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Dhanbad Draft CMP
Dhanbad Draft CMP
Dhanbad Draft CMP
C3-C7, Triton Square, 4th Floor, Thiru. Vi. Ka. Industrial Estate,
Guindy, Chennai 600 032.
Tel: 91 44 22509999 Fax: 91 44 22509600
Email: roads@lntiel.com, Web: www.lntiel.com
L&T Infrastructure Engineering Ltd.
Client:
Urban Development Department & Dhanbad Municipal
Corporation
Government of Jharkhand, Project Bhawan, Dhurwa, Ranchi 834 004
Project: Project No.:
Comprehensive Mobility Plan for
Dhanbad C1142504
Title: Document No.: Rev.:
Draft Final Report RP003A 0
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our prior permission in writing.
Notes:
1.
Revision Details:
TABLE OF CONTENTS
1 Introduction ........................................................................................................................... 1-1
1.1 General ............................................................................................................................ 1-1
1.2 Objective of the Study ...................................................................................................... 1-2
1.3 Scope of the Study ........................................................................................................... 1-2
1.4 Key Outcomes of the study............................................................................................... 1-3
1.5 Study Area ....................................................................................................................... 1-3
1.6 Organisation of the Report................................................................................................ 1-4
2 Study Area Profile.................................................................................................................. 2-1
2.1 Introduction ...................................................................................................................... 2-1
2.2 Regional Setting ............................................................................................................... 2-1
2.3 Existing Transportation System ........................................................................................ 2-1
2.3.1 Road Network ........................................................................................................ 2-1
2.3.2 Rail Network ........................................................................................................... 2-3
2.3.3 Air .......................................................................................................................... 2-4
2.3.4 Public Transportation System ................................................................................. 2-5
2.3.5 Goods Vehicle Movement ....................................................................................... 2-6
2.3.6 Parking................................................................................................................... 2-6
2.3.7 Vehicle Growth and Composition ............................................................................ 2-7
2.3.8 Traffic Accident....................................................................................................... 2-9
2.3.9 Pollution Data ....................................................................................................... 2-13
2.3.10 Urban Transportation Issues ................................................................................. 2-14
2.4 Land-use ........................................................................................................................ 2-23
2.4.1 Existing Land Use ................................................................................................ 2-23
2.4.2 Proposed Landuse ............................................................................................... 2-25
2.4.3 Urban centres in Dhanbad .................................................................................... 2-25
2.5 Demography .................................................................................................................. 2-26
2.5.1 Population ............................................................................................................ 2-26
2.5.2 Employment ......................................................................................................... 2-29
2.6 Economy ........................................................................................................................ 2-31
2.7 Coal Mining .................................................................................................................... 2-32
2.8 Tourism .......................................................................................................................... 2-32
2.9 Major Educational Institutions ......................................................................................... 2-33
2.10 Commercial Areas .......................................................................................................... 2-33
2.11 Residential Areas ........................................................................................................... 2-33
2.12 Institutional Setup........................................................................................................... 2-33
3 Secondary and Primary Data Collection............................................................................... 3-1
3.1 Introduction ...................................................................................................................... 3-1
3.2 Secondary Data Collection ............................................................................................... 3-1
3.3 Review of Past Studies..................................................................................................... 3-1
3.4 Primary Surveys ............................................................................................................... 3-1
3.4.1 Screen Line Traffic Volume Count Surveys ............................................................. 3-2
3.4.2 Mid Block Traffic Volume Count Surveys ................................................................ 3-3
3.4.3 Cordon Surveys...................................................................................................... 3-6
3.4.4 Turning Volume Count at Intersections ................................................................... 3-8
3.4.5 Household Interview Surveys (HIS) ...................................................................... 3-10
3.4.6 Parking Surveys ................................................................................................... 3-11
3.4.7 Pedestrian Count Surveys .................................................................................... 3-12
3.4.8 Speed and Delay Surveys .................................................................................... 3-16
3.4.9 Road Network Inventory Surveys .......................................................................... 3-16
3.4.10 Vehicle Operator Survey....................................................................................... 3-16
3.4.11 Goods Focal Point Survey .................................................................................... 3-17
3.4.12 Passenger Terminal Survey.................................................................................. 3-17
3.4.13 Light meter Survey ............................................................................................... 3-19
4 Traffic and Transportation Characteristics .......................................................................... 4-1
4.1 Introduction ...................................................................................................................... 4-1
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Figure 8-17: Proposed circulation for the Railway station area ....................................................... 8-54
Figure 8-18: Proposed Mobility Corridors for Dhanbad .................................................................. 8-56
Figure 8-19: Typical Cross Section for 30m RoW with parking on one side .................................... 8-57
Figure 8-20: Typical Cross Section for 30m RoW with parking on both sides ................................. 8-57
Figure 8-21: Typical Cross Section for 20m RoW .......................................................................... 8-57
Figure 8-22: Typical Cross Section for 15m RoW .......................................................................... 8-58
Figure 8-23: Location of proposed bypass for Dhanbad ................................................................. 8-59
Figure 8-24: Proposed Public transport routes ............................................................................... 8-62
Figure 8-25: Proposed BRTS corridors .......................................................................................... 8-63
Figure 8-26: Typical cross-section of BRTS ................................................................................... 8-64
Figure 8-27: Proposed Truck Terminal Locations........................................................................... 8-66
Figure 8-28: Proposed Market location at Steel gate...................................................................... 8-68
Figure 8-29: Proposed Market location near Bartand Bus stand ..................................................... 8-69
Figure 8-30: Proposed missing links .............................................................................................. 8-70
Figure 11-1: Current Organisation Structure of Dhanbad Municipal Corporation ............................ 11-2
Figure 11-2: Organisation Chart of Directorate of Urban Land Transport at State Level ................. 11-5
Figure 11-3: Recommended Structure for UMTA setup ................................................................. 11-7
LIST OF TABLES
Table 2-1 Category wise Road Length (Based on Reconnaissance Survey) .................................... 2-1
Table 2-2 List of On-Street Paid Parking Locations .......................................................................... 2-6
Table 2-3: Registration of Passenger Vehicles in Dhanbad District .................................................. 2-7
Table 2-4: Registration of Commercial Vehicles in Dhanbad District ................................................ 2-8
Table 2-5 Accident Details for Dhanbad (Urban & Rural Area) ......................................................... 2-9
Table 2-6 Vehicle Category-wise accident details for Dhanbad district ........................................... 2-10
Table 2-7 Location-wise accident details for Dhanbad district ........................................................ 2-10
Table 2-8 Location-wise Air Pollution details for Dhanbad.............................................................. 2-13
Table 2-9 Location-wise Noise Pollution details for Dhanbad (2014) .............................................. 2-13
Table 2-10 Percentage of Landuse for Dhanbad Municipal Corporation ......................................... 2-23
Table 2-11: Population Growth in Dhanbad ................................................................................... 2-26
Table 2-12: Projected Population for the year 2025 and 2035 in Dhanbad ..................................... 2-29
Table 2-13: Projected Population for the year 2015, 2025 and 2035 in Dhanbad ........................... 2-29
Table 2-14: Growth of Work force in Dhanbad ............................................................................... 2-30
Table 2-15: Break up of Main workers in Dhanbad ........................................................................ 2-30
Table 3-1: List of Primary Surveys................................................................................................... 3-2
Table 3-2: Screen Line Survey Locations ........................................................................................ 3-3
Table 3-3: Mid Block Survey Location.............................................................................................. 3-3
Table 3-4: Cordon Survey Locations ............................................................................................... 3-6
Table 3-5: Locations of Turning Volume Counts .............................................................................. 3-8
Table 3-6: Parking Demand Survey Locations ............................................................................... 3-12
Table 3-7: Pedestrian Count Survey locations ............................................................................... 3-12
Table 3-8: Passenger Terminal Survey Locations .......................................................................... 3-17
Table 4-1: Location wise Traffic on Screen Lines for 16hrs duration................................................. 4-1
Table 4-2: Composition of Traffic at Screen Line locations (%) ........................................................ 4-1
Table 4-3: Peak Hour Traffic at Screen Line locations ..................................................................... 4-2
Table 4-4: Occupancy Factors Arrived at Screen Line Locations ..................................................... 4-3
Table 4-5: Vehicular and Passenger Flow across the Screen Lines ................................................. 4-3
Table 4-6: Traffic on Mid Block location for 24hrs Duration .............................................................. 4-4
Table 4-7: Composition of Traffic at Mid Block Locations (%) ........................................................... 4-4
Table 4-8: Peak Hour Traffic at Mid Block Locations ........................................................................ 4-4
Table 4-9: Occupancy Factors Arrived at Mid Block Locations ......................................................... 4-5
Table 4-10: Vehicular and Passenger Flow at Midblock Locations ................................................... 4-5
Table 4-11: Average Daily Traffic (ADT) at Outer Cordons .............................................................. 4-5
Table 4-12: Composition of Traffic at Outer Cordon Count Locations ............................................... 4-6
Table 4-13: Peak Hour Traffic at Outer Cordon Locations ................................................................ 4-7
Table 4-14: Sample Size Achieved at Various Cordon Locations (%) ............................................... 4-8
Table 4-15: Travel Pattern of Passenger Vehicle by Location .......................................................... 4-9
Table 4-16: Mode Wise Travel Patterns of Passenger Vehicles at Outer Cordon ............................. 4-9
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Table 4-17: Mode Wise Share of Passenger Vehicles at Outer Cordon............................................ 4-9
Table 4-18: Distribution of Trip Purpose at Cordon ........................................................................ 4-10
Table 4-19: Occupancy Factors Arrived at Cordon Point Locations ................................................ 4-10
Table 4-20: Vehicular and Passenger Flow at Cordon ................................................................... 4-11
Table 4-21: Location wise Travel Patterns of Goods Vehicles ........................................................ 4-11
Table 4-22: Movement Patterns by Mode at Outer Cordon for Goods Vehicles .............................. 4-11
Table 4-23: Mode Wise Share of Goods Vehicles at Outer Cordon ................................................ 4-12
Table 4-24: Commodity wise Distribution of Goods Traffic at Outer Cordon ................................... 4-12
Table 4-25: Peak Hour Traffic at Major Intersections ..................................................................... 4-13
Table 4-26: Zone wise Sample Size .............................................................................................. 4-17
Table 4-27: Distribution of Households by Size.............................................................................. 4-20
Table 4-28: Distribution of Households by Income ......................................................................... 4-21
Table 4-29: Distribution of Vehicle Ownership by Type .................................................................. 4-21
Table 4-30: Proportion of Expenditure on Travel in Total Income ................................................... 4-22
Table 4-31: Distribution of Households by Number of Students...................................................... 4-22
Table 4-32: Population Distribution by Age .................................................................................... 4-22
Table 4-33: Distribution of Population by Educational Qualification ................................................ 4-24
Table 4-34: Distribution of Population by Occupation ..................................................................... 4-24
Table 4-35: Distribution of Population (%) by Employment Sector.................................................. 4-25
Table 4-36: Mode-wise Distributions of Trips ................................................................................. 4-26
Table 4-37: Purpose-wise Distributions of Trips ............................................................................. 4-26
Table 4-38: Distribution of Trips by Trip Length ............................................................................. 4-27
Table 4-39: Mode wise ATL and ATC for Study Area ..................................................................... 4-28
Table 4-40: Average Trip Length by Purpose of Trip...................................................................... 4-29
Table 4-41: Equivalent Car Space (ECS) units for various modes .................................................. 4-29
Table 4-42: Parking Accumulation at Various Parking Locations .................................................... 4-29
Table 4-43: Pedestrian Movement at Critical Locations ................................................................. 4-39
Table 4-44: Average Speeds on Major/Minor Road Networks ........................................................ 4-42
Table 4-45: Distribution of Road Length by Carriageway Width...................................................... 4-44
Table 4-46: Distribution of Road Length by Type of Carriageway ................................................... 4-44
Table 4-47: Distribution of Road Length by Type of Pavement....................................................... 4-44
Table 4-48: Distribution of Road Length by Pavement Condition.................................................... 4-45
Table 4-49: Distribution of Road Length by Availability of Street Light Facility ................................ 4-45
Table 4-50: Age of Vehicle ............................................................................................................ 4-45
Table 4-51: Operational Characteristics......................................................................................... 4-45
Table 4-52: Goods Vehicles Movement at Important Goods Generating Places in Study Area ....... 4-46
Table 4-53: Daily (24 hrs) Passenger Trips at Bus Terminals in Dhanbad ...................................... 4-47
Table 4-54: Access Mode Choice of Passengers at Bus Terminal ................................................. 4-47
Table 4-55: Distribution of Passenger Trips by Trip Purpose .......................................................... 4-48
Table 4-56: Daily Railway Passenger Trips ................................................................................... 4-48
Table 4-57: Access Mode Choice of Rail Passengers at Passenger Terminals .............................. 4-49
Table 4-58: Distribution of Passenger Trips by Purpose of Travel .................................................. 4-49
Table 4-59: Recommended levels of Lux values for roads ............................................................. 4-50
Table 4-60: Luminance levels for roads in Dhanbad ...................................................................... 4-51
Table 5-1: Reference Table for Computing Overall Level of PT Facilities ......................................... 5-3
Table 5-2: Reference Table for Computing Overall Level of Infrastructure Facilities ......................... 5-4
Table 5-3: Reference Table for Computing Overall Level of NMT Facilities ...................................... 5-5
Table 5-4: Reference Table for Computing Overall Level of ITS Facilities ........................................ 5-7
Table 5-5: Reference Table for Computing Overall Level of Travel Speed ....................................... 5-8
Table 5-6: Reference Table for Computing Overall Level of Parking Space ..................................... 5-9
Table 5-7: Reference Table for Computing Overall Level Integration for Landuse and Transport
System ......................................................................................................................................... 5-13
Table 7-1: Salient Features of coded Highway Network ................................................................... 7-4
Table 7-2: Development of Matrices ................................................................................................ 7-7
Table 7-3: Summary of Base Year Travel Demand .......................................................................... 7-7
Table 7-4: Commercial Vehicle Validation at Cordon locations......................................................... 7-9
Table 7-5: Commercial Vehicle Validation at Screen lines ............................................................... 7-9
Table 7-6: Commercial Vehicle Validation at Major Junctions .......................................................... 7-9
Table 7-7: Private Vehicle Validation at Cordon Locations ............................................................. 7-11
Table 7-8: Private Vehicle Validation at Screen Lines .................................................................... 7-12
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LIST OF ENCLOSURES
Annexure I : Volume Counts at Screen Line Locations
Annexure II : Volume Counts at Cordon Line Locations
Annexure III : Turning Movement Count Survey Details
Annexure IV : Zoning System for Dhanbad
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Chapter - 1
Introduction
Comprehensive Mobility Plan for Dhanbad C1142504
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1 Introduction
1.1 General
Dhanbad, the Coal Capital of India, is located in
the eastern part of the Country in the state of
Jharkhand. Dhanbad Municipal Corporation
(DMC) is spread over an area of 275 sq.km from
85 45 E longitude to 86 30 E longitude and
from 230 32 N latitude to 240 5 latitude.
Dhanbad is located at a distance of about 150 km
from the State Capital, Ranchi and about 270 km
from Kolkata.
1 Introduction
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vehicles through urban areas in the study area causes congestion and accidents in the major
roads within the study area.
With the above background, Urban Development Department (UDD), Jharkhand has appointed
L&T Infrastructure Engineering Limited for preparing the Comprehensive Mobility Plan for
Dhanbad Municipal Corporation. The study will analyse the current scenario and suggest
transport infrastructure development proposals for next 20 years.
Letter of Award (LOA) for the project was issued to the Consultants on 22nd October, 2014 and
the tripartite Contract Agreement was signed among Urban Development Department,
Government of Jharkhand (Client), Dhanbad Municipal Corporation (Client) and L&T
Infrastructure Engineering Limited (Consultant) on February 12th , 2015 in Ranchi.
Subsequently, Inception Report was submitted on 18th March, 2015 and Interim Report on 24th
August, 2015.
The current report is the Draft Final Report which covers the data collection,analysis of existing
transport scenario with comprehensive secondary and primary survey information, Formulation of
vision, goals, Development of Land-use and Network strategies, Travel demand forcast,
Evaluation of various land-use and network scenarios, mobility plans,Preliminary social and
environmental impacts, Block cost estimates, Institutional Measures and implementation
program.
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1 Introduction
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1 Introduction
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Chapter 10 gives the block cost estimate for the project proposals and financing options
Chapter 11 recommends the Institutional measures and Implementation Strategy for Dhanbad
1 Introduction
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Chapter - 2
Study Area Profile
Comprehensive Mobility Plan for Dhanbad C1142504
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2.3.3 Air
Currently, there is no air-link to Dhanbad. Air
services from Dhanbad to Kolkata and Patna
was available before 30 years which is not
functional now. The air strip located near
Barwadda presently lies barren. The nearest
airport is Birsa Munda Airport, Ranchi located
at a distance of 150 km from Dhanbad.
JTDC (Jharkhand Tourism Development Corporation) is responsible for the intra city services.
About 65 midi buses (i.e. Swaraj Mazda)
are available for the city service. Due to
various reasons such as lack of crew,
problem in carrying out day to day operation
and maintenance of the buses, these buses
are not operated for past few months.
Dhanbad Municipal Corporation has taken
initiative to operate these buses with the
help of private operator. They have planned
to introduce these buses under three stages
such as repairing of all buses in the first
stage, starting the operation with 45 buses
in the second stage and operating the
remaining 20 buses in the last stage.
There are many railway stations observed
within the study area. Major railway stations Bus parked in Bartand
are Dhanbad railway station & Katrasgarh
railway station. Other minor railway stations include Bhowrah railway station, Sindri Town railway
station, Sindri (i.e. Sindri Block Hut) railway station, Patherdih railway station, Bhuli railway
station, Bhaga railway station etc.
2.3.6 Parking
In the study area, parking facility is provided by on-street parking facility in few locations such as
Bank more (Towards Dhansar & Katras), Katras junction, Big Bazaar, Jharia Pool, Katras Chowk
& Railway Station, etc. Due to this on-street parking facility, traffic congestion problem exists in
few locations such as Bank more, Bata more, Katras chowk and railway station, etc. Around eight
locations, on street paid parking facility is introduced in the study area. The list of on street paid
parking locations is presented Table 2-2.
Table 2-2 List of On-Street Paid Parking Locations
No designated shared auto parking is available within the study area. This causes parking of
shared autos on the road which leads traffic congestion especially at Sharmik chowk.
Table 2-5 Accident Details for Dhanbad (Urban & Rural Area)
Number of Accidents
S. No. Year Type of vehicles
Fatal Injury Non Injury Total
Motor Cycles/Scooter 121 91 13 225
Auto Rickshaws 27 76 2 105
1 2010
Truck 51 45 8 104
Others 62 76 11 149
Motor Cycles/Scooter 136 87 8 231
Auto Rickshaws 46 67 4 117
2 2011
Truck 38 51 1 90
Others 71 72 3 146
Motor Cycles/Scooter 120 93 12 225
Auto Rickshaws 29 62 3 94
3 2012
Truck 30 46 6 82
Others 54 59 9 122
Motor Cycles/Scooter 124 92 12 228
Auto Rickshaws 15 51 4 70
4 2013
Truck 30 42 3 75
Others 54 55 2 111
Motor Cycles/Scooter 148 101 11 260
Auto Rickshaws 46 16 2 64
5 2014
Truck 39 20 2 61
Others 31 27 4 62
Source : Traffic Police, Dhanbad
Number Of Accidents
S. No. Year Location
Fatal Injury Non Injury Total
250
200
150
Urban
100 Rural
50
0
2010 2011 2012 2013 2014
200
180
160
140
120
100 Urban
80 Rural
60
40
20
0
2010 2011 2012 2013 2014
40
35
30
25
20 Urban
15 Rural
10
5
0
2010 2011 2012 2013 2014
It is observed from the above table that noise levels are more than the standards given by Central
pollution control board.
Share Auto Parked in Railway Station Share Auto Parked in Dhansar Chowk
Lack of bypass: At present there is no bypass for the study area. Through traffic is passing
through the study area which creates congestion in the urban areas.
Absence of truck terminal: Since there is no truck terminal in the study area, the commercial
vehicles are parked on the road and thereby creating friction for free movement of traffic.
Lack of authorised share auto parking: Shared auto is the only public transport facility
available for intra city movement of people. But there is no designated space for parking and pick
up & drop off of passengers. At present, they are parked on the road. This leads to traffic
congestion.
Rajkamal school in narrow street at Bank Unauthorized Share auto parking in Shramik
more Chowk
Unauthorized Share auto parking in Shramik Unauthorized Share auto parking in Shramik
Chowk Chowk
Improper on-street parking facility: In major commercial areas such as Bank More, Big bazaar,
etc., there is heavy demand for parking. To meet the parking demand, Dhanbad Municipal
Corporation has introduced on-street paid parking facility which will reduce the parking demand
partially. Due to the presence of perpendicular parking at these locations causes traffic
congestion for and friction to the free movement of through traffic. Also in few locations, vehicles
are parked in improper manner in unauthorized parking locations.
Poor condition of Dhanbad Bus Terminus Poor seating arrangement at Dhanbad Bus
Terminus
Lack of safe pedestrian crossing facility (Subway): There is no safe pedestrian crossing
facility in major junctions such as Bank more, Ray Talkies, Shramik Chowk, Pooja Talkies,
Gandhi Chowk, etc., This affects the safety of the pedestrians.
Pedestrian Crossing in Bank More Junction Pedestrian Crossing in Ray Talkies Junction
Median opening in NH-32: There are number of median opening observed along NH32 from
Narrow
Randhir Verma Gaya
Chowk Bridge
to ISM Gate(RUB)
section for minor cross roads also. This creates delay in the
through traffic movement along NH32 as well as increases the number of conflict points along the
road.
Median opening in NH-32 near Park market Median opening in NH-32 near Police Line
Schools in Narrow Street: The major schools such as Delhi Public School in Saraidhela,
Rajkamal Saraswati Shishu Mandir Vidyalaya School near Bank More, etc are located in the
narrow streets. This leads to traffic congestion in adjoining major road during the school starting
and ending time.
Lack of speed breaker: At most of the locations near institutional areas the speed breaker is not
available which creates safety related issues for the pedestrians.
Lack of vegetable market area & its parking: In many locations such as Bartand, Bata more,
etc., lack of designated vegetable market and its parking is observed. They occupy the road
space & reduce the effective road width. Also people coming to these market areas are parking
their vehicles on the road itself. This is further reducing the road width for the free vehicle
movement.
Issues in RUB: Existing Gaya RUB is narrow in width and it leads to traffic congestion during
peak hour. Also drainage problem exists in Gaya RUB during rainy season. In addition to Gaya
RUB, we have observed one narrow RUB in Bathmunda to Rajganj road which causes oversized
vehicles difficult to cross this RUB. The narrow RUB locations are presented in Figure 2-10.
RUB in Bathmunda
to Rajganj Road
RUB in Bathmunda
to Rajganj Road
Gaya RUB
NH-32
Existing Railway Line
Lack of enforcement against parking: In few locations such as near Textile market and near
court, vehicles are parked in the no-parking area.
Absence of footpath: Footpath is not available in most of the major roads. Due to lack of
footpath, pedestrians are forced to walk on the carriageway which creates safety issues for the
pedestrians.
Pedestrian Movement in Luby Circular Road Pedestrian Movement near Katras Bus stand
Absence of lighting facility: Absence of lighting facility in all the roads in the study area except
few junctions with high mast light is observed. Recently Dhanbad Municipal Corporation has
provided the street lighting facility for all the major roads but it is yet to be operated.
Lack of parking facility in Commercial Building: Most of the commercial building doesnt have
parking facility. Vehicles are parked in front of the building on road side.
Narrow bridge: Most of the bridges along the major roads have narrow width than approaching
road width. This creates bottle neck situation at this bridge locations.
Poor major road near Mining areas: Due to continuous movement of heavy vehicle carrying
coals, the pavement condition is very poor in some section for Jharia-Baliapur road from Bata
More to Jairampur.
Vehicles parked in road near Steel Gate Vehicles parked in road near Steel Gate
Narrow bridge near Matkuria near NH-32 Poor condition of Jhariya Baliapur Road
2.4 Land-use
2.5 Demography
2.5.1 Population
Decadal
Year Population growth
rate in %
1951 261,616
Decadal
Year Population growth
rate in %
14,00,000
12,00,000
Population in numbers
10,00,000
8,00,000
6,00,000
4,00,000
2,00,000
0
1951 1961 1971 1981 1991 2001 2011
Year
Table 2-12: Projected Population for the year 2025 and 2035 in Dhanbad
Population
Year Incremental
Arithmetic increase Geometrical Graphical
increase
method increase method method
method
2015 12,32,477 12,66,102 12,46,116 12,61,722
2025 14,07,489 15,48,274 14,55,225 15,30,862
2035 15,82,501 18,93,331 16,64,335 18,26,723
It is observed from the above table that, Geometrical increase method and Graphical method
predicts more or less same value. Consultants adopted the population predicted by Graphical
method for planning aspects. The forecasted population for Dhanbad Municipal Corporation is
presented in Table 2-13.
Table 2-13: Projected Population for the year 2015, 2025 and 2035 in Dhanbad
Growth
Year Population
Rate
2011 11,62,472 -
2015 12,61,722
2025 15,30,862 21.33%
2035 18,26,723 19.33%
2.5.2 Employment
According to 2011 census, the Work Force Participation Rate (WFPR) in the study area is
27.47% which is much lower than the National WFPR of 39.8%. About 82.50% of the total
workers are main workers. The growth in Workers observed in the study area over the past three
decades is presented in Table 2-14.
Year
Category of worker
1991 2001 2011
Main workers 201,839 216,325 2,63,447
Marginal workers 1,763 27,160 55,870
Total 203,602 2,43,485 3,19,317
WFPR (%) 27.01 24.90 27.47
2.5.2.1 Occupation
At present, 96% of the main workers are other workers. The breakup of Main workers in Dhanbad
in the past three decades is presented in Table 2-15. The changing trend of the same can be
seen graphically in Figure 2-16.
Main Workers
300000
250000
200000
150000
100000
50000
0
1991 2001 2011
2.6 Economy
Dhanbad and the surrounding areas are the source of employment and serve the entire region in
terms of social and economic facilities. The city is the Coal capital of India and has abundant
mineral (coking coal). About 112 coal mines operating in the district which totally produce
34.51MT of coal annually. The coal production is expected to increase to 50MT in the next 5
years. Of the total workforce, 86% of the total workforce in Dhanbad Urban Agglomeration is
engaged in secondary sector (i.e. mining sector).
Given its resource base, the potential for growth in mining and mineral based industries is
immense and with the support of the State Government industrial activity is expected to expand.
It is estimated that the about 1.5 lakh jobs are likely to be generated during the next ten years.
Mining and mineral activities continue to be the major areas of focus. Chemical based industries,
Engineering and auto components, Power generation, Iron, steel and steel based industries are
the other sectors gaining importance.
2.8 Tourism
The major tourist attractions in Dhanbad district are:
1. Shakti Mandir
A much revered temple of goddess Durga in the heart of the city, Shakti temple draws a large
number of devotees.
2. Maithon Dam
It has the biggest reservoir of the Damodar Valley Corporation, Indias first multipurpose
project.
3. Kalyaneswari Mandir
Close to Maithan Dam, 46 km away from Dhanbad, is the famous temple presiding deity of
which is Maa Kalyaneshwari. It draws a large number of devotees throughout the year.
4. Panchet Dam
Panchet Dam was the last of the four multi-purpose dams included in the first phase of the
Damodar Valley Corporation. It was constructed across the Damodar River at Panchet.
5) Regional Pollution Control Board (RPCB), Jharkhand - The Regional Pollution Control
Board (RPCB) is responsible for environmental protection and enforcement of decisions
related to the same, passed by the competent authorities.
6) Fertilizer Corporation of India (FCI) - The Fertilizer Corporation of India (FCI) provides
basic infrastructure including water to entire Sindri town. Due to non-availability of funds,
major roads are maintained by DMC and Street lighting is provided by Electricity Board.
In addition to involvement of various institutions in the development of local-level infrastructure,
the Urban Development Department (UDD) controls local-level governance through the
Commissioner of Dhanbad.
S.No. Location
1. Barmasiya (Near Loco Talab) (ROB)
2. Gaya Bridge (RUB)
3. ROB near Wasseypur
4. Naya Bazar (ROB)
5. Baliapur Bypass
6. Steel Gate
7. ISM Gate
8. Randhir Verma Chowk
9. Ambedkar Chowk
10. Pooja Talkies
11. Bank More
12. Kendua Pool
13. Karkend
S.No. Location
1 Barwaadda
2 NH-32 near Gobindpur
3 On MDR-67 - Sindri
4 SH-12 near Bhowrah Railway Station
5 Jairampur-Baliapur Road
6 NH-32 near Putki
7 Katras
Origin Destination surveys were carried out on sample basis by roadside interview method. The
survey was carried out for a period of 24 hours duration at outer cordons on a typical working
day. The main objective of the survey is to derive the passenger and freight travel pattern by
road. These surveys are analyzed for the traffic movement within the study area and also the
interaction between outer and within the study area (floating population). Inter district
transportation movement from Dhanbad to Chas, Bokaro, Jamshedpur, Ranchi, Rest of
Jharkhand, Kolkatta, Bihar and rest of India also been considered. Classified volume counts have
also been carried out along with the Origin Destination surveys for estimation of expansion
factors.
Survey Outcome:
The survey was carried out by manual counting of the parked vehicles for a period of 12 hour
(covering morning and evening peaks). The output of the parking demand survey is as follows:
Location wise parking demand and supply
Demand supply gap
Hourly variation of parking demand
Peaking turnover rates
Daily Total Km
Fuel Consumption
Maintenance Charges per day
Mileage
Total Revenue
Simultaneously, counts were carried throughout the survey duration to determine the sample size
interviewed.
The key outputs are:
External O-D matrix for Public transport modes
Terminal access mode choices/ preferences
Total
S.No. Screen line Location
Vehicles PCUs
1 SL-1 Barmasiya 8,609 7,076
2 SL-2 Gaya Bridge 36,581 45,342
3 SL-3 Wasseypur 13,861 16,032
4 SL-4 Naya Bazaar (Flyover) 48,175 57,778
5 SL-5 Baliapur Bypass 14,274 14,506
6 SL-6 Steel Gate 20,331 22,661
7 SL-7 ISM Gate 11,670 9,780
8 SL-8 Randhir Verma Chowk 28,515 32,808
9 SL-9 Ambedkar Chowk 19,917 24,285
10 SL-10 Pooja Talkies 31,538 38,985
11 SL-11 Bank More 31,857 32,758
12 SL-12 Kendua Pool 10,207 9,896
13 SL-13 Karkend 11,155 13,117
Total 2,86,690 3,25,023
Private Modes
Goods
Location Two Car/ Auto Bus SMV Total
Vehicles
Wheelers Jeep Rickshaw
The share of public transport (i.e. Bus & Mini Bus) in total traffic is 0.9%. The share of IPT in total
traffic is 18.3%
4.2.2 Peak Hour Characteristics
Peak hour traffic varied between 7.5% and 11.5% of the total traffic. Table 4-3 presents the
location wise peak hour traffic at Screen Line locations.
Table 4-3: Peak Hour Traffic at Screen Line locations
Table 4-5: Vehicular and Passenger Flow across the Screen Lines
Ambedkar
Chowk 16,433 3,484 19,917 68,981
Total
S.No. Road Name
Vehicles PCUs
1 Baliapur Hirak Road 6,308 6,220
Private Modes
Auto Goods
Road Name Two Car/ Bus SMV Total
Rickshaw Vehicles
Wheelers Jeep
Baliapur Hirak Road 55.8 11.7 6.7 0.0 11.4 14.4 100.0
Outer Total
Location Share
Cordon Vehicles PCUs
OC-1 Barwaadda 13,335 16,332 19%
OC-2 NH 32 near Gobindpur 15,138 20,601 21%
OC-3 On MDR 67 Sindri 4,081 3,981 6%
SH 12 near Bhowrah
OC-4 7,211 6,561 10%
Railway Station
Jairampur Baliapur
OC-5 10,821 9,017 15%
Road
OC-6 NH 32 near Phutki 9,865 11,646 14%
OC-7 Katras 10,088 9,578 14%
All Locations 70,539 77,716 100%
traffic flow and plan the transport system and services to efficiently meet these needs at desirable
levels of service.
Study of day - night traffic distribution revealed that about 83% of passenger traffic move between
8 a.m. to 8 p.m. the rest in night hours, while about 77% of total goods traffic ply between 8 a.m.
& 8 p.m. Table 4-13 presents peak hour traffic and its share in the daily traffic at outer cordon
locations. Percentage of traffic in peak hour ranged from 8.0% to 12.8% with an average value of
8.7%.
Average Hourly variation of traffic on major Cordon locations is presented in Figure 4-2 and
Figure 4-3. Hourly variations of other roads are presented in Annexure V.
External to External (Through traffic) are the trips originating and destining outside the
study area.
While Internal to External traffic accounts for 33%, External to Internal accounts for 38% and
through traffic accounts for 4% of the total traffic. It is observed that the Internal to External trips
at Govindpur location is more due to traffic movement between NH-2 and Dhanbad.
Table 4-16: Mode Wise Travel Patterns of Passenger Vehicles at Outer Cordon
Vehicle Internal to Internal to External External to
Total
Type Internal External to Internal External
Two Wheeler 10105 10063 13115 1551 34835
Auto 1851 2821 2894 95 7661
Car 1478 4394 4299 558 10729
Bus 0 346 311 57 714
Total 13434 17625 20619 2262 53939
Table 4-22: Movement Patterns by Mode at Outer Cordon for Goods Vehicles
Internal External External
to to to
Vehicle Type External Internal External Total
LCV 2155 1573 248 3976
Truck 2567 2019 696 5282
MAV 284 218 64 566
Total 5006 3810 1008 9824
The intersection wise peak hour turning volumes are presented graphically in Figure 4-4.
Study area is divided into zones in order to have a spatially disaggregated idea of origin and
destination of trips. Comprehensive zoning system is adopted so as to reveal not only travel
pattern within study area but also pattern and interaction with areas outside the study area. This
will help in suggesting regional linkages between different towns/areas around Dhanbad.
Household survey data is analysed and presented under following heads.
Household socio-economic characteristics
Personal characteristics
Trip characteristics
It can be inferred that about 20% of households have 5 members and 44% of households have
more than 6 members in the study area.
4.8.2 Household Income
The average household income in the study area is observed to be Rs.18,139. The sector-wise
average household income is presented in the Figure 4-6.
Katras 9.0%
Chhatanr 8.6%
Dhanbad 8.8%
Jharia 9.6%
Sindri 7.65%
4.8.5 Students
Average number of Students per household in the study area is 1.16. Distribution of students in a
household is presented in Table 4-31. While about 24.4% of the households have no students in
the family, 43% of Households have one student, 26.2% of the households have two students in
the family and 6.5% of the households have three or more students in the family.
Age Share
0-4 4.1%
5-9 4.7%
10-14 5.8%
Age Share
15-19 7.1%
20-24 8.5%
25-29 9.8%
30-34 11.8%
35-39 13.5%
40-44 11.2%
45-49 7.8%
50-54 5.5%
55-59 3.8%
60-64 3.4%
65-69 2.3%
70-74 0.5%
75-79 0.1%
>80 0.1%
Total 100%
4.9.3 Occupation
The classification of workers under different occupation groups is presented in Table 4-34. The
distribution of population by occupation reveals about 32.54% of the population comprise of
students, while 31.91% comprise of housewives.
Table 4-34: Distribution of Population by Occupation
Study
Occupation Katras Chhatanr Dhanbad Jharia Sindri
Area
Service Govt 6.82 8.16 5.06 4.90 5.79 6.15
Service Private 8.09 12.52 9.31 17.20 8.53 11.13
Business small 3.92 5.84 6.06 9.20 4.75 5.95
Business large 0.83 1.13 0.81 1.30 0.09 0.83
Self Employment 0.58 0.92 4.88 2.20 2.99 2.32
Farmer 0.17 0.07 0.27 0.00 0.44 0.19
Worker 4.59 0.41 1.81 1.70 6.51 3.00
Housewife 33.1 34.76 29.1 31.7 30.9 31.91
Student 36.9 31 36.2 24.6 34 32.54
Unemployed 3.3 3.64 5.4 4.4 5.3 4.41
Retired 1.7 1.56 1.1 2.8 0.7 1.57
1 Work/Business 22.0
2 Education 18.0
3 Shopping 9.5
4 Social/Religious/Recreation 0.2
5 Health/Hospital 0.7
6 Tourism 0.1
% Trips
Distance Range (in Km) Including Excluding
Walk Walk
0.00-0.50 29.6 2.5
0.50-1.00 19.1 11.3
1.00-2.00 12.0 15.5
2.00-3.00 8.0 13.3
3.00-4.00 7.8 14.2
4.00-5.00 5.6 10.0
5.00-6.00 3.7 7.0
6.00-7.00 2.4 4.4
7.00-8.00 2.6 4.8
8.00-9.00 1.0 1.8
9.00-10.00 2.7 4.9
>10.00 5.7 10.3
Total 100 100
Average 3.22 5.23
Table 4-41: Equivalent Car Space (ECS) units for various modes
S.No. Vehicle Type ECS
1 Big Car 1.5
2 Small Car 1
3 Two Wheeler 0.2
4 Van/Maxicab/Minibus 1.5
5 Bus 2.5
6 Auto Rickshaw 0.5
7 Truck 2.5
8 MAV 3
9 LCV 1.75
The parking characteristics of vehicles on major commercial roads across various junctions are
shown in Figure 4-11.
Bank More
Shramik Chowk
Bank More
Pooja Talkies
Railway Station
Gandhi Chowk
MEMCO
Polytechnic Road
Randhir Verma Chowk
City Centre
DRM Office
Hill Colony
Hirapur
Purana Bazar
Horah Road
Steel Gate
Koyla Nagar
Katras Chowk
Baghmara Road
Dhanbad Road
Baliapur Road
Bokaro to Dhanbad
Dhanbad to Bokaro
Jharia to Bokaro
Park Road
Luminous Studio
Mahaveer Chowk
Vivekanand Chowk
Katras Railway Station
Court
Big Bazar
About 15% of vehicles is observed in Bagamara direction of Katras chowk is due to many
shopping complex and vegetable market.
About of 59% of vehicles is observed in Baliapur direction of Bata more chowk is due to
shared auto stand.
About 26% of vehicles is observed in Big bazaar location is due to Shopping complex
cum entertainment centre.
It can be deduced from the parking survey that Two-wheelers occupy major share of on-street
parking in the study area except at Shramik Chowk. It is observed that nearly 90% of parked
vehicles are parked for less than an hour which can be considered as short-term parking. While
nearly 6% of vehicles are parked between 1hr-3hrs (medium-term parking), around 4% of
vehicles are found to be parked for more than 3hrs (long-term parking). Such scenario reflects
that the activities on major roads in the study area are mostly associated with the mixed landuse
in which commercial activities are observed to be predominant.
The average journey speed varies from 5.5 kmph to 60.39 kmph. Based on survey, the average
speed is observed to be 26.72 kmph. In Bata more to Indra Chowk, journey speed is very low due
to narrow effective road width.
carriageway and 0.5% of road length has 4-lane carriageway. The distribution of road length by
carriageway width is presented in Table 4-45.
About 95% of the road length in the city has undivided carriageway and needs attention for safety
from possible head on collision accidents. The distribution of road length by type of carriageway is
presented in Table 4-46.
Centre Only 1%
Either Side of Road 19%
Not Available 80%
Total 100%
Bus Terminals
Dhanbad Bus Stand
Railway Terminals
Dhanbad Railway Station
Katras Railway Station
Bhuli Railway Station
Bhowrah Railway Station
Sindri Railway Station
Sindri Town Railway Station
Origin-destination survey is also carried out on sample basis to assess the access & dispersal
characteristics.
Travel Purpose:
It is observed that work, business and education trips account for 32%, 15% and 24% share of
total trips at Dhanbad bus stand. The purpose wise distribution of trips is presented in Table 4-55.
Origin-destination is also carried out to assess the access & dispersal characteristics.
Travel Purpose
It is observed that work, business and education trips account for 68% and 58% share of total
trips at Dhanbad Railway Station and Katras Railway Station, while Social/Recreation trips
accounts for 9% and 17% of the total trips at Dhanbad Railway Station and Katras Railway
Station. The purpose wise distribution of trips is presented in Table 4-58.
The Average lux value calculated for each road and the road wise information of whether
recommended values of luminance are maintained or not are presented in Table 4-60.
It is observed that only one of the major roads in Dhanbad have achieved the recommended
luminance level.
= A/ (B/1000)
= 0, Therefore LoS 2 = 4
Average waiting
5.2.1.4 Average waiting time for public transport users time for public
(minutes) Los 4
transport users
There is no city bus service in Dhanbad. (mins)
Therefore LoS 4 = 4 1 <=4
2 4-6
3 6- 10
4 > 10
Level of Comfort of
5.2.1.5 Level of comfort in public transport Los 5 public transport in
the city
There is no public transport in the Dhanbad. Therefore LoS 5
=4 1 <=1.5
2 1.5 2.0
3 2.0 2.5
4 >2.5
The overall LoS of Public Transport Facilities is obtained by summing up the LoS of individual
parameters.
Overall Level of Service of Public Transport facilities in Dhanbad = LoS 1+ LoS 2 + LoS 3 + LoS 4
+ LoS 5 + LoS 6 = 4 + 4 +4 + 4 +4 + 4 = 24
Almost all the roads surveyed in the study area does not Los 3 % of city covered
have footpath. 1 >= 75
A = Total length of road network in the city and multiplied by 2 50 - 75
2 = 685.95 kilometers 3 25 - 50
4 < 25
B = Total length of the footpath having minimum width of 1.2
m and available on both sides = 12.72 in Kilometers.
Percentage of the city covered = (B/A)*100
= (12.72/685.95)*100 = 1.85 %,
Therefore LoS 3 =4
The overall LoS of Pedestrian Infrastructure Facilities is obtained by summing up the LoS of
individual parameters.
Overall Level of Service of pedestrian Infrastructure facilities city wide = LoS 1+ LoS 2 + LoS 3 =
4+4+4= 12
Overall Level of Service of NMT facilities city wide = LoS 1+ LoS 2 + LoS 3 = 4+4+4=12
3. Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
4. Signal Synchronization (%)
5. Integrated ticketing System (%)
5.2.4.3 Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
Overall Level of Service of ITS facilities city wide = LoS 1+ LoS 2 + LoS 3 + LoS 4 + LoS 5 =
4+4+4+4+4+4= 20
5.2.5 Travel speed (Motorized and Mass Transit) along major corridors
Travel speed along major corridors is assessed based on the two different indicators given below:
1. Average travel speed of personal vehicles (Kmph)
2. Average travel speed of public transport (Kmph)
A = Delineate the key corridors of the road traffic Average travel Speed of
Los 1
(personal vehicle) in the city personal vehicles (Kmph)
1 >=30
B = Compute average speed on the key corridors
2 25 - 30
C= Level of service for personal vehicle along each 3 15 - 25
corridor. 4 <15
D = Weight of each corridor based on volume of personal traffic
Weight age of the nth corridor (Wn) = Length for nth corridor / Total length
Overall Level of Service of Travel Speed facilities city wide = LoS 1+ LoS2 =2+N.A =N.A
Same parking price is used at all the locations in Ratio of Maximum and
Dhanbad. Los Minimum parking Fee
in the City
So, the ratio of maximum and minimum parking fee is 1 >4
1 for Dhanbad. Therefore, LoS 2 = 4. 2 24
3 12
4 1
Need considerable improvements in Road design and available road infrastructure, traffic
management and in other such reasons which signficantly contribute to road safety.
4. RSPM (size
Level of 2. Oxides of
1.SO2 3. SPM less than 10
service Nitrogen
microns)
1 ( Low) 0-40 0-40 0-180 0-40
2 ( Moderate) 40-80 40-80 180-360 40-80
3 ( High ) 80-120 80-120 360-540 80-120
4 ( Critical) >120 >120 >540 >120
For Dhanbad, as per the pollution data provided, the average value of Sulphur dioxide, Oxides of
Nitrogen and RSPM are 14.88, 35.93 and 217.19 respectively.
Annual average
Sl. No Air pollutant Level of Service
present
1 Sulphur Dioxide (SO2) 14.88 1
2 Oxides of Nitrogen
35.93 1
The overall Level of Service for Pollution levels in Dhanbad = LoS 1+ LoS 2 + LoS 3 + LoS 4 =
1+1+2+4 = 8
A = total Length of roads (Arterial and sub arterial) having % network having
ROW 9m and above plus total length of urban rail network = Los 7 exclusive ROW for
102 km (0 km - rail network + 19.9 km from Road inventory transit network
survey) 1 >=30
2 20-30
B = Total length of road having exclusive
3 10-20
BRT/Metro/LRT/Monorail = 0 kms
4 < 10
% network with exclusive ROW for transit = B/A*100 = 0,
Therefore LoS 7 = 4
For a population < 1 million, overall Level of Service of Integrated Land use system= LoS 1+ LoS
2 + LoS 3 + LoS 4 + LoS 5 + LoS 6 + LoS 7= 4+ 4 +3 +3 +4 +4 + 4 =26
5.2.11 Summary
LOS
calculated for
Sl.
Bench mark Dhanbad Inference as per MOUD Guidelines
No
Municipal
Corporation
The overall vision statement for Dhanbad as per the City Development Plan is presented below.
The vision clearly emphasizes balanced and sustainable development as well as conservation of
natural resources.
The transportation vision for Dhanbad is presented below, emphasizing on sustainable and
implementable transportation system that adopts itself with planned changes in the Land use
especially additional areas that may come under coal mining in the next 15 to 20 years.
Goal-1: Develop good public transport system in compatible with the land-use
Current Scenario:
Plan and provide Public Transport/ Mini bus with good frequency, easy access, wide
coverage and affordable.
Expand additional routes for Public transport
Provide Bus Stops at 500m intervals. Bus Stops
should be located within 800m from residential
and commercial areas so that commuters can
reach the bus stop within 10min
Provide adequate bus infrastructure (Bus stops,
Bus bays, Bus Terminals, Signage, marking,
information of bus routes and time table)
Introduce various categories of bus services (
Midi Bus, Mini Bus ) to meet the demand on
various routes and market segments
Introduce incentives for travelling on Bus (concessional pass e.g. for students and
economically backward communities, monthly and quarterly pass etc. for regular
commuters)
Provide bus terminals on PPP basis with commercial areas such as hotel, office and
parking etc. as part of the bus terminal to attract the investors.
Improve access to public transport in the form of continuous, high quality footpaths
Current Scenario:
Provision of generous footpaths with seating arrangement, landscaping and place making
in areas where tourists move around
Local administration shall issue guidelines and make appropriate laws and impose
penalties for encroachment of public places especially footpaths, cycle tracks etc.
Goal-3: Develop a Parking System that reduces the demand for parking and need for
private mode of transport and also facilitate organized parking for various types of
vehicles
Current Scenario:
Goal-4: Provide adequate road infrastructure and implement the traffic management
schemes to optimize the existing infrastructure
Current Scenario:
Develop missing links so that access to the residential areas will reduce
Roads shall be widened based on traffic demand
Existing bridges have to improved or if required new bridges needs to be constructed
based on the traffic demand
Provide bypass for the regional traffic movement
Current Scenario:
Restrict loading and unloading activities in the market areas during peak hours
Ban on-street parking of commercial vehicles along the major corridors
Develop Truck terminal with all the basic facilities
Provide bypass for the through commercial vehicle traffic
Current Scenario:
Goal-7: Lay guidelines and monitor the pollution levels of all vehicles (personal,
commercial and public transport buses, Auto rickshaws etc.)
Current Scenario:
Trip and
Network Data
7.3 Zoning
The study area is divided into number of Traffic Analysis Zones (TAZ) for analysing the travel
characteristics. The total number of zoning system adopted for the study is 62 out of which 55
zones are internal and 7 zones are external. The zone map is presented in Figure 7-2. The
detailed zone list is presented in Annexure IV.
For public transport, outside Dhanbad trips are captured through terminal surveys.
The mode wise matrices are developed for morning peak hour. From the primary surveys, it has
been observed that the morning peak is during 09:45 am to 10:45 a.m.
The base year travel demand for Dhanbad is presented in Table 7-3.
Table 7-3: Summary of Base Year Travel Demand
Trip Cycle Two Public
Walk Cycle Car Total
Component Rickshaw Wheeler Transport
Internal to
339923 124074 30257 503515 30586 648980 1677334
Internal
Internal to
2144 1646 200 10755 4580 51341 70666
External
External to
0 0 0 10925 4258 45133 43102
Internal
External to
0 0 0 430 173 1995 3195
External
Total 342067 125720 30457 525625 39597 747449 1794297
Cycle 57 58 1% 57 58 1%
Steel Gate Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Two wheeler 789 731 -7% 790 731 -7%
Car 821 748 -9% 821 748 -9%
Cycle rickshaw 47 51 9% 47 51 9%
Cycle 134 133 -1% 133 133 0%
Baliapur Bypass Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Two wheeler 1025 962 -8% 1026 962 -8%
Car 556 484 -13% 556 484 -13%
Cycle rickshaw 28 24 -14% 27 24 -11%
Cycle 142 145 3% 141 145 3%
Dhansar Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 5460 5595 2% 5460 5595 2%
Katras Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 6853 7276 6% 6853 7276 6%
Kusunda Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 5045 4735 -6% 5045 4725 -6%
Jharkand More
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 570 519 -9% 570 554 -3%
Katras Market
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 483 475 -2% 483 475 -2%
Pooja Talkies Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 11650 12708 9% 11650 12708 9%
Ambedkar Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 3913 4045 3% 3913 4045 3%
Vinod Vihar Chowk
Towards the Junction Away from the Junction
Modes
Observed Assigned % Difference Observed Assigned % Difference
Public
Transport 530 565 7% 530 565 7%
Steel Gate Chowk
20000.00
18000.00
16000.00
14000.00
12000.00
Trips
10000.00
8000.00 Observed
6000.00 Modelled
4000.00
2000.00
0.00
Distance in Km
Passenger Kilometres
283927 Pass.Km
(Public Transport)
The base year traffic flow, public transport flow along the major roads and travel pattern in the
form of desire line diagrams is presented in Figure 7-9 to Figure 7-11.
Figure 7-12: Population Density 2035 Figure 7-13: Employment Density 2035
Do Nothing
Travel Characteristics
Year-2035
NMT Trips(Cycle
2365 (1%)
rickshaw)
Transport
Network
Travel Characteristics Improvement
Year-2035
NMT Trips(Cycle
2005 (1%)
rickshaw)
Transport
improvements
+Public transport
Travel Characteristics
improvements
Year-2035
NMT Trips(Cycle
1492 (1%)
rickshaw)
Vehicle Kilometres in
250545 PCU-Km
PCU-km (Excluding PT)
Passenger Kilometres
890911 Pass-Km
(Public Transport)
The average network speed will decline from 23.54 kmph in the base year to 14.89 kmph in the
do nothing scenario. With transport network and public transport improvements, the average
network speed will increase to 30.09 kmph.
The private vehicle flow, public transport flow and desire line observed in all the scenarios for the
year 2035 is presented in Figure 7-14 to Figure 7-16
.
Figure 7-14: Private vehicle flow, public transport flow and desire line for Do Nothing
Scenario in 2035
Figure 7-15: Private vehicle flow, public transport flow and desire line for Transport
Network Improvement Scenario in 2035
Figure 7-16: Private vehicle flow, public transport flow and desire line for Public Transport
Improvement Scenario in 2035
8 Mobility Plan
8.1 General
As a part of Comprehensive Mobility Plan (CMP) for Dhanbad Municipal Corporation (DMC),
comprehensive traffic data has been collected and analyzed. Based on the analysis of data, a
number of short term, medium term and long term schemes have been proposed for DMC area.
Short and medium term proposals bring in relief to traffic in short and medium period. Short term
improvement measures are those whose usefulness lasts for about three to five years of time.
Beyond this period, the implemented measures may not be effective in serving their purpose and
need to be reviewed for alternative measures. Similarly, the medium and long term measures are
those whose usefulness may last for about 10 years. Hence it is not the time taken for actually
implementing the proposals that differentiate the short, medium and long terms; rather, it is the
duration of time that these proposals are effective in fulfilling their purpose.
To cater to the demand in the horizon year, long term schemes are formulated. Further, the
proposals have been phased over next 20 years based on several considerations such as to
cater to the urgent travel requirements of passengers and availability of funds etc.
Traffic congestion and delays due to reduced carriageway widths and unsignalised
junctions
Heavy on-street parking/parking on footpaths and near intersection
Lack of footpaths/Encroachment on footpath
Improper intersection geometrics
8Mobility Plan
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It is a two lane road with a length of 16.6 Frequent median openings shall be
km starting from Gold Building to Putki closed. Zebra markings accompanied by
Junction except a small stretch (i.e. near openings in the median are suggested at
ISM Gate to Randhir Verma Chowk) have regular intervals along the road.
2-lane divided carriageway for about 3.4 Sufficient width of Footpath should be
Km provided throughout the road in urban
The road condition is good with heavy section (especially from Steel Gate to
local traffic. Matkuria, Kendua and Putki settlement).
Footpath is not available in this road Traffic signals should be provided at
Median openings are observed at frequent Randhir verma, Ray Talkies Chowk, Bank
interval for smaller distances. Due to this, More and Shramik Chowk.
through traffic is affected. Zebra crossing should be provided in
Many Commercial establishments, Bank More, Ray Talkies, Shramik Chowk
government offices and markets are and Randhir Verma Chowk.
located along this road Provide parking facility near NH-32 at the
In few sections, Right of way is heavily court complex so that vehicles parked in
encroached by shops, hawkers and the road can be relocated to this location
private vehicles parking. and this will widen the road width for free
On-street parking of two wheelers, cars flow of traffic movement.
and shared autos are observed on this Develop Shared Auto terminal near
road. Shramik chowk for effective utilization of
Traffic signal is not present in this road. existing road width. The long waiting of
Few narrow bridges are observed in this shared autos near the junction should be
road. discouraged.
During school opening and closing time, Provide shared auto pickup and drop off
heavy traffic congestion occurs near Delhi area near NCB chowk, Ray talkies, Bank
Public School in Saraidhella. more, Kendua & Putki location.
Road marking is not available in few Regularize the traffic movement near
sections. Delhi Public school in steel gate along the
Sufficient signboard is not available NH-32 through the alternate route via
During peak hour, the average journey BCCL residential colony.
speed on this road is 22.1 kmph. Close the unwanted median openings in
About 5146 pedestrians are observed Steel gate to ISM Gate section. Provide a
along this road during peak hour at Ray median opening for every 1 Km (app.).
Talkies Junction. Street lights should be made functional as
Except Randhir verma chowk to Steel gate soon as possible to aid
junction section of this road, Street lights pedestrian/vehicles during night time.
are not fully functional. Develop off street parking for taxi stand
Lux value in this road section from ISM and two wheeler near Bank more
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Gate to Randhir Verma Chowk is 9.7 Provide sufficient Road signs and road
marking for guiding vehicular and
pedestrian traffic.
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Non-functional
street lamps
Pedestrian Irregular
Movement pedestrian
Encroachment in the road crossing
in the road
Non-proper
parking facility
C. Luby Circular Road (from Pooja Talkies junction to Randhir Verma Chowk via Gandhi
Chowk)
Pedestrian
movement on
the road
Existing
Footpath
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Encroachment
in the road Vehicular traffic
Pedestrian
walking in the road Wider Road Width
available
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Vehicles parked
in the road
Lack of
Footpath
Residential
Development
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Lack of Street
light in the road
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Sakthi Mandir
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Poor condition
of the road
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Vehicular
Movement Pedestrian
Vehicles Parked Movement
in the road
Hawkers
Encroachment
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Vehicles Parked
in the road
Pedestrian Existing
walking in the road carriageway
Land available
for footpath
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M. Katras Road
Encroachment Pedestrian
in the road Movment in Vehicles
the road parked in the
road
Narrow Road
Width
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Pedestrian
movement
Vehicles parked in the road
in the road
Encroachment
in the road Narrow road
width
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O. Sindri Road
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Figure 8-1: Road Network selected for Short Term Improvements in Dhanbad
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S.No. Locations
1 NH-32
2 Jharia Road (SH-12)
3 Luby Circular road
4 Dhaiya Road
Baliapur-Hirak, Bhuphipore-
5
Hiirak, Hirak-Bhuli Road
6 Polytechnic Road
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The Consultants propose Hawker Zones which are aimed at decongesting main roads in
Dhanbad, while at the same time, protecting the interests of street hawkers. The proposed
Hawking zone is shown in Figure 8-3.
Accordingly, three types of zones are proposed for Dhanbad to regularise the street vending
operations:
1. Green Zone
2. Amber Zone
3. Red Zone
Green Zone: The areas / roads marked as Green Zones will allow hawkers to do their business
at all the times at the specified locations without any restrictions. The locations around the market
area generally are designated as Green / Hawker zones.
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Hawkers (Vegetable and Fruit Vendors) are observed on. Hawkers may be allowed to operate for
the entire day on these roads, as it does not reach high congestion at any time of the day.
Amber Zone: The areas that come under Amber zone have some restrictions for the vendors
and hawkers. These restrictions could either be by time of the day, or by the day of the week. On
the times/days specified, hawkers could not be allowed to do their trade, standing on the street.
On all other times, vending is allowed at designated areas.
Red Zone: As the name itself suggests, hawking / vending activities are not allowed at these
designated areas at any time. The zones identified as Red Zones prohibit hawking activity. All the
busy corridors of the town, will come under the cover of Red Zone, and hence, are hawkerfree
zones.
The road wise details of hawking activity and its remedial measures are presented in Table 8-2.
Table 8-2: Details of Hawking activity in DMC and its remedial measures
National Highway-32
(NH-32)(i.e. steel
1 gate, Police line, Hawker free zone
Kendua)
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As a part of medium term improvement measures, off street parking facilities need to be
developed. Intense parking demand in commercial areas needs to be augmented by off street
parking provisions when on street parking mitigation measures do not suffice. The off street
parking lots could be multi level parking facilities in areas where there is significant demand.
These parking lots could be developed at different locations serving the demand type. Sufficient
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planning criteria need to be addressed at and these criteria are often site specific. Stand alone
public parking lots with different funding and operation options (BOT, PPP, etc) could be
developed to mitigate the demand in commercial areas. The authorities could use available land
or grant license to land owners to build and operate parking facilities.
The prevailing general space standards for parking are 23 Sq. m per ECS (Equivalent Car Space)
on open surface. Minimum Parking space recommended for car and two wheeler is given below:
Vehicle Type Space Requirement Remark
3 Basement 32
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It is to be noted that no major Land Acquisition (except Sharmik chowk to Bank More Junction)
will be required for widening of the roads since the necessary RoW is available. However,
removal of encroachments, hawkers and shifting of utilities will be required.
The stretch from Sharmik chowk to Bank more Junction requires six lane configuration in the
future based on the travel demand. At present 20m Row is available from Shamik chowk to Bank
more junction. Therefore in order to avoid huge land acquisition and resettlement, consultants
propose Elevated corridor with four lane configuration as an alternative. The proposed elevated
corridor is presented in Figure 8-6.
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The width of footpath depends upon the pedestrian flows. The minimum width of footpath
as per IRC: 103-2012 is 1.80 m.
At important locations such as Bus Terminals which attract huge pedestrian flow and
therefore require additional pedestrian facilities, FOB/Subways for conflict free and safe
movement of pedestrians. At these places, footpath should be provided with a minimum
width of 2.5m.
In all future roads widening projects footpath should planned as per pedestrian demand.
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 on the carriageway.
Footpaths should be kept free from electric poles, dustbins, telephone chambers, parking
and hawking activities etc.
Signage and markings 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.
It is recommended to provide continuous walkable footpath for encouraging walking in the
city
Height of footpath shall be as per IRC standards
Treatment at access points
Free from encroachments and utilities
Regular maintenance is required after construction. Normally road carriageways are
regularly maintained with overlay etc. but we have observed that once constructed
footpaths are hardly maintained
Special markings / designs at junctions and institutional areas etc.
Proposed footpath locations in Dhanbad are presented in Figure 8-7.
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Gandhi Bus PV2 found larger than 108 Traffic Signal with exclusive
4 Teminal during peak hour pedestrian phase
Chowk
Randhir
PV2 found larger than 108 Traffic Signal with exclusive
Verma
during peak hour pedestrian phase
Chowk
PV2 found larger than 108 Traffic Signal with exclusive
Dhanbad
during peak hour pedestrian phase
Kendua PV2 found larger than 108 Traffic Signal with exclusive
5 Jharia
More during peak hour pedestrian phase
PV2 found larger than 108 Traffic Signal with exclusive
Bokaro
during peak hour pedestrian phase
Ambedkar PV2 found larger than 108 Traffic Signal with exclusive
6 High Court
Chowk during peak hour pedestrian phase
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S.
Junction Arm Survey Findings & Analysis Recommendations
No.
Railway PV2 found larger than 108 Traffic Signal with exclusive
Station during peak hour pedestrian phase
Pooja PV2 found larger than 2 X 108 Traffic Signal with exclusive
Talkies during peak hour pedestrian phase
Ambedkar PV2 found larger than 108 Traffic Signal with exclusive
Randhir Chowk during peak hour pedestrian phase
7 Verma
Chowk Gandhi PV2 found larger than 108 Traffic Signal with exclusive
Chowk during peak hour pedestrian phase
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For the Elevated road option, widening of RUB at Gaya Bridge and ROB at Naya Bazaar is not
considered.
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1 NH-32 16.2 km
2 SH 12 14.8 km
The minimum width of a cycle track for one-way cycle movement is 2m and for two-way cycle
movement is 2.8 m. As per Guidelines for Non-Motorised Transport in Medium sized Indian
cities prepared by Ministry of Urban Development, minimum width for cycle lanes varies between
1.2-2.0m whereas IRC 70-1977 suggests a minimum lane width for cycle track is 1.0m on either
side of the road. A spacing of 1.5m should be provided with a minimum width of 1015 cm solid
line separating from normal traffic.
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If traffic speed is low, NMT can be mixed with other vehicles. More routes needs to be planned
taking into account travel pattern, work centre and educational institution locations. 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. This will also encourage usage of
cycles.
National Urban Transport Policy for India prepared by Ministry of Urban Development,
Government of India recommends the following policies for the Non-Motorised Transport:
The safety concerns of cyclists and pedestrians should be addressed by encouraging the
construction of segregated lanes for bicycles and pedestrians. Segregation of vehicles
moving at different speeds would improve traffic flow.
Segregated NMV paths are required not only along arterials but also access roads to
public transport terminals. This will increase the use of the public transport system
particularly when combined with the construction of NMV parking.
It is essential that NMT facilities be designed and constructed by consulting experts and
community (i.e., potential users).
Activities on footpaths such as street vendors should be properly controlled to secure
pedestrian safety.
8.3.9 Improving circulation and Multi modal integration in the Railway station area
At present the circulation area in front of
the railway station is completely occupied
by the private taxis. The pickup points for
share autos and buses are located little
away from the railway station. The
pedestrians accessing the railway station
found it difficult to walk from the railway
station road to the entrance of the railway
station due to parking of private vehicles
and taxis. The existing situation of the
circulation area at Dhanbad railway station
is presented in Figure 8-16.
It is proposed to bring the bus very close to the railway station to improve the multimodal
integration. The order of accessibility proposed in the circulation area is as follows. First
preference is given to buses followed by share auto rickshaws, third by taxi and the last for taxis
and private vehicles. Parking of private vehicles and taxis shall be discouraged in the circulation
areas. Separate parking area is proposed for parking of private cars.
In order to improve the access for pedestrians from railway station road, raised pedestrian
crossing is proposed from the railway station road. The proposed circulation for the railway
station is presented in Figure 8-17.
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These corridors would be expected to have the following cross sectional elements:
Public transport
Continuous kerb, footpath cum drain
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
Cycle tracks
Segregated area for hawking activities
Note: Though the Consultants propose a RoW of 30m, due to the RoW constraints Consultants
propose typical cross sections for 15m RoW and 20m RoW which are presented from Figure
8-19 to Figure 8-22.
Figure 8-19: Typical Cross Section for 30m RoW with parking on one side
Figure 8-20: Typical Cross Section for 30m RoW with parking on both sides
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8.4.2 Bypass
At present, there is no bypass available for Dhanbad and hence all the trucks and other heavy
vehicles pass through the core city. Since there is restriction for entry of commercial vehicle
during the day time, trucks are parked along the road for long time. To overcome this, the
Consultants have proposed bypass for Dhanbad.
A 2-lane bypass with paved shoulder has been proposed connecting Jamadoba on SH-12 with
Putki on NH-32. This bypass will be useful for all the through traffic passing through Jharia,
Dhanbad. Already existing intermediate lane road is available connecting Jamadoba and Putiki.
This road can be developed as a bypass for the urban areas.
In order to improve the regional connectivity with NH2, a four lane road is proposed connecting
karkend junction to NH 2. Already there is a proposal by National Highways department for
developing this road. This road will help the through traffic from Bokaro and ranchi to Kolkatta and
vice versa.
Figure 8-23 shows the location of proposed bypass for Dhanbad.
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The proposed road is tested in the transport model and the results are presented in Table 8-11
Table 8-11: Projected Traffic for Bypass based on Travel Demand Model
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No of Buses
S. No. Year
Required
1 2015 150
2 2035 720
Proposed Public Transport routes are presented in Table 8-13 and Figure 8-24.
Table 8-13: Proposed Public Transport Route
Route Length
Route System PHPDT
Number in Km
Route-1 Bartand Kusunda - Katras 16.5 Bus 3000
Route-2 Bowrah Putki Kusunda-Katras 24.6 Bus 2500
Shivam Colony Bhuli via Baliapur
Hirak road Wasseypur Matkuria
Route-3 20.17 Bus 1000
Bank More- Pooja Talkies
Shivam Colony
Route-4 Bartand - Barwada 4.7 Bus 1300
Bartand Sharmik chowk
Route-5 Wassepur Titulmari Bhuli 12.0 IPT 600
Polytechnic chowk- Bartand
Bartand Sharmik chowk
Route-6 Wassepur Bhuli Polytechnic 7.9 IPT 550
chowk- Bartand
Randhir Varma chowk- Manitand-
Route-7 4.8 IPT 200
Ray Talkies chowk
Route-8 Jharia - Baliapur 12 IPT 200
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This will enhance goods mobility and consequently improve the economy of the region. The truck
terminals 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 identified sites
General Layout Plan for 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:
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.
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The vegetable markets for Dhanbad is scattered at several places. Among these, few locations
are crucial with respect to mobility. The vegetable market located at steel gate along NH 32, and
market area near Bartand bus stand are the crucial locations. These market activities are
happening on-street reducing the effective carriageway available for mobility of motorists and
pedestrians.
Market area at Steel Gate Hawkers selling vegetables along the Road
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Table 9-1: Major Projects part of CMP and their Social Impact (Qualitative)
S.No. Project Name Description Qualitative Social Impact Mitigative Measures
Reduction in vehicle-vehicle
5. Junction Bank More
Improvements and vehicle-pedestrian conflicts Compensation at existing
Ray Talkies Chowk
Improved sight-distance market value to be paid to lost
Sharmick Chowk
Improvement in safety of people property owners. Their shops/
Gandhi Chowk
and reduces the risk of settlements shall be relocated
Katras More
accidents Proper safety guidelines and
Karkend Junction
Improved facilities for measures to be followed at the
pedestrians and bicyclists time of junction improvement to
Effective utilisation of the minimise risk of accidents
junction capacity
Increased PT share for daily Compensation to be paid to
6 Bus Terminal and Expansion of existing Bus
Truck Terminal commuting acquired land owners at
terminal
Reduction in private vehicle existing market value
Development of ISBT bus
usage
terminal at Barwadda
Reduction of congestion on city
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Compensation at existing
8. Bus Rapid Transit Proposed BRT along the following Increased Public transport
System corridors: market value to be paid to
share of the city
private land owners before
NH-32 (From Govindpur to Reduction in road fatalities &
Bank More) commencement of project
injuries
SH-12 (From Bank More General public awareness
Increase in Land property value
Chandakyari Chowk) about BRTS to be brought
Increase in employment
Sindri Road well in advance of project
opportunities
commencement
Likely acquisition of private
Alternative employment
lands opportunities to be provided
Revenue of IPT and private bus to phased out IPT and
service operators may get private bus drivers
declined
As it could be assessed from the Table 9-1, majority of impacts result from dedicated bike lane
(cycle track), planning of new roads as well as widening of existing roads, junction improvements,
development of bus terminal, Truck terminal, development of parking lots, footpaths, Provision of
BRTS etc.
Low 0 - 40 0 - 180
Table 9-3: National Ambient Air Quality Standards for Various Land uses (g/m3)
SO2 120 80 30
NOx 120 80 30
SPM 500 200 100
RPM 150 100 75
CO* 5.0 2.0 1.0
Oxides of Sulphur (SOx) Aggravate asthma, leading to wheezing, chest tightness and
shortness of breath, increased medication use
Particulate Matter (PM) Short-term exposures can aggravate heart or lung diseases leading
to symptoms, increased medication use, hospital admissions,
Oxides of Nitrogen (NOx) Aggravate lung diseases leading to respiratory symptoms, hospital
admissions, and increase susceptibility to respiratory infection.
Lead (Pb) Damages the developing nervous system, resulting in IQ loss and
impacts on learning, memory, and behaviour in children.
Cardiovascular and renal effects in adults and early effects related
to anaemia.
Carbon Reduces the amount of oxygen reaching the bodys organs and
tissues; aggravates heart disease, resulting in chest pain and other
Monoxide (CO)
symptoms leading to hospital admissions and ED visits.
Other Toxic Air Pollutants Cause cancer; immune system damage; and neurological,
reproductive, developmental, respiratory, and other health problems.
Some toxic air pollutants contribute to ozone and particle pollution
with associated health effects
Commercial zone 65 55
Residential area 55 45
Intensity of Zones
noise in dB(A)
66-71 Tolerable
Positive Impacts
Increased use of sustainable modes i.e. Public transport and Non-motorised modes and
consequent reduction of pollutants. However, the reduction of pollutants depends on extent
of modal shift from private to public transport that is likely to occur with the proposed
improvements.
With the improvements in transport networks, the congestion on roads will reduce leading
to higher travel speeds, lower travel time.
Overall improvement in environmental quality is anticipated in the operation stage
Congested core city areas would be experiencing better environmental quality than before
the project implementation due to pedestrianisation and encouraging NMT. Pedestrian
safety would also be improved with the implementation of the project.
Negative Impacts
Relocation of utilities in the pre-construction stage causing temporary disruption to
services.
Stacking of construction waste causing interruption to traffic and pedestrian movements.
Runoff from staked construction waste entering the water bodies and existing drainage
systems causing clogging of drain outlets as well as the drains themselves
Generation of dust is a predominant impact of the construction stage and extends into the
operation stage especially during maintenance operation. Impacts of dust can be felt during
site clearance when the existing pavement is being dismantled. Additionally, procurement,
transport and storage of materials like sand, aggregate, fly ash etc., results in generation of
dust.
Local air quality gets degraded due to increased air emissions during construction and
operation. Increased emissions during pre-construction stage can be from heavy
machinery used for clearing the RoW. High levels of SO 2, HC and NOx are likely from hot
mix plant operations.
Urban areas being thickly built-up and populated are more likely to be impacted by
construction stage emissions than rural areas.
Mitigative Measures
Plantation will reduce the dispersion of emissions and aid in their deposition. During design
stage, traffic bottlenecks and congestion is to be removed by improving road geometry and
by widening the roads as well as removal of encroachments to smoothen traffic flow.
Alternative routes to main corridors in congested settlements will reduce congestion and
pollution loads.
All precautions to reduce emissions from construction machinery should be taken to reduce
emissions. To minimize emission impacts at settlement locations, asphalt plants, crushers
and the batching plants should be sited at least 1 km in the downwind direction from the
nearest human settlement. During operation stage, vegetation can be used to reduce some
of the effect of lead as well as SPM emissions by plantation of Pollution resistant species.
Fugitive emissions from construction site should be reduced to the extent possible by
covering them. Haul roads should be sprinkled regularly with water to settle dust arising
from the construction site. Water should be sprayed on earthworks, temporary haulage and
detour roads on a regular basis.
Project interventions such as procurement of provision of IPT bay, provision of signage
etc., involve minimal construction activities and hence, environmental and social benefits
from these activities will outweigh any minimal impacts that may occur.
Table 9-9: Major Projects part of CMP and their Environmental Impact (Qualitative)
S.No. Project Name Qualitative Environmental Impact Mitigative Measures
Older vehicles are more polluting and consume more fuel and are lesser road worthy. In addition,
these vehicles are more likely to have breakdowns on the road thereby causing obstruction to
other traffic. Therefore, administration should consider adopting the policy of discouraging old
vehicles and encourage their early replacements. Statutory age limits should be set for all type of
vehicles used intensively. A progressive increasing road tax surcharge could be considered for
imposition of all types of vehicles above 15 years of age. Fiscal incentives should be provided for
early replacement of old vehicles such as lowering of registration fee and sales tax. Fiscal
incentives/ subsidies for new vehicle buyers plan should be devised for gradual phase out with
due advance notice. Testing/certification and training of personnel shall be done. Linkage of all
PUC centers will facilitate for better data capture.
g) Other Measures
Landscaping/ greening of areas adjacent to roads shall be done. Interlocking tiles may be used
for water percolation. As a long-term measure, it is also necessary to consider alternative clean
fuels. Apart from reducing vehicular pollution, these also help in conserving petroleum products.
The major alternative cleaner fuels that are finding increasing use are Alcohols
(ethanol/methanol), Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG).
The compressed natural gas (CNG) is a clean-burning alternative fuel for vehicles with a
significant potential for reducing harmful emissions especially fine particles. Table 9-10 gives the
emission benefits of replacing conventional diesel with CNG in buses .
Table 9-10: Emission Benefits of Replacing Diesel with CNG in Buses (g/km)
Fuel CO NOX PM
% Reduction 84 58 97
the base year. With all the project improvements the public transport share is expected to increase
to 64%.
The anticipated impacts of proposed projects are presented in the table Table 9-11 below.
The improvement proposals identified as part of CMP are broadly classified into following three
categories as discussed in Chapter 8. The cost estimate for short term, medium term and long
term are presented in Table 10-1.
Short term proposals
Medium term proposals
Long term proposals
Short term proposals include provision of signs and road markings, provision of IPT stands,
raised pedestrian crossing, street lighting, provision of on-street parking, hawker management
measures, overlay for roads and provision of signals at junctions
Medium term proposals include proposals related development of off-street parking facilities,
development of cycle tracks, junction improvements, widening of roads which also includes
removal of encroachments on roads and provision of footpaths, widening of narrow ROB/RUB,
development of bus terminals and mini-bus terminals, improvement of Railway station circulation
area.
Long term proposals include development of mobility corridor which also include development of
footpaths, cycle tracks etc., Public transport improvement proposals, development of truck
terminal, relocation of vegetable markets, development of missing links, provision of bypasses
etc.,
The overall cost of implementation of proposals is estimated to be Rs. 2018.30 Crore for
scenario-I (considering elevated corridor) and Rs.1848.56 Crore for scenario-II (without
considering elevated corridor) to be implemented in next 20 years. The proposals are suggested
for implementation in three phases as presented below.
Phase I (2016 2019)
Phase II (2020 2025)
Phase III (2026 2035)
Table 10-1: Summary of Cost Estimates
Scenario I Scenario II
Developments (Rs. in (Rs. in
crores) crores)
Short Term 21.52 21.52
Medium Term 971.13 801.39
Long Term 1025.65 1025.65
Total 2018.30 1848.56
The summary of cost estimates is presented in Table 10-2 and Table 10-3.
As per the recommendations of working group on urban transport for 12th five year plan, the
financing of urban transport projects in the country has largely been confined to gross budgetary
support from the government and the user charges. Due to heavy investment needs of urban
transport and conflicting demands on the general exchequer, the investment in urban transport in
past has not kept pace with the rapidly increasing requirement of the sector. The current level of
user charges of limited urban transport facilities, do not make the system self sustainable. At the
same time, providing safe, comfortable, speedy and affordable public urban transport to all has to
be a necessary goal of the local government.
The key funding sources besides govt. budgetary support and fare box can be dedicated levies,
land monetization, recovery from non-user beneficiaries, debt and private investments. The
paradigm of financing has to clearly move from non-users pay principle to users pay and
polluters pay principle. There is a need for long-term sustainable dedicated financing
mechanism to address requirements of urban transport.
All the various components in which the investment would be required would need to be funded
through a combination of funding from Govt. of India, state govt/union territory, urban local body,
development authority, property development, loan from domestic and financial institutions and
Public private partnership.
Impact Fees Fee payable by the developer, if he undertakes the development that
would impact current infrastructure provision to the local body to bear the cost of
augmentation of infrastructure
Proceeds from a Land Value Tax or Betterment Levy
Tax on Vacant land
In a recent initiative, the Government of India has established a special financing facility called
"Viability Gap Funding" under the Department of Economic Affairs, Ministry of Finance, to provide
support to PPP infrastructure projects that have at least 40% private equity committed to each
such project.
The Government of India has set certain criteria to avail this facility under formal legal guidelines,
issued in August 2004, to support infrastructure under PPP framework. Viability Gap Funding can
take various forms such as capital grants, subordinated loans; O&M support grants and interest
subsidies. It will be provided in instalments, preferably in the form of annuities. However, the
Ministry of Finance guidelines require that the total government support to such a project,
including Viability Gap Funding and the financial support of other Ministries and agencies of the
Government of India, must not exceed 20% of the total project cost as estimated in the
preliminary project appraisal, or the actual project cost, whichever is lower. Projects in the
following sectors implemented by the Private Sector are eligible for funding:
Roads and bridges, railways, seaports, airports, inland waterways, Power
Urban transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas
Infrastructure projects in Special Economic Zones
International convention centers and other tourism infrastructure projects
10.2.4 Public Private Partnership (PPP)
Multiplicity of organizations
No accountability in ownership, performance, and maintenance of transportation
infrastructure and systems operations
Lack of co-ordination among organizations
No single apex agency regulating, facilitating and integrating operations of different modes
Lack of institutional capacity as well as transport planning expertise
Lack of privatisation strategy
Lack of financial resources
The existing major organization responsible for transport in Dhanbad and their roles are
elaborated in the following sections.
Administrative activities
To prepare schemes of development and undertake their implementation
DMC is headed by Commissioner who will be reporting to Urban Development Department. The
current organisational structure of Dhanbad Municipal Corporation is Figure 11-1
In the current institutional arrangement, better co-ordination and strengthening the institutions
with adequate technical and managerial staff is proposed. Organisation-wise institutional
improvements are presented in the following sections.
Consultants propose institutions at State level as well as city level for better planning, monitoring
and implementation of urban transport projects.
Urban transport requires special focus and attention at the state level considering the
emerging needs of urban transport in various cities and towns of Jharkhand
Promote Public Transport (PT) in large cities of Jharkhand (Ranchi, Jamshedpur and
Dhanbad) as the current share of intra-city public transport is negligible and increasingly
public transport role is being played by privately operated share autos causing congestion
and pollution
Promote Non-motorized Transport (NMT) in all cities and towns as there is good scope of
improvement since trip lengths are less in most of the cities/towns
Need to promote PPP especially in areas of Development of Bus Terminals, Bus stops,
Bus operations etc.
To fill the deficiencies in technical and administrative capabilities at the city level
To promote long- term planning
To assess the fund requirement, identify the sources of funds and monitor the
expenditure on urban transport
Co-ordination with various agencies
Training and capacity building
Directorate of Urban Land Transport (DULT) has been set up by the Government of Karnataka
(GoK) under the Urban Development Department (UDD) with objective to coordinate planning
and implementation of urban transport projects and programs. The Directorate is in general
responsible for overseeing all the urban land transport initiatives in Urban/ Local Planning
Areas of Karnataka and administers the State Urban Transport Fund (SUTF)
Vision
To provide efficient, sustainable and integrated transportation systems that enhances
Karnatakas economic competitiveness and prosperity while preserving the quality of
environment and communities.
Objectives
Functions
In line with National Urban Transport Policy (NUTP), 2006 and recommendations of National
Working Group on Urban Transport for 11th Plan Govt. of Karnataka has constituted the
Directorate of Urban Land transport (DULT). Following are the functions of the DULT.
The proposed organization structure for Directorate at State Level is presented below:
Figure 11-2: Organisation Chart of Directorate of Urban Land Transport at State Level
The current structure of governance for the transport sector is not equipped to deal with
problems of urban transport. These structures were put in place well before the problems of
urban transport began to surface in India and hence do not provide for the right co-ordination
mechanisms to deal with urban transport. The central government will therefore, recommend the
setting up of Unified Metropolitan transport Authorities (UMTAs) in all million cities, to facilitate
more coordinated planning and implementation of urban transport programmes & projects
integrated management of urban transport systems, such Metropolitan Transport Authorities
would need statutory backing in order to be meaningful.
The central government would also encourage the setting up of professional bodies that have the
capacity to make scientific assessment of demand on various routes and contract services that
can be properly monitored. Toward this end, it would encourage the setting up of umbrella bodies
that regulate the overall performance of the public transport systems and ensure that the city has
a comprehensive public transport system. Such bodies would, inter-alia design networks and
routes, assess demand, contract services, monitor performance manage common facilities like
bus stations and terminals, etc. They would have representation from all the major operators and
stake holders
Bearing in mind the National Urban Transport Policy and the recommendations in the Draft
Report of the Working Group for Urban Transport System for the 11 th Plan, it would be necessary
to create an Unified Metropolitan Transport Authority (UMTA) for Dhanbad Municipal Corporation
(DMC) which will function as an umbrella organization to coordinate planning and implementation
of urban transport programmes and projects and provide an integrated management structure. All
the land transport systems in the Dhanbad Municipal Corporation may be brought under the
purview of the Unified Urban Transport Authority. The UMTA should be created initially under an
executive order and later with statutory backing.
The recommended structure for UMTA setup is presented in Figure 11-3. It is recommended that
BCCL authorities also should be involved as a member in UMTA setup, since large area of DMC
is under mining activities.
It is thus suggested that a separate collection of funds be generated locally and so that the same
may be spent locally on development and maintenance of urban transport infrastructure. This
fund can be managed by a professional fund manager (appointed by the city level Unified
Metropolitan Transport Authority) so that the balances in this fund can earn appropriate returns,
in accordance with prevailing market potential.
Any local investment proposal that would require funding/ part funding from the Local Govt. /
State Govt. could be posed to the UTF for financial support. Approval could be given by the
UMTA, after due appraisal by the Local Administrator/ Secretariat.
3 Transport Policy for scrapping of old vehicles, ensure metering for Auto
Department (RTO) rickshaws and Taxis, permits for stage carriages
4 Proposed Public To fund and run the public transport services in Dhanbad
Transport SPV Municipal Corporation
The projects in Phase-II includes widening of existing bridges/ROBs and RUBs, Off street
parking, widening of roads, provision of cycle tracks, Bus terminal at Barwada, Development of
roads and missing links, Development of Bypass, Bus augmentation, etc
The projects in Phase-III include Bus Augmentation and development of mobility corridors,
Development of missing links, Bus Rapid Transit System (BRTS).
900
Barmasiya (Near Loco Talab)
800
500
400
300
Two Wheeler
74% 200
100
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 6,976 150 10,498 16,371 - 355 46 78 - 25 5 2 456 959 84 286 138 152 36,581 45,342
3,500
Gaya Bridge (Underpass Railway)
Others 3,000
LCV/ LMV
4% 2%
Other Bus Car/ Van/ Jeep
1% 19%
2,500
2,000
Two Wheeler
45% Auto Rickshaw 1,500
29%
1,000
500
-
06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 11,267 210 12,198 20,030 2 353 91 171 5 8 12 7 893 1,950 63 596 230 89 48,175 57,778
4,000
Naya Bazaar ROB
3,500
Others
2% Car/ Van/ Jeep 3,000
24%
Truck 2,500
0% Auto Rickshaw
25%
2,000
1,500
LCV/ LMV
6% 1,000
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
1,400
VASEPUR
1,200
800
Others
4%
600
Truck
0% Two Wheeler
56% 400
LCV/ LMV
2%
Other Bus 200
0%
Mini Bus
0% -
State Bus
0% 06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 3,012 355 536 7,230 6 120 90 53 1 189 205 73 519 382 1,173 79 98 153 14,274 14,506
1,400
Baliapur Bypass
1,200
Others
2%
LCV/ LMV Car/ Van/ Jeep
14% 24% 1,000
800
Auto Rickshaw
4% 600
200
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 4,662 117 3,900 8,354 - 22 15 41 3 - - - 129 269 2,321 310 9 179 20,331 22,661
2,000
Steel Gate
1,800
Others 1,600
LCV/ LMV 3%
13% Car/ Van/ Jeep
1,400
24%
1,200
1,000
Two Wheeler
41% 800
Auto Rickshaw
19% 600
400
200
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
1,400
ISM Gate
1,200
Others
4% Car/ Van/ Jeep
LCV/ LMV 17%
1,000
18%
Auto Rickshaw
2% 800
600
200
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 6,647 63 6,454 12,746 - 157 57 39 - 6 - 4 133 833 824 453 14 85 28,515 32,808
3,000
Randhir Verma Chowk
LCV/ LMV Others 2,500
6% 2%
Car/ Van/ Jeep
23%
2,000
Two Wheeler
45%
1,500
Auto Rickshaw
23% 1,000
500
-
06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 3,080 14 4,668 8,236 5 130 166 58 5 6 1 1 18 34 11 1,367 2,049 68 19,917 24,285
1,800
Ambedkar Chowk
1,600
800
Auto Rickshaw
Two Wheeler 23% 600
41%
400
200
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 7,094 43 9,166 12,852 6 383 55 172 - 38 9 4 402 268 633 271 70 72 31,538 38,985
3,000
Pooja Talkies
LCV/ LMV Others 2,500
4% 1%
Car/ Van/ Jeep
23%
Two Wheeler 2,000
41%
1,500
1,000
Auto Rickshaw
29%
500
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 6,096 98 4,394 19,130 3 68 30 112 1 6 2 5 281 538 444 524 33 92 31,857 32,758
3,500
Bank More
LCV/ LMV Others 3,000
4% 2% Car/ Van/ Jeep
19%
2,500
2,000
1,000
500
-
06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 907 145 921 6,782 1 13 8 4 2 55 226 67 113 262 480 151 10 60 10,207 9,896
1,000
Kendua
900
500
400
Two Wheeler
67% 300
200
100
-
06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 1,663 66 1,937 5,965 - 19 2 1 1 219 350 159 168 227 232 45 33 68 11,155 13,820
900
Karkend
800
Others
1% Car/ Van/ Jeep
LCV/ LMV 16% 700
6%
600
500
Auto Rickshaw
17%
Two Wheeler 400
53%
300
200
100
-
06.00-07.00 07.00-08.00 08.00-09.00 09.00-10.00 10.00-11.00 11.00-12.00 12.00-13.00 13.00-14.00 14.00-15.00 15.00-16.00 16.00-17.00 17.00-18.00 18.00-19.00 19.00-20.00 20.00-21.00 21.00-22.00
Annexure I
Volume Count Details at Screen Line Locations
Annexure II
Volume Count Details at Cordon Survey
Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
19.00-20.00 - - - - - - - - - - - - - - - - - - - -
20.00-21.00 - - - - - - - - - - - - - - - - - - - -
21.00-22.00 - - - - - - - - - - - - - - - - - - - -
22.00-23.00 - - - - - - - - - - - - - - - - - - - -
23.00-00.00 - - - - - - - - - - - - - - - - - - - -
00.00-01.00 - - - - - - - - - - - - - - - - - - - -
01.00-02.00 - - - - - - - - - - - - - - - - - - - -
02.00-03.00 - - - - - - - - - - - - - - - - - - - -
03.00-04.00 - - - - - - - - - - - - - - - - - - - -
04.00-05.00 - - - - - - - - - - - - - - - - - - - -
05.00-06.00 - - - - - - - - - - - - - - - - - - - -
06.00-07.00 - - - - - - - - - - - - - - - - - - - -
07.00-08.00 - - - - - - - - - - - - - - - - - - - -
Total 2,085 102 2,394 5,464 - 63 8 26 6 318 434 150 680 639 14 681 12 51 13,127 16,158
1,800
Truck
7%
Barwa
Others Adda
6% 1,600
LCV/ LMV
10%
1,400
Car/ Van/ Jeep
Mini Bus 17%
0% 1,200
400
Two Wheeler
41%
200
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 3,249 141 2,914 5,209 11 255 38 18 21 557 1,025 103 538 528 50 416 8 47 15,128 20,572
Truck 1,400
LCV/ LMV 11% Govindpur
7%
Other Bus 1,200
Others
2% 3%
Car/ Van/ Jeep
23% 1,000
State Bus
0%
800
Mini Bus
0%
600
Auto Rickshaw
19%
400
Two Wheeler
35%
200
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
23.00-00.00 1 1 2 14 - - - - - 1 4 - - - - 10 - - 33 32
00.00-01.00 - - 1 8 - - - - - - 2 - - - - 6 - - 17 15
01.00-02.00 5 - - 13 - - - - - 5 10 - - - - - - - 33 48
02.00-03.00 6 - - 8 - 1 - - - 9 8 4 - 1 - - - - 37 62
03.00-04.00 3 - 1 9 - 1 - - - 2 10 - 1 1 - 3 - - 31 44
04.00-05.00 4 2 14 1 - - - 2 - 1 1 - - - - 6 - - 31 41
05.00-06.00 3 1 4 3 - 1 - - - 6 2 - - - - 8 - - 28 36
06.00-07.00 10 - 14 20 - 2 - 1 - 5 9 - 2 - - 11 - - 74 93
07.00-08.00 8 - 9 26 - - - 7 - 6 11 - - - - 16 - 1 84 111
450
Sindri
400
200
150
LCV/ LMV
3%
Two Wheeler 100
48%
Other Bus
50
1%
-
Mini Bus
0%
State Bus
0%
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
23.00-00.00 11 - - 22 - - - - 1 - 1 - 1 - - 3 - - 39 35
00.00-01.00 13 - 1 9 - - - - - - 9 1 - - - 5 - - 38 45
01.00-02.00 4 - - 3 - - - - - 1 14 - - - - 2 - - 24 40
02.00-03.00 - - - 1 - - - - - 24 2 1 - - - - - - 28 60
03.00-04.00 - - - 3 - - - - - - 11 5 - - - - - - 19 37
04.00-05.00 2 - 1 9 - - - - - 3 10 - - - - 3 - - 28 40
05.00-06.00 13 1 6 73 - - - - - 9 12 2 - 4 1 15 - 1 137 153
Total 807 73 320 4,023 6 13 7 13 5 135 173 35 83 116 84 1,217 2 21 7,133 6,596
700
Bhawra Check Post
600
Truck Car/ Van/ Jeep
5% Others 12%
17% 500
Auto Rickshaw
5%
400
LCV/ LMV
4% Mini Bus 300
0%
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
23.00-00.00 8 - 4 9 - - - - - 7 17 1 - - - 2 - - 48 76
00.00-01.00 - - - 2 - - - - - 1 24 - - - - 1 - - 28 57
01.00-02.00 1 - - - - - - - - - 8 15 - - - 1 - - 25 52
02.00-03.00 - - - - - - - - - - 23 3 - - - - - - 26 57
03.00-04.00 - - - - - - - - - 9 20 - - - - 2 - - 31 65
04.00-05.00 1 - - 3 - - - - - 4 7 - - 1 - 1 - - 17 29
05.00-06.00 6 1 9 47 3 - - 1 - 8 11 3 1 - - 81 - - 171 152
Total 532 113 466 5,842 6 - 4 9 - 161 300 51 48 170 37 2,891 3 10 10,643 8,734
1,000
Baliyapur 900
Car/ Van/ Jeep
Others 6%
27% 800
Auto Rickshaw
4% 700
600
500
Truck
5% 400
300
LCV/ LMV Two Wheeler
3% 55% 200
Mini Bus
0% State Bus
0%
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 2,239 100 714 4,020 - 243 28 12 5 315 616 190 350 406 21 545 2 50 9,856 11,631
700
Truck NH 32
11%
600
Others
6%
LCV/ LMV Car/ Van/ Jeep 500
8% 24%
400
Other Bus
3% 300
200
Auto Rickshaw
Mini Bus
7%
0%
Two Wheeler 100
41%
State Bus -
0%
Annexure II
Volume Count Details at Cordon Survey Locations
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
00.00-01.00 10 - - 43 - - - - - - 24 - 1 - - 5 - 2 85 115
01.00-02.00 4 - - 5 - - - - - 1 28 - - - - 1 - - 39 72
02.00-03.00 8 5 - 3 - - - - - - 25 4 2 1 - - - - 48 83
03.00-04.00 8 - - 3 - - - - - - 7 - - - - - - 1 19 34
04.00-05.00 7 - - 29 - - 1 - - - - 4 1 1 - 16 - - 59 49
05.00-06.00 26 - 7 112 - 5 1 3 - 1 7 - 2 4 3 36 1 - 208 195
1,000
Katras
Car/ Van/ Jeep 900
8% Auto Rickshaw
5% 800
Others
11% 700
600
500
400
Truck
Two Wheeler
4% 300
68%
Other Bus -
1%
Mini Bus
State Bus
0%
0%
Annexure II
Volume Count Details at Cordon Survey Locations
Annexure III
Turning Movement Count Survey Details
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Ray Talkies - Katras 3,199 106 4,169 5,074 1 147 13 29 - - - 6 112 488 236 220 11 15 13,826 17,298
Katras - Ray Talkies 2,614 68 3,032 5,318 1 172 14 29 - - - - 176 985 278 563 22 34 13,306 16,435
Ray Talkies - Jharia 1,748 32 8 7,480 - 17 18 37 - 2 2 - 106 44 126 176 2 17 9,815 8,221
Jharia - Ray Talkies 2,341 41 4,305 8,780 2 30 10 46 1 2 - 3 147 354 171 274 7 43 16,557 19,329
Total 11,909 272 11,595 29,522 5 387 57 170 1 6 2 11 569 2,011 958 1,307 66 141 58,989 66,445
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Polytechnic Road - MEMCO 2,109 120 2,681 3,327 - 82 38 43 24 7 - - 71 189 266 227 35 43 9,262 11,778
MEMCO - Polytechnic Road 3,269 131 3,998 4,801 - 121 49 32 25 12 - - 57 142 205 159 31 28 13,060 16,430
Polytechnic Road - Randhir Verma Chowk 1,561 50 2,700 3,019 - 41 26 30 11 2 1 - 104 257 297 202 18 29 8,348 10,730
Randhir Verma Chowk - Polytechnic Road 2,259 47 3,596 3,027 - 59 21 42 8 1 1 - 60 364 454 327 23 26 10,315 13,608
MEMCO - Randhir Verma Chowk 1,787 23 3,218 3,180 - 24 1 57 11 6 - - 15 90 340 271 4 64 9,091 12,066
Randhir Verma Chowk - MEMCO 1,372 16 1,581 3,551 1 20 3 43 8 3 - - 7 132 481 371 - 17 7,606 8,486
Total 12,357 387 17,774 20,905 1 347 138 247 87 31 2 - 314 1,174 2,043 1,557 111 207 57,682 73,097
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Randir Verma - Steel Gate 3,067 16 2,661 3,260 - 26 77 50 - 11 - - 90 296 579 91 28 12 10,264 12,295
Steel Gate - Randir Verma 4,494 14 3,620 4,479 - 19 98 47 - 4 2 - 115 136 411 143 25 21 13,628 16,401
Randir Verma - ISM Campus 354 - 40 2,847 - 8 2 13 1 1 - - 7 16 966 277 6 3 4,541 3,639
Total 9,517 40 6,445 14,622 - 53 187 116 1 18 2 - 229 461 3,040 677 60 94 35,562 38,455
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Dhanbad - Katras 585 114 312 1,849 - 18 12 - 2 169 182 106 91 73 95 - 17 34 3,659 4,259
Katras - Dhanbad 581 73 253 1,739 - 10 8 - 1 129 266 80 73 46 126 - 16 4 3,405 3,956
Total 1,681 259 915 6,801 1 34 44 7 25 337 474 202 202 171 688 51 66 46 12,004 12,754
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Dhanbad - Chas 1,342 90 1,681 3,652 - 84 12 - 1 83 61 2 119 283 173 34 18 22 7,657 8,989
Chas - Dhanbad 1,109 58 1,447 5,214 - 88 9 1 1 48 71 7 131 251 191 13 17 40 8,696 9,478
Total 4,114 214 5,065 14,831 - 191 23 2 3 350 482 168 418 761 596 92 68 130 27,508 31,738
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Dhanbad - Katras 1,342 63 1,790 3,297 3 73 16 5 - 45 52 26 153 237 123 42 17 22 7,306 8,831
Katras - Dhanbad 1,478 48 2,258 3,524 - 113 7 4 - 61 97 32 208 272 150 40 17 18 8,327 10,374
Katras - Jharia 353 52 341 2,432 - 5 2 1 - 25 137 21 47 100 137 37 - 13 3,703 3,613
Total 3,727 256 4,969 13,603 4 199 31 13 2 161 375 125 474 771 753 233 44 100 25,840 29,127
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Railway Station - Steel Gate 348 4 104 1,988 - - 2 1 2 3 1 1 1 1 4 557 885 24 3,926 4,248
Steel Gate - Railway Station 1,261 5 979 4,271 - 21 2 - - - - - 16 6 2 707 1,136 30 8,436 9,345
Pooja Talkies - Railway Station 1,468 4 3,584 1,956 5 109 162 55 3 3 - - 1 27 5 47 26 14 7,469 10,948
Pooja Talkies - Steel Gate 2,027 11 132 4,008 - 1 3 28 1 - 1 - 1 9 10 117 135 23 6,507 5,762
Total 7,688 51 4,854 18,247 5 132 169 121 8 7 3 4 25 77 28 1,679 2,231 147 35,476 38,308
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Shramik Chowk - Bank More 3,991 95 3,482 7,499 - 140 19 65 - 2 3 4 184 331 185 92 9 81 16,182 18,789
Bank More - Shramik Chowk 3,642 96 4,500 6,947 2 189 24 66 1 3 - 3 276 846 176 161 25 42 16,999 20,881
Shramik Chowk - Purana Bazar(Bank Road) 1,872 3 4,406 3,211 - 17 17 27 5 3 10 - 296 475 299 370 20 102 11,133 15,905
Purana Bazar(Bank Road) - Shramik Chowk 2,404 46 1,127 4,066 - 22 34 20 - - 1 - 79 514 104 676 18 13 9,124 10,281
Bank More - Purana Bazar(Bank Road) 1,928 7 2,742 3,606 1 6 1 8 - - - - 57 287 635 1,111 4 5 10,398 13,203
Purana Bazar(Bank Road) - Bank More 1,477 54 889 3,810 1 22 7 - - - 1 1 50 190 791 1,060 39 67 8,459 9,735
Total 15,314 301 17,146 29,139 4 396 102 186 6 8 15 8 942 2,643 2,190 3,470 115 310 72,295 88,795
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Govindpur - Dhanbad 1,883 133 1,753 4,691 2 109 18 17 8 23 22 1 110 295 409 27 6 69 9,576 10,813
Total 7,572 564 4,353 19,100 8 327 123 102 22 419 399 97 1,059 1,118 3,038 129 195 285 38,910 41,717
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Purana Bazar - Jhariya 1,221 32 2,657 2,642 - 9 15 1 5 31 22 5 332 634 258 91 12 16 7,983 10,688
Jhariya - Bank More 2,503 118 4,486 10,166 1 31 5 29 2 24 2 6 131 385 214 89 21 53 18,266 20,883
Total 7,583 280 7,430 26,635 2 67 24 47 23 103 41 17 606 1,345 896 303 53 122 45,577 48,099
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Dhanbad - Katras Bus Stand 403 12 53 1,754 - 7 1 5 - - - - 10 110 240 162 - 4 2,761 2,413
Katras Bus Stand - Dhanbad 302 18 39 1,954 - 5 2 4 - - - - 6 160 341 173 - 2 3,006 2,625
Dhanbad - DAV High School 156 8 49 1,546 1 2 - 16 - - - - 21 73 332 194 4 1 2,403 2,085
DAV High School - Dhanbad 202 5 60 1,437 1 - 2 12 - - - - 4 42 370 251 2 3 2,391 2,172
Katras Bus Stand - DAV High School 145 9 9 1,407 - 1 - - - - - - - 70 474 221 - 23 2,359 2,128
DAV High School - Katras Bus Stand 133 1 32 1,711 - - - 3 - - - - 3 13 353 119 2 1 2,371 1,885
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Dhanbad - Sindri 1,338 172 1,368 3,271 - 103 74 24 8 190 162 65 174 426 208 97 12 21 7,713 9,430
Sindri - Dhanbad 1,581 123 3,435 2,207 8 47 30 60 15 165 208 144 263 131 166 100 35 66 8,784 13,131
Jhariya - Katras 181 24 160 1,354 - 6 - 16 5 82 300 23 69 129 167 20 9 37 2,582 3,591
Katras - Jhariya 297 32 131 1,421 - 4 1 11 - 23 156 42 28 169 160 20 3 17 2,515 2,818
Total 7,775 528 11,619 21,319 10 236 116 141 39 580 1,252 293 877 2,076 1,505 425 87 179 49,057 61,605
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Baliapur - Katras 390 2 120 777 - 3 - 2 - 31 114 9 77 106 107 3 42 7 1,790 2,167
Barwadda - Gandhi Chowk 748 1 1,115 1,621 - 33 6 3 - - - - 84 140 521 2 6 22 4,302 5,059
Gandhi Chowk - Barwadda 1,554 9 1,827 2,422 - 39 1 11 - 3 - 1 205 258 583 36 1 30 6,980 8,362
Total 6,827 40 3,600 12,125 13 276 172 43 16 181 205 34 850 798 2,330 145 100 101 27,856 29,815
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Shramik Chowk - Bank More 5,287 91 6,863 8,756 - 153 33 90 3 4 10 1 448 691 331 128 26 29 22,944 28,546
Bank More - Shramik Chowk 5,826 116 5,235 8,712 2 190 55 81 1 3 1 3 311 898 232 81 37 60 21,844 26,176
Shramik Chowk - Vasepur 718 - 1,480 2,363 3 1 6 6 - 10 6 5 6 134 275 49 6 1 5,069 5,952
Vasepur - Shramik Chowk 742 47 2,168 2,411 3 4 - 4 1 - - 1 157 109 152 101 8 - 5,908 7,579
Total 12,727 257 15,846 24,899 8 353 95 181 6 17 17 13 967 1,902 1,023 442 77 90 58,920 70,880
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Shramik Chowk - Gandhi Chowk (City Centre) 4,073 - 5,088 4,808 39 156 99 52 - 41 39 26 303 311 40 20 3 5 15,103 19,728
Gandhi Chowk (City Centre) - Shramik Chowk 2,386 8 4,114 4,454 - 193 106 18 - 7 3 - 240 230 221 137 6 20 12,143 15,733
Shramik Chowk - Vasanth Vihar (Bhuli) 902 1 263 2,522 - 3 1 21 - 26 1 - 12 15 403 112 8 11 4,301 3,836
Vasanth Vihar (Bhuli) - Shramik Chowk 784 2 482 2,349 - 17 3 15 - 1 1 - 18 - 260 56 8 9 4,005 3,921
Total 9,817 26 10,242 18,690 39 371 211 127 2 78 48 26 619 575 1,486 447 78 74 42,956 49,721
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Gandhi Chowk - Ambedkar Chowk 1,648 9 2,388 3,041 6 97 39 52 - 1 1 - 2 8 140 59 7 19 7,517 9,452
Sharmik Chowk - Ambedkar Chowk 1,896 7 2,304 3,557 2 15 118 31 4 2 - - - 27 77 61 9 2 8,112 9,675
Gandhi Chowk - Sharmik Chowk 2,356 10 2,510 3,310 - 44 6 34 - 16 7 2 172 149 179 81 11 22 8,909 10,966
Sharmik Chowk - Gandhi Chowk 2,522 13 4,264 4,222 - 242 10 78 - 20 - 2 225 106 152 87 51 31 12,025 16,103
Total 10,984 63 11,527 20,032 10 398 173 232 5 40 9 7 405 324 851 358 85 92 45,595 53,843
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Pooja Talkies - Bank More 2,225 74 2,782 5,047 - 56 10 43 - 6 3 2 212 505 80 40 9 65 11,159 13,556
Bank More - Pooja Talkies 3,325 41 5,099 7,744 - 203 33 31 - 18 2 - 235 394 80 54 20 88 17,367 21,755
Railway Station - Bank More 1,426 35 2,617 3,580 - 96 3 4 - 1 - - 9 60 126 44 - 8 8,009 9,883
Total 7,486 158 12,138 16,883 - 431 71 78 - 25 5 2 462 990 298 144 30 164 39,365 49,672
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Govindpur - Randhir Varma (Police Line) 2,708 20 2,770 2,794 - 12 12 14 - 1 1 1 39 98 459 127 - 4 9,060 11,065
Randhir Varma (Police Line) - Govindpur 1,917 29 2,563 3,176 - 27 19 13 1 7 - 1 75 262 440 46 9 67 8,652 10,899
Govindpur - Koyla Nagar 482 18 312 1,108 - 2 2 4 - - - - 28 40 497 188 1 11 2,693 2,736
Koyla Nagar - Govindpur 1,208 27 609 1,909 - 12 8 - - - - - 76 109 343 54 4 45 4,404 4,793
Randhir Varma (Police Line) - Koyla Nagar 1,120 41 1,105 2,952 - 7 3 12 - - - - 17 70 398 34 4 61 5,824 6,487
Koyla Nagar - Randhir Varma (Police Line) 1,852 31 1,874 2,385 - 1 2 25 3 - - - 8 50 1,083 34 - 62 7,410 8,656
Total 9,287 166 9,233 14,324 - 61 46 68 4 8 1 2 243 629 3,220 483 18 250 38,043 44,636
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Total 2,202 89 970 7,252 - 26 4 46 - 305 400 175 291 457 1,286 66 301 98 13,968 15,744
Annexure III
Summary of Turning Movement Count Survey Data
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Hirapur - Gandhi Chowk 999 1 61 2,446 - - - - - 6 - - 32 250 313 117 4 - 4,229 3,723
Gandhi Chowk - ISM Gate (Steel Gate) 2,296 26 3,128 3,021 - 95 32 12 - - - - 24 160 122 141 1 41 9,099 11,974
ISM Gate (Steel Gate) - Gandhi Chowk 1,653 17 2,976 2,062 - 60 23 9 - - - - 39 198 76 99 - 6 7,218 9,911
Hirapur - ISM Gate (Steel Gate) 510 6 21 791 - - - 1 - 3 1 - 36 27 106 69 3 4 1,578 1,429
ISM Gate (Steel Gate) - Hirapur 476 12 16 1,071 - - - 7 - - - - 54 47 155 107 1 38 1,984 2,032
ISM Gate (Steel Gate) - DRM Office 1,961 4 12 5,013 - 10 2 7 - - 1 - 2 21 437 400 7 29 7,906 6,970
DRM Office - ISM Gate (Steel Gate) 2,831 9 7 7,025 - 6 - 9 - - - - 4 24 406 359 5 63 10,748 9,414
Total 12,922 105 6,530 30,919 - 173 59 65 - 9 2 4 230 966 2,444 1,531 30 229 56,218 56,878
Annexure III
Summary of Turning Movement Count Survey Data
Annexure IV
Zone List
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Annexure IV
Zone List
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Jagjeevan Nagar, Nuthandiha, saraidhella, Krishna Nagar, Co- operative Colony, Bank colony, Sav
29
pada, Doga pada, New Colony, Koyala Nagar
Harna pada's area, Hirapur Hatiya, Gyan Mukerjee Road, Kotra Quatrers, Kachhari road, Hari Mandir
Road, Ajanta Pada, Abhaya Sundari Girls School Road, Pandeya Muhalla, Gandhi Basti, North Loco tik,
30
DS colony, Hila colony, Mada colonly, Hindi Mission Road, Chiragoda, smashan road, Batkara Office
Road
Purana Railway Station Colony, Dobhi Talab, Kali Mandir to Thyaga Babu Stone, Railway Colony
31 North Area, Part of DS Colony, West part of Anchal Colony, Birathi Pada, Lindomse Kalba Road,
Jaklesh Quarters, Police Quarters, DC Office
32 Barmasiya, Bhuda, Kumhar Patti, Gajuva Tanda, Vinod Nagar
Harnabeda, Patara Kulhi, Duhatand, Six Talab, Manitand Basti, Sidhada Talab, Bhavtarani Path,
33
Tadbamana Gola Building's East Part, Jharna, Bera
34 Bastakola, Bhera katta
35 Bhagat dih, gopalichak, Borragarh
36 Shiva Mandir Road, Gadi Mauhalla, Bora Patti, Bhanabad
37 Main Raod Jhariya, Sorapatti, Dal Patti, Lal Bazar, Bata More Main Raod, Gandhi Road, Fathepur Line,
Santosh
Rajbadi, Nagar, 4 Number
manbadi, SabjiThana
Amalapada, Bagan,Road,
Kodiya Pahi,
New Balugadi,Quarter
Amlapada, Veena Koti, Gujrathi
Kuldhi, Muhalla, Lilori
Bavri Mauhalla, Evira
38
Nagar
39 Shah Nagar, Shamsher Nagar, Podharpada, Niche kulhi, Hetalibanda
40 Horladih, Krapurganda, Bhutgria, Jitpur
41 Dungri, Bhawra
42 JorapokherArea
43 Jamadova, Nunukdih, bhaga
44 Jorapokher Area, Jinagora
45 Dubari, Naya Kundi, Durgapur, Ghanuwadih, Pandey Benda, Kujama, Golakdih
46 Lodna, Tisra, Madhuban, Jayrampur
47 Upadyayadiha, Padhadih, Bhulan bari, Jealgora, Ghulambarari
48 Pardhabad, Bhatdih, Radhachak, Nunudiha, Chandarbad
49 Ghourkhuti, Maholbani, Perkhabad
50 Sawuldih, Sutukdiha, Patherdih
51 Chasanala, Sudamdih
Manohar pur, Uper Kandra, Hath kendra, Thasra, Chakchitahi, Rohra Bandh Area, Jhariya Sindri
52
road's Southern Area
53 Shaharpur, Rohrabandh, Jhariya Sindhri's Northern Area
54 Sindhri, Jamadoba, Domgarh
Raja Basti, Lohar Basti, Sidhatanda, RM 4 th Block, Bauri Tola, Patel Nagar, Muhaltanda, Rehda
55 Duthu, Bhandtanda or Nagada Duthu, Barudiha, Marvel Dutha, Akana Dutha, Tala Duthu, Jayitke
Duthu, IM Type's part
External Zones
56 Gobindpur
57 Tundi, Chota Nagpur, Giridih, Jamua, Koderma
58 Bhegabad, Madhu pur, Deoghar, Dumka
59 Nirsa, Chirugunda, Maithan
60 Baliapur
61 Makunda, Lipaniya, Rakhitpur, Bhikhraj pur, Rakhatpur, barmuri,
62 Kalakusuma,Pipra Bera, Domodarpur, Dokra Halt, Palani, Paharpur
63 Hariaria, Sitalpur, Asanbani
64 Sindurpur, Nutandih, Gortopa
65 Kandra, Rajganj, Topchanchi, Jamtara (Dumri), Bagodar, Barhi, Hazari bagh
66 Rest of East Jharkand
67 Rest of North Jharkand
68 Sonardih, Phularitand (Mahuda), Dumra, Bhagamara, Khario, Gomoh
69 Parasia, Kapuria, Mahuda, Mahuda More,
Annexure IV
Zone List
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev.0
Annexure IV
Zone List