha Link Road 2.0 0.88 2030 0.53 2035

8 Tata – Kandra Road 9.5 0.87 2030 0.56 2035

9 SH-6 (Station to Voltas Junction) 3.2 0.78 2030 0.75 2035

10 SH-6 (Station to Kudada) 3.3 1.40 2020 0.65 2035

11 Station to Govindpur Road 6.5 1.55 2020 0.51 2035



Figure 8-15: Map of Road Sections identified for Widening



8.3.5 Development of Missing Links & Alternate Roads

At present, Mango Bridge is the only connectivity to NH-33. As a result, the bridge is congested

and so are the access roads. Apart from the city traffic, through traffic as well as truck traffic has

to pass through Mango Bridge alone for NH-33 connectivity. This traffic pattern contributing to

further increase in congestion levels on Mango Bridge and on respective access roads.

To address the problem, authorities have developed western corridor (marine drive) and

implemented entry restrictions on heavy vehicles. These improvements have eased the traffic on

city roads as truck traffic started using western corridor. However, the congestion on Mango

Bridge and on respective access roads still prevails as Kolkata bound traffic has to use Mango

Bridge alone to join NH-33. Moreover, due to entry restrictions for heavy vehicles, long queing of

vehicles is observed on access roads especially along Marine Drive and Buyadih Road. Apart

from long queuing, considerable time waste is being caused to the freight operators. The existing

NH-33 bound traffic pattern is presented in Figure 8-16.

Figure 8-16: Representation of Existing Traffic Pattern towards NH-33

About 46% of the total truck traffic entering/ leaving the study area is via NH-33 i.e., via Mango

Bridge. This shows that missing links shall be identified and alternate road network shall be

developed to ease the traffic load on Mango Bridge. Identification of missing links and

development of alternate roads will reduce traffic congestion and improves the access to the

settlements; often reduces the travel distance.

Only link to NH-33 hence congestion on Mango

bridge and access roads



Location of Subarnarekha and Kharkai rivers confluence

Therefore, after careful study of the existing road network, Consultants’ propose the following

missing link/ road developments.

1) Development of new bridge and road from Marine Drive/ Western Corridor (Sonari)

till NH-33

Development of this link (bridge over Subarnarekha

and Kharkhai rivers confluence and then road till

NH-33) will considerably reduce the traffic load on

part of marine drive and on Mango Bridge. This link

will provide direct access to NH-33 for traffic from

western zones of the study area i.e., Adityapur, thus

completely avoiding usage of Mango Bridge. In fact,

the entry restrictions on heavy vehicles can be

eliminated on western bound truck traffic resulting

in time savings and improved mobility.

The approximate length of the proposed link is 6 km. It is proposed as a 4-lane facility.

2) Development of Eastern Corridor i.e., connecting Tata-Hata Road with NH-33 via

Tata Nagar Station, Burma Mines, Golmuri, Industrial Areas (Tin Plate, Tinken etc.),

Bara

Development of eastern corridor will provide direct access to the south-bound traffic

(Tata-Hata Road) with NH-33. Eastern corridor also provides direct access to all the

industrial traffic thus sparing city roads and Mango Bridge from heavy traffic and

congestion.

Eastern Corridor has been proposed by Tata Steel in 2011 itself. Eastern Corridor has

been proposed as a 4-lane elevated corridor starting Tata-Hata Road on southern side

connecting directly NH-33 via major industries of the city located in the eastern region

through a new bridge over river Subarnarekha River. Connectivity to major industries has

been provided by link roads/ ramps. However, due to several reasons the project got

delayed. The following are some salient features of eastern corridor:

Total length of Eastern Corridor is 12.0 km (including the major bridge across

Subarnarekha River)

The length of 4-lane elevated section is about 8.5 km and 4-lane at-grade section

is about 3.5 km

Length of 2-lane links/ ramps for connectivity to major industries is about 5.0 km.

Service road is proposed for local traffic movement

No entry for two wheelers, auto-rickshaws and slow moving vehicles

New ROB (part of elevated corridor) is proposed adjacent to the existing ROB on

Tata-Hata Road

4 major intersections proposed for connecting major industries and zones

Toll plazas are proposed at all entry/ exit ramps

The tentative alignment of the proposed Eastern Corridor is presented in Figure 8-17.



Figure 8-17: Tentative Alignment of the Proposed Eastern Corridor

3) Development of new bridge and road on eastern side of the study area i.e., via

Manpita to connect NH-33

Development this link (road via Manpita, bridge over Subarnarekha river and then further

road till NH-33) will address the connectivity needs of eastern zones of the study area/

villages with NH-33. Thus, the traffic load on Mango Bridge and on respective access

roads will further get reduced, leaving them effectively for the use of city based traffic i.e.,

mostly as connection between MNA and JNA. The approximate length of the proposed

link is 9.5 km and it is proposed as a 4-lane facility.

The map showing proposed alternate road network is presented in Figure 8-18.

By developing the above mentioned alternate roads, provision is created for

through traffic and truck traffic to bypass the city thus sparing the city roads

and Mango Bridge dedicatedly for city based traffic. However, it has to be noted

that the alternate roads shall be developed in phases. The priority that shall be

considered to develop alternate road links is given below:

Priority 1: Development of Eastern Corridor

Priority 2: Development of new bridge and road from Western Corridor (Sonari) till

NH-33

Priority 3: Development of new bridge and road on eastern side of the study area i.e.,

via Manpita to connect NH-33



Figure 8-18: Map showing Proposed Alternate Road Network



At Jugsalai At Govindpur

Jugsalai Phatak Jojobera Phatak Govindpur Phatak

8.3.6 Grade Separator (ROB/ RUB) at Level Crossing

At present, manned level crossings are observed at Jugsalai Phatak, Jojobera Phatak, Govindpur

Phatak and Karandih Phatak. Except at Karandih Phatak, heavy traffic jams are observed at all

the other level crossings due to frequent closing of railway gate as they are located along busy

Kolkata railway line.

As per standards, level crossing with Train Vehicle Units (TVUs) more than 1 lakh is eligible for

provision for grade separator. The TUV details at the above mentioned level crossings are

presented in Table 8-12.

Table 8-12: Details of TUVs at Level Crossings

S.

No.

Name of Level

Crossing TUVs

1 Jugsalai Phatak 7,11,059

2 Jojobera Phatak 1,89,651

3 Govindpur Phatak 1,57,041

4 Karandih Phatak 14,479

Except at Karandih Phatak, TUVs have exceeded 1 lakh. Therefore, Consultants’ recommend

grade separators (ROB/ RUB) at Jugsalai, Jojobera and Govindpur level crossings to avoid

accidents and for improved mobility, safety of the commuters. The improvements have been

suggested based on the existing traffic problems and guidelines; so as to improve the mobility in

the region, however, it has to be noted that land acquisition is required at large extent to develop

suggested ROB/ RUB proposals. Therefore, it is proposed to carry out feasibility study before

implementing the suggested ROB/ RUB proposals.



8.4 Long-term Improvement Proposals

8.4.1 Development of Inter-city Public Transport Terminal

The inter-city public transport terminal for the study area is located in Mango, just before the

Mango Bridge towards JNA. The entire terminal area is being operated in three parts. First

terminal area is being operated for Bihar State Road Transportation Corporation (BSRTC) buses.

The second terminal area is being operated by private association (buses for Ranchi, Hazaribad,

Nawada, Kodarma, Biharsharif, Ara, Chapra, Darbanga etc.). This terminal area hosts about 200

buses i.e., 100 buses in onward direction whereas remaining 100 buses in return direction. The

third terminal area is being operated for buses towards Dhanbad, Chaibasa, Purlia, Bokara,

Orissa and Bengal. About 70 buses are being operated from this terminal.

The inter-city bus terminal area is presented in Figure 8-19.

Figure 8-19: Map showing Inter-city Public Transport Terminal

The major problems at the terminal area are:

Lack of adequate internal and external circulation space for buses

Entry/ exit gates are almost on the main roads, no merging/ diverging lanes are available

hence traffic blockage occurs whenever bus enter or leave the terminal area

Lack of public parking further adding to the congestion at the terminal area

No sufficient parking place is available resulting to on-street bus parking along Buyadih

Road leading to congestion. The situation gets worse during relaxation of heavy vehicle

entry restrictions as trucks will ply continuously on Buyadih road during that time period

All major terminal activities are being operated at same place i.e., bus idle parking, ticket

counters, passenger boarding and alighting, hawking activities etc.

No bays/ platforms

No waiting area for passengers

Lack of public convenience facilities



Bus Entry/ Exit interfering with normal Traffic

Congested Terminal Area 2 with no dedicated area for different activities

Congested Terminal Area 3 with all activities at same place

Condition of Buyadih Road during relaxation of truck entry restriction

Therefore, it is of prime importance to develop high-class inter-city public terminal in the study

area to improve mobility. The present terminal is already choked and therefore certainly will not

be able to handle the future demand. Based on site condition and constraints; discussions with

private bus operators and terminal users; Consultants’ propose following two options that can be

considered for development of inter-city public transport terminal.

Option 1: Based on Existing Practice

At present, all the inter-city public transportation activities are being operated from existing Mango

ISBT Terminal. Therefore, the operation and support system i.e., various connecting bus routes,

IPT routes and other facilities have been developed accordingly. From this point of view, majority

of users and operators are in an opinion to develop the existing bus ISBT itself rather to relocate

it to farther place as it would not be convenient for them to access the new ISBT facility if it is

relocated. In this case, Consultant’s propose acquisition of more land near/ around the existing

Mango terminal and expand the same facility to a world-class ISBT facility.

However, it has to be noted that there is not vacant land available near or around existing Mango

terminal. Therefore, land has to be acquired for this purpose. Discussions with local people and

bus operators revealed that the land behind the Mango bus terminal is encroached area.

Therefore, Consultants’ propose that authorities shall acquire the encroached area and such

acquired area can be utilised for expanding the ISBT facility. Since, land acquisition will results in



social impact such as loss of shelter, severance of community and social ties, proper

rehabilitation and resettlement measures shall be adopted.

The representative location of the land to be acquired for expansion of existing PT terminal facility

at Mango is shown in Figure 8-20. It has to be noted that the representation shown below is for

illustration purpose only and shall not be considered as exact area.

Figure 8-20: Proposal showing expansion of Mango Terminal

Option 2: Based on Transportation Concept

Ideally, inter-city/ inter-state public transport terminal (ISBT) shall be located at the outskirts of the

city to avoid intensified public/ traffic activities within city area thus reducing traffic load on city

roads. In view of this, it is proposed to shift the existing ISBT from Mango to the Transport Nagar

at Dimna i.e., it is proposed to develop a new ISBT at the Transport Nagar, Dimna.

Transport Nagar is developed over an area of about 25.7 acres (10.4 ha) on Dimna Road close to

NH-33. Since, the area is located away from the core city and located close to NH-33, Transport

Nagar area is one appropriate option for development of new inter-city public transport terminal

with high-class facilities. Since it is proposed to develop intra-city terminal at the existing

Transport Nagar, Dimna; the Transport Nagar shall be relocated. Based on discussions with

Client, it is understood that government land is available in Baliguma on NH-33. Since, direct

access will be available through NH-33, Consultants’ suggest relocating the existing Tranpsort

Nagar to Baliguma. The representative illustration of the proposed locations for the relocation of

the existing terminal areas is presented Figure 8-21.



Figure 8-21: Proposal for relocating the Existing Bus Terminal from Mango

However, it has to be noted that for the proposed system to be sustainable prime importance

shall be given to develop reliable connectivity/ transfer facilities (inter-city buses) to the proposed

inter-city public transport terminal (Dimna) from all major areas of the study area. Lack of such

facilities will encourage usage of private vehicles/ IPT resulting in starting the congestion cycle.

Even though two options have been proposed, considering the extent of land

that needs to be acquired, rehabilitation & resettlement aspects, the strategic

location of the terminal, size and shape of the terminal area (the shape of existing

terminal is elongated and is less suitable for circulation and dispersal point of

view), the nature of the traffic on surrounding road network (heavy truck

movement is observed on Buyadih Road and Mango Bridge accessing Tata

Plant) – Option 2 (Relocating the existing terminal area from Mango to Transport

Nagar, Dimna) is preferable.



8.4.2 Development of Truck Terminal

In case if Option 1 discussed above has been implemented, Consultants’ propose to reserve the

land in Baliguma area for development of new truck terminal/ mini-truck terminal in future to cater

to the needs of future demand.

Even in case if Option 2 discussed above has been implemented for development of new ISBT

facility then the existing truck terminal shall be relocated to cater to the needs of goods vehicle

operations in the study area. Therefore, Consultants’ propose relocating the existing truck

terminal to Baliguma Area with direct access to NH-33. The proposed truck terminal shall have a

capacity to host minimum of 500 trucks considering future demand.

8.4.2.1 Truck Terminal

A truck terminal is a facility, which provides interface between intercity and local transportation

facilities and which handles the distribution and collection of goods within the city. The major

objectives of a truck terminal are:

To reorganise office and go‐down space of transport companies

To provide for expansion of companies

To reduce parking, loading/ unloading on arterial / local roads

To locate the facilities for vehicle repairs, servicing, rest places, shops etc.

To cater to intercity movements destined to operator’s go-down and provide for idle

parking for trucks waiting for return load.

To function as a rest and halting place for through traffic

The Truck terminal will enhance goods mobility and consequently improve the economy of the

region. These also serve as job-growth and economic catalyst for the area. Other expected

benefits of the terminal are a reduction in truck traffic on city roads and roads in the vicinity of

core area and market yards.

The following factors need to be considered in choosing the truck terminal locations:

No settlements at the identified locations

No water-bodies at the identified locations

The sites identified should not be prime agricultural lands

The sites identified should not be forest lands

No major drainages should be located at the identified sites

8.4.2.2 General Facilities at Truck Terminals

In general, the truck terminal should not only serve as a parking space for various categories of

trucks, but also serve as a resting place for the truck drivers. With this concept in mind, a few

general requirements needed in a truck terminal are listed below:

Parking Bays – To cater to the different sizes and types of trucks, it is essential to provide

parking stalls of different dimensions. Accordingly, three different bays are proposed:



Vehicle Type Space Requirement

Standard Trucks 4.0 m x 11.0 m

Semi Truck Trailer 4.0 m x 14.0 m

Truck Trailer 4.0 m x 17.0 m

Amenities – The truck terminal should provide the basic amenities for the drivers who would use

the facilities for resting also. Some of the basic amenities commonly seen in a truck terminal

include:

Restrooms / Dormitory

Restaurant

Offices

Good Lighting

Security Cabin

General Stores

Miscellaneous – Some of the other facilities that could be provided depending upon the

requirement are:

Petrol Bunk

Service Station

Spare parts store

Transport booking offices

Weigh bridge

The layout of the terminal is site specific and the number of bays, amenities needed etc. are

based on the demand. The present terminal at transport nagar accommodates altogether 56 units

for transporters (32 units of 300 sq. m. and 24 units of 150 sq. m) besides facilities for Dhaba,

repair, servicing, STD/ ISD, shops, fuel Station (Indian Oil Petrol Pump) and other amenities for

drivers. In total of 25.7 acres of the land, about 4.87 acres is under two major transporters (Front

Line-1.02 acres and Saizer-3.85 acres). The terminal caters to parking for about 350 trucks over

a day and the parking charge for trucks is Rs. 60/- for first 24 hours and thereafter Rs. 30/- for

every 12 hours of additional parking. There is no scope for expansion of Transport Nagar beyond

the allocated space (25.7 acres) for accommodating more number of trucks in future. The

photographs of the existing truck terminal area are shown in Figure 8-22.



Figure 8-22: Photographs of existing Truck Terminal (Transport Nagar), Dimna



8.4.3 Development of Mobility Corridor

Mobility corridor maximizes throughput of people, focusing on mass transport and non-motorized

traffic, rather than motorised traffic. These mobility

corridors offer a strong network providing connectivity to

major attraction centres in the city along with regional

connectivity. Mobility is achieved by introducing higher

order Mass Rapid Transit System (MRTS) on these

designated corridors.

As a part of this, it has been proposed that few corridors

will act as mobility corridors in the study area. The

details of the same have been presented in Table 8-13

and Figure 8-23.

These corridors should be considered with desired and dedicated public transport systems.

Consultants’ have identified the following roads as mobility corridors:

Table 8-13: Proposed Mobility Corridors

S. No. Name of the Corridor Length (Km)

1 Dimna Road 3.5

2 Subarnarekha Link Road 4.0

3 Tata – Hata Main Road 10.5

4 Tata – Kandra Road 10.5

Total Length 28.5

* The length details provided above are approximate values.

8.4.3.1 Selection of the System

The guidelines for the choice of different modes of MRTS as per the “Recommendations of

Working Group on Urban Transport for 12th

Five Year Plan” are presented in Table 8-14.

Table 8-14: Guidelines for Selection of Mass Rapid Transit System

Mode Choices PHPDT in 2021

Population as per 2011 Census

(in millions)

Average Trip Length for motorized trips

(in km)

Metro Rail#

>= 15,000 for at least 5 km continuous length

>= 2 > 7 - 8

Light Rail Transit (primarily at grade)

<= 10,000 > 1 > 7 - 8

Monorail* <= 10,000 > 2 About 5 - 6

Bus Rapid Transit System (BRTS)

>= 4,000 and up to 20,000

> 1 > 5

Organised City Bus Service as per urban bus specifications

> 1 lakh (50,000 in case of hilly towns)

> 2 - 3



Based on above discussion and comparison of statistics with guidelines, it

can be derived that there is no need of MRTS facility to Jamshedpur UA at

present.

However, BRTS can be selected as the dedicated public transport system

along the proposed mobility corridors in future.

# For having Metro Rail, the city should have a ridership of at least 1 million on organized public

transport (any mode)

* Monorail is desirable only as a feeder system or where the narrow roads are flanked on either side

by high rise buildings. In monorail, while the cost of construction, operation and maintenance is almost

the same as elevated metro rail, the carrying capacity is much lesser.

PHPDT in 2035 for Jamshedpur UA is 5,277

Average trip length in Jamshedpur UA is about 4.0 km in 2015 and is about km 5 km in

2035

Population of Jamshedpur UA is about 1.33 million as per 2011 census is about 31.6

million in 2035 as per travel demand model

These corridors would be expected to have the following cross sectional elements:

Dedicated right of way for public transport

A min of 32 m ROW to be available for dedicated BRTS with four lane vehicular

carriageway for mixed traffic conditions

Continuous kerb and footpath cum drain

Service roads wherever possible

Restriction or preferably prohibition of parking on the carriageway/shoulders. The parking

must be shifted to off-street parking locations or cross roads

Proper Bus bays



Figure 8-23: Proposed Mobility Corridors



Since Jamshedpur UA has rich river network manoeuvering across the

study area Consultants’ propose River-front developments to enrich the

quality of life of the residents of the study area.

8.4.4 Development of Water-front Development/ Marine Walkways

Water-front developments are settlements or commercial developments that come up along water

bodies like rivers, coastal regions or lakes, acting as lifelines for development of cities. The

economic and historical significance of many cities speaks of the glorious waters flowing through

it. The waterfronts have the potential to become the cultural and heritage hubs of the cities that lie

on the bank of the rivers and attract people from the city and also tourists to spend time. Thus,

waterfronts have emerged as the lively urban core of cities.

There are different types of water-front developments like River-fronts, Lake-fronts and Sea-fronts

based on the source of water in the area. The creation of water-fronts is considered as a better

commercial idea for transforming an underutilized area into a booming centre of tourism, culture,

leisure and business.

Table 8-15: Types of Water-front Developments

River-front Development Lake-front Development Sea-front Development

Walkways Boating Water sports

Boat trips Various rides Deep sea touring

Water sports Restaurants Ocean aquarium

Sit outs Walkways Scuba diving

Theme parks Museums

Restaurants/ Food courts Commercial complexes

Hotels, Restaurants

Residential buildings

Rented houses



Need for River-front Development

The increasing pace of urbanization and industrialization has left many towns/ cities with

minimum avenues for recreation and open green spaces. A developed river-front trail would

provide residents access to new recreation opportunities and an expanded awareness of the

natural aspects of river life.

The river-front would attract a growing legion of morning walkers and after-work runners. Added

to this, public access sites connected by linear greenways will tie developments together,

eliminating barriers, both real and imagined and animate the river-front with the light and life of

the city. This form of urban redevelopment can pull the river-front areas from marginal use and

neglect into the mainstream of public activity and private investment. Cities enjoy increased

tourism, employment and growth.

Advantages/ Benefits of River-front Developments

The advantages or benefits of river-front developments are manifold ranging from environmental

benefits, social/ community benefits to economic benefits. These benefits are detailed below:

Improving quality of life of nearby community by revitalizing the neighbourhood

Encouraging recreational activities like walking, jogging, cycling, sports activities, etc.

Beautification of the river-front with a natural outlook will provide the general public with

an open space for leisure and recreation

Maintenance of river bank

Water conservation practices - Development of Riverfront projects would ensure a proper

design of projects in conserving rivers and maintenance of rivers flowing across the study

area

With the river-front developments, there would be creation of jobs. Providing employment

opportunities for nearby people and helping in development of region

Source of revenue for government – government would be able to earn revenue in terms

of taxes from the commercial activities in the region. The commercial activities include

shops, restaurants, sport activities, transportation, boating etc. which can be leased out or

giving to private players to operate.

Development of tourism in the region – with the development of river-front the tourism in

the region can be increased by offering a variety of attractions like water sports,

entertainment arenas, parks, shopping areas, etc.

Economic spin-off’s – rise in the value of properties in and around the region, acting as a

catalyst for redevelopment and renewal of nearby places.

Water-front developments were successfully implemented in India. Some of examples are listed

below:

Sabarmati riverfront development, Ahmadabad

The Millennium Park, Kolkatta

Marine walkway, Kochi

Marine driveway, Mumbai

Hussain Sagar Lake Development, Hyderabad

South Delhi Greenway



Sabarmati River-front Development, Ahmedabad

The Millennium Park, Kolkata

Marine walkway in Kochi



Marine Drive Mumbai

In view of the above, Consultants’ propose river-front developments in JNA, MNA and ANP. The

total length of the proposed marine walkways is about km. The representative sections identified

for the development of marine walkways in the study area are shown in Figure 8-24.

Some of the facilities that could be provided are as follows:

Walkway

Cycle track

Seating arrangements

Landscaping

Avenue Plantation

It is recommended to carry out Feasibility study and following aspects should be considered as

listed below:

Concept selection – Case studies

Ecological, Technical and Regulatory Feasibility Assessment

Demand Assessment and Pricing

Financial Feasibility Assessment

Implementation Plan



Figure 8-24: Sections identified for Marine Walkways



8.4.5 Development of Ring Roads

As per travel demand model, the city roads and proposed bypass roads get congested by horizon

year i.e., by 2035. Therefore, development of bypass roads will ease the traffic load and improves

mobility in the study area. In this view, Consultants’ propose development of ring road network for

the study area. The proposed ring road alignment is combination of existing road network and

development of new road network. This representative alignment of the proposed ring road is

presented in Figure 8-25. The ring road is proposed as 4-lane divided road section with cycle

tracks and paved shoulders on either side.

Figure 8-25: Tentative Alignment of Proposed Ring Road

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