L&T Infrastructure's Comprehensive Mobility Plan for Dhanbad

L&T INFRASTRUCTURE ENGINEERING LIMITED,
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:
0 31/10/2015 First Submission PNM SKK DSR

Init. Sign. Init. Sign. Init. Sign.
Rev. Date Details
Prepared Checked Approved
Comprehensive Mobility Plan for Dhanbad C1142504
Draft Final Report RP003A rev. 0
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
Table of Contents
Page i
4.2 Analysis of Screen Line Counts ........................................................................................ 4-1

4.2.1 Traffic Composition................................................................................................. 4-1
4.2.2 Peak Hour Characteristics ...................................................................................... 4-2
4.2.3 Passenger Flows across Screen Lines ................................................................... 4-3
4.3 Analysis of Mid block Volume Counts ............................................................................... 4-4
4.3.2 Peak Hour Characteristics ...................................................................................... 4-4
4.3.3 Passenger Flows at Midblock Locations ................................................................. 4-4
4.4 Analysis of Volume Counts at Cordon............................................................................... 4-5
4.4.1 Traffic Intensity ....................................................................................................... 4-5
4.4.3 Temporal Variation of Traffic................................................................................... 4-6
4.5 O-D Survey Analysis ........................................................................................................ 4-8
4.5.1 Sample Size ........................................................................................................... 4-8
4.5.2 Travel Pattern of Passenger Vehicle Trips .............................................................. 4-8
4.5.3 Passenger Flows at Cordon Points ....................................................................... 4-10
4.5.4 Travel Pattern of Goods Vehicles.......................................................................... 4-11
4.6 Turning Volume Count at Intersections ........................................................................... 4-13
4.7 House Hold Interview Analysis ....................................................................................... 4-17
4.7.1 General ................................................................................................................ 4-17
4.8 Household Socio-Economic Characteristics .................................................................... 4-19
4.8.1 Household Size .................................................................................................... 4-19
4.8.2 Household Income................................................................................................ 4-20
4.8.3 Vehicle Ownership................................................................................................ 4-21
4.8.4 Household Expenditure Pattern ............................................................................ 4-22
4.8.5 Students ............................................................................................................... 4-22
4.9 Personal Characteristics................................................................................................. 4-22
4.9.1 Age Structure ....................................................................................................... 4-22
4.9.2 Educational Profile................................................................................................ 4-23
4.9.3 Occupation ........................................................................................................... 4-24
4.9.4 Employment Sector .............................................................................................. 4-25
4.9.5 Worker Participation Ratio .................................................................................... 4-25
4.10 Trip Characteristics ........................................................................................................ 4-26
4.10.1 Total Trips ............................................................................................................ 4-26
4.10.2 Per Capita Trip Rate ............................................................................................. 4-26
4.10.3 Mode of Travel ..................................................................................................... 4-26
4.10.4 Purpose of Travel ................................................................................................. 4-26
4.10.5 Trip Length ........................................................................................................... 4-27
4.10.6 Average Trip Length, Travel Cost by Mode ........................................................... 4-28
4.10.7 Average Trip Length by purpose ........................................................................... 4-28
4.11 Analysis of Parking ......................................................................................................... 4-29
4.12 Analysis of Pedestrian Counts ........................................................................................ 4-39
4.13 Analysis of Speed & Delay Survey.................................................................................. 4-42
4.14 Analysis of Road Network Inventory Survey.................................................................... 4-43
4.14.1 Carriageway Width ............................................................................................... 4-43
4.14.2 Type of Pavement ................................................................................................ 4-44
4.14.3 Distribution of Road Length by Pavement Condition.............................................. 4-44
4.14.4 Street Lighting Facilities........................................................................................ 4-45
4.15 Analysis of Vehicle Operator Survey ............................................................................... 4-45
4.16 Goods Focal Point Survey Analysis ................................................................................ 4-46
4.17 Terminal Survey Analysis ............................................................................................... 4-46
4.17.1 Bus Terminal ........................................................................................................ 4-47
4.17.2 Rail Terminal ........................................................................................................ 4-48
4.18 Light Meter Survey Analysis ........................................................................................... 4-50
5 Service Level Benchmarks.................................................................................................... 5-1
5.1 Introduction ...................................................................................................................... 5-1
5.2 Service Level Benchmarks ............................................................................................... 5-1
5.2.1 Public Transport Facilities ....................................................................................... 5-1
5.2.2 Pedestrian infrastructure facilities ........................................................................... 5-3
Table of Contents
Page ii
5.2.3 Non Motorized Transport (NMT) Facilities ............................................................... 5-4

5.2.4 Level of usage of Intelligent Transport System (ITS) facilities .................................. 5-5
5.2.5 Travel speed (Motorized and Mass Transit) along major corridors........................... 5-7
5.2.6 Availability of parking spaces .................................................................................. 5-8
5.2.7 Road safety ............................................................................................................ 5-9
5.2.8 Pollution levels ..................................................................................................... 5-10
5.2.9 Integrated land use transport system .................................................................... 5-11
5.2.10 Financial Sustainability of public transport............................................................. 5-13
5.2.11 Summary.............................................................................................................. 5-14
6 Vision, Goals and Strategies ................................................................................................. 6-1
6.1 Vision ............................................................................................................................... 6-1
6.2 Goals and Strategies ........................................................................................................ 6-1
7 Travel Demand Forecast ....................................................................................................... 7-1
7.1 Development of Travel Demand Model ............................................................................. 7-1
7.1.1 Salient Features of the Urban Transport Model ........................................................ 7-2
7.2 Planning Period ................................................................................................................ 7-2
7.3 Zoning.............................................................................................................................. 7-2
7.4 Network Development ...................................................................................................... 7-3
7.4.1 Highway Network ................................................................................................... 7-3
7.4.2 Public Transport Network ....................................................................................... 7-5
7.5 Development of Matrices .................................................................................................. 7-7
7.6 Validation of Base Year Travel Demand Model ................................................................. 7-7
7.6.1 Commercial Vehicle Assignment ............................................................................ 7-8
7.6.2 Private Vehicle Assignment .................................................................................. 7-11
7.6.3 Public Transport Assignment ................................................................................ 7-15
7.7 Calibration of the Base Year Travel Demand Model ........................................................ 7-18
7.7.1 Trip Ends Models ................................................................................................. 7-19
7.7.2 Trip Distribution and Mode Choice Function.......................................................... 7-19
7.8 Base Year Travel Characteristics.................................................................................... 7-20
7.8.1 Comparison of Travel Characteristics ................................................................... 7-20
7.9 Forecasting of Planning Variables .................................................................................. 7-25
7.9.1 Urban Growth Scenario ........................................................................................ 7-25
7.10 Forecast Assumptions .................................................................................................... 7-25
7.11 Travel Demand Scenarios .............................................................................................. 7-26
7.11.1 Do Nothing Scenario for the year 2035 ................................................................. 7-26
7.11.2 Transport Network Improvements ......................................................................... 7-26
7.11.3 Transport Network Improvements + Public Transport Improvements ..................... 7-27
8 Mobility Plan .......................................................................................................................... 8-1
8.1 General ............................................................................................................................ 8-1
8.2 Short Term Proposals....................................................................................................... 8-1
8.2.1 Traffic Management Proposals ............................................................................... 8-1
8.2.2 Road Signage and Road Markings ....................................................................... 8-19
8.2.3 Management of Hawker / Vendor Encroachments ................................................ 8-22
8.2.4 Intermediate Public Transport (IPT) ...................................................................... 8-26
8.2.5 Measures to reduce pollution due to coal mine trucks ........................................... 8-26
8.3 Medium Term Proposals ................................................................................................ 8-26
8.3.1 Parking Management ........................................................................................... 8-27
8.3.2 Road Widening..................................................................................................... 8-33
8.3.3 Footpath Improvements ........................................................................................ 8-36
8.3.4 Pedestrian Infrastructure Development Proposals ................................................. 8-38
8.3.5 Junction Improvement Plans ................................................................................. 8-41
8.3.6 Bus Terminal ........................................................................................................ 8-47
8.3.7 Widening of narrow bridges .................................................................................. 8-49
8.3.8 Cycle Track .......................................................................................................... 8-51
8.3.9 Improving circulation and Multi modal integration in the Railway station area ........ 8-53
8.4 Long Term Proposals ..................................................................................................... 8-55
8.4.1 Identification of Mobility Corridors ......................................................................... 8-55
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Page iii
8.4.2 Bypass ................................................................................................................. 8-58

8.4.3 Public Transport Improvement Plan ...................................................................... 8-60
8.4.4 Truck Terminal ..................................................................................................... 8-65
8.4.5 Shifting of Vegetable Market ................................................................................. 8-68
8.4.6 Identification of Missing links ................................................................................ 8-69
9 Preliminary Social and Environment Impact Assessment................................................... 9-1
9.1 Introduction ...................................................................................................................... 9-1
9.2 Preliminary Social Impact Assessment ............................................................................. 9-1
9.2.1 Socio-Economic Characteristics of Study Area ....................................................... 9-1
9.2.2 Preliminary Social Impact Assessment ................................................................... 9-1
9.2.3 Project Specific Impacts ......................................................................................... 9-2
9.3 Preliminary Environment Impact Assessment ................................................................... 9-6
9.3.1 Air Pollution ............................................................................................................ 9-6
9.3.2 Noise Pollution ....................................................................................................... 9-8
9.3.3 Preliminary Environmental Impact Assessment ....................................................... 9-9
9.3.4 Project Specific Impacts ....................................................................................... 9-11
9.3.5 Measures to Reduce Vehicular Pollution............................................................... 9-13
9.4 Conclusions ................................................................................................................... 9-14
10 Cost Estimate and Financing Options ................................................................................ 10-1
10.1 Cost Estimates ............................................................................................................... 10-1
10.1.1 Introduction .......................................................................................................... 10-1
10.2 Financing Options .......................................................................................................... 10-4
10.2.1 General ................................................................................................................ 10-4
10.2.2 Investments in Transport Sector in Dhanbad......................................................... 10-4
10.2.3 Viability Gap Funding ........................................................................................... 10-5
10.2.4 Public Private Partnership (PPP) .......................................................................... 10-5
11 Institutional Measures & Implementation Strategy ............................................................ 11-1
11.1 General .......................................................................................................................... 11-1
11.2 Existing Institutional Arrangement in Dhanbad ................................................................ 11-1
11.2.1 Dhanbad Municipal Corporation (DMC) ................................................................ 11-1
11.2.2 Mineral Area Development Authority (M.A.D.A) .................................................... 11-2
11.2.3 National Highway Authority of India ...................................................................... 11-2
11.2.4 Public Works Department ..................................................................................... 11-2
11.2.5 Transport Department .......................................................................................... 11-2
11.2.6 Urban Development Department (UDD) ................................................................ 11-3
11.3 Suggested Institutional Improvements ............................................................................ 11-3
11.3.1 Directorate of Urban Land Transport Authority (DULT) at State Level ................... 11-3
11.3.2 Unified Metropolitan Transport Authority at the City Level ..................................... 11-5
11.4 Implementation Strategy ................................................................................................. 11-8
11.4.1 Implementing Agencies ........................................................................................ 11-8
11.4.2 Implementation Schedule ..................................................................................... 11-8
LIST OF FIGURES
Figure 1-1: Location of Dhanbad Municipal Corporation................................................................... 1-1
Figure 1-2: Study Area Map ............................................................................................................ 1-4
Figure 2-1: Regional setting of Dhanbad ......................................................................................... 2-1
Figure 2-2 Road Network Map for Study Area ................................................................................. 2-3
Figure 2-3 Rail Network Map for Study Area.................................................................................... 2-4
Figure 2-4 Registration of Passenger Vehicles for Dhanbad District................................................. 2-8
Figure 2-5 Registration of Commercial Vehicles for Dhanbad District............................................... 2-9
Figure 2-6 Accident Details for Dhanbad District ............................................................................ 2-11
Figure 2-7 Fatal Accident for Dhanbad (Rural & Urban) ................................................................. 2-12
Figure 2-8 Injury Accident for Dhanbad (Rural & Urban) ................................................................ 2-12
Figure 2-9 Non-Injury Accident for Dhanbad (Rural & Urban) ......................................................... 2-12
Figure 2-10 Narrow RUB location in Study Area ............................................................................ 2-20
Figure 2-11: Percentage Break-up of Existing landuse for Dhanbad .............................................. 2-24
Figure 2-12: Existing Landuse Map of Dhanbad ............................................................................ 2-25
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Page iv
Figure 2-13: Urban Centres in Dhanbad ........................................................................................ 2-26

Figure 2-14: Growth of Population in Dhanbad .............................................................................. 2-27
Figure 2-15: Population Density in Dhanbad - 2011 ....................................................................... 2-28
Figure 2-16 Changing Trend of Main Workers in Dhanbad ............................................................ 2-30
Figure 2-17: Employment Density in Dhanbad - 2015 .................................................................... 2-31
Figure 2-18 Coal Mine for Study Area............................................................................................ 2-32
Figure 3-1: Screen Line Survey Locations in the Study Area............................................................ 3-4
Figure 3-2: Mid Block Survey Location in the Study Area ................................................................. 3-5
Figure 3-3: Cordon Survey Locations in the Study Area................................................................... 3-7
Figure 3-4: Turning Volume Count Locations in the Study Area ....................................................... 3-9
Figure 3-5: Parking Survey Locations in Study Area ...................................................................... 3-14
Figure 3-6: Pedestrian Count Survey Locations in Study Area ....................................................... 3-15
Figure 3-7: Passenger Terminal Survey Locations......................................................................... 3-18
Figure 4-1: Average Traffic Composition at Outer Cordon Locations ................................................ 4-6
Figure 4-2: Hourly Variation of Traffic at Govindpur ......................................................................... 4-7
Figure 4-3: Hourly Variation of Traffic at Sindri ................................................................................ 4-8
Figure 4-4: Peak Hour Turning Volume Count at Major Intersections ............................................. 4-17
Figure 4-5: Sector wise Average Household Size .......................................................................... 4-19
Figure 4-6: Sector-wise Average Household Income ..................................................................... 4-20
Figure 4-7: Proportion of Vehicle Ownership.................................................................................. 4-21
Figure 4-8: Population Distribution by Age ..................................................................................... 4-23
Figure 4-9: Distribution of Population by Occupation...................................................................... 4-25
Figure 4-10: Distribution of Trips by Trip Length ............................................................................ 4-28
Figure 4-11: Characteristics of Parked Vehicles at Various Junctions ............................................ 4-38
Figure 4-12: Peak Hour Pedestrian Volume at Critical Locations ................................................... 4-42
Figure 7-1 Four Stage Travel Demand Model .................................................................................. 7-1
Figure 7-2: Zone map...................................................................................................................... 7-3
Figure 7-3: Highway Network .......................................................................................................... 7-5
Figure 7-4: Public Transport Network .............................................................................................. 7-6
Figure 7-5: Validation Process......................................................................................................... 7-8
Figure 7-6: Calibration Process ..................................................................................................... 7-18
Figure 7-7: Base Year Travel Demand Model ................................................................................ 7-20
Figure 7-8: Comparison of Trip length distribution.......................................................................... 7-21
Figure 7-9: Traffic Flow Along Major Corridors............................................................................... 7-22
Figure 7-10: Public Transport Flow Along Major Corridors ............................................................. 7-23
Figure 7-11: Desire Line Diagram of Passenger Trips.................................................................... 7-24
Figure 7-12: Population Density 2035 ............................................................................................ 7-25
Figure 7-13: Employment Density 2035 ......................................................................................... 7-25
Figure 7-14: Private vehicle flow, public transport flow and desire line for Do Nothing Scenario in 2035
..................................................................................................................................................... 7-29
Figure 7-15: Private vehicle flow, public transport flow and desire line for Transport Network
Improvement Scenario in 2035 ...................................................................................................... 7-30
Figure 7-16: Private vehicle flow, public transport flow and desire line for Public Transport
Improvement Scenario in 2035 ...................................................................................................... 7-31
Figure 8-1: Road Network selected for Short Term Improvements in Dhanbad .............................. 8-18
Figure 8-2: Proposed Road Signages in Dhanbad ......................................................................... 8-21
Figure 8-3: Proposed hawker zones in Dhanbad ........................................................................... 8-25
Figure 8-4: Proposed OffStreet Parking Locations in Dhanbad .................................................... 8-32
Figure 8-5: Location of roads proposed for widening...................................................................... 8-34
Figure 8-6: Proposed Elevated corridor ......................................................................................... 8-35
Figure 8-7: Proposed Footpath Locations in Dhanbad ................................................................... 8-37
Figure 8-8: Proposed Traffic Signals with Exclusive Pedestrian Phase .......................................... 8-40
Figure 8-9: Junction Improvement Locations in Dhanbad............................................................... 8-42
Figure 8-10: Junction Improvement at Bank More.......................................................................... 8-45
Figure 8-11: Junction Improvement at Ray Talkies Junction .......................................................... 8-46
Figure 8-12: Junction Improvement at Sharmik Chowk .................................................................. 8-47
Figure 8-13: Location of Proposed Small Bus Terminal ................................................................. 8-48
Figure 8-14: Location of narrow bridges/RUBs in Dhanbad ............................................................ 8-50
Figure 8-15: Proposed Cycle Track Routes in Dhanbad................................................................. 8-52
Figure 8-16: Existing situation of Circulation area at Dhanbad Railway Station .............................. 8-54
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Page v
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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Page vi
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
Table of Contents
Page vii
Table 7-9: Private Vehicle Validation at Major Junctions ................................................................ 7-12

Table 7-10: Public Transport Validation at Cordon locations .......................................................... 7-15
Table 7-11: Public Transport Validation at Screen lines ................................................................. 7-16
Table 7-12: Public Transport Validation at Major Junctions ............................................................ 7-16
Table 7-13: Trip end model ........................................................................................................... 7-19
Table 7-14: Mode-wise calibrated parameters for Trip distribution and Mode choice ...................... 7-19
Table 7-15: Comparison of Mode share and Average Trip length................................................... 7-20
Table 7-16: Base year Travel Characteristics ................................................................................ 7-21
Table 7-17: Population Details for Horizon Years........................................................................... 7-25
Table 7-18: Employment Details for Horizon Years ........................................................................ 7-25
Table 7-19: Do Nothing Scenario .................................................................................................. 7-26
Table 7-20: Transport Network Improvements Scenario ................................................................ 7-26
Table 7-21: Transport Network Improvements + Public Transport Improvements .......................... 7-27
Table 8-1: List of roads recommended for Road Signages and Markings ....................................... 8-19
Table 8-2: Details of Hawking activity in DMC and its remedial measures ...................................... 8-23
Table 8-3: List of Proposed Off-street Parking Locations ............................................................... 8-31
Table 8-4: List of Major Roads Proposed for Widening by Consultants .......................................... 8-33
Table 8-5: List of Proposed Footpath Locations ............................................................................. 8-36
Table 8-6: List of Proposed Junctions with exclusive pedestrian phase .......................................... 8-38
Table 8-7: List of junctions selected for junction improvement........................................................ 8-41
Table 8-8: List of Narrow bridges, ROB/RUB for widening ............................................................. 8-49
Table 8-9: List of Proposed Cycle Tracks ...................................................................................... 8-51
Table 8-10: Proposed Mobility Corridors in Dhanbad ..................................................................... 8-55
Table 8-11: Projected Traffic for Bypass based on Travel Demand Model ..................................... 8-60
Table 8-12: Bus fleet size for horizon years ................................................................................... 8-61
Table 8-13: Proposed Public Transport Route ............................................................................... 8-61
Table 8-14: Ridership details for proposed BRT corridors based on Travel Demand Model ............ 8-61
Table 8-15: List of proposed missing link/new links........................................................................ 8-69
Table 9-1: Major Projects part of CMP and their Social Impact (Qualitative) ..................................... 9-3
Table 9-2: Indian Air Quality Standards (CPCB) in g/m3 ............................................................... 9-6
Table 9-3: National Ambient Air Quality Standards for Various Land uses (g/m3).......................... 9-6
Table 9-4: Health Effect due to various Pollutants............................................................................ 9-7
Table 9-5: Air pollution statistics for Dhanbad .................................................................................. 9-7
Table 9-6: Ambient Noise Standards in India ................................................................................... 9-8
Table 9-7: Noise Risk Zone Criteria ................................................................................................. 9-8
Table 9-8: Location-wise Noise Pollution details for Dhanbad (2014) ............................................... 9-9
Table 9-9: Major Projects part of CMP and their Environmental Impact (Qualitative) ...................... 9-11
Table 9-10: Emission Benefits of Replacing Diesel with CNG in Buses (g/km) ............................... 9-14
Table 9-11: Anticipated Impact of Proposed Projects ..................................................................... 9-15
Table 10-1: Summary of Cost Estimates ....................................................................................... 10-1
Table 10-2: Summary of Cost Estimates for Scenario-I .................................................................. 10-2
Table 10-3: Summary of Cost Estimates for Scenario-II ................................................................. 10-3
Table 11-1: Implementation Agencies in Dhanbad ........................................................................ 11-8
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
Table of Contents
Page viii
Chapter - 1
Introduction
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.
Figure 1-1: Location of Dhanbad Municipal Corporation

The Dhanbad district is bounded by Bokaro on the West, Giridih on the North, Dumka on the East
and Purulia district of West Bengal on the South.The significant part of the study area is under
coal mining and industries associated with it. Based on the consultanats assessment, it is
observed that around 47% of the study area is under coal mining.
Mining activities within the study area and limited transport infrastructure facilities, the city is
experiencing the transport related problems such as traffic congestion in the core urban areas,
inadequate public transport facilities, parking and pedestrian facilities. Movement of heavy
1 Introduction
Page 1-1
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.
1.2 Objective of the Study

The ultimate objective of a CMP is to provide a long-term strategy for the desirable mobility
pattern of a citys populace. To achieve this objective, the following are the main objectives:
Provide a long-term vision(s) and goals for desirable urban development in Dhanbad;
Illustrate a basic plan for urban development and include a list of proposed urban land use
and transport measures to be implemented within a time span of 20 years or more; and
Ensure that the most appropriate, sustainable and cost-effective implementation program is
undertaken in the urban transport sector.
1.3 Scope of the Study

The brief scope of work (as per revised toolkit of CMPs by MoUD) in line with the specific
objectives described above for the current study is as follows
To understand present travel characteristics and forecast travel demand for the planning
horizon.
To estimate emission of CO2 from urban transport based on Travel demand and technological
choices
To integrate transport options with land-use structure and planned regional development and
create alternative scenarios for achieving low carbon mobility
To work out the Mobility Plan which is economically, socially, environmentally and
technologically sustainable and climate resilient to achieve the goal of low carbon and
inclusive transport incorporating development plans/master plans
To suggest implementation programme for successful execution of the selected interventions.
1 Introduction
Page 1-2
1.4 Key Outcomes of the study

Following are the key outcomes of the study in the long term:
Improvement in mobility for all socio-economic groups and genders
Reduction in CO2 emissions with reference to Business as usual scenario
Improvement in air quality with reference to the Business as usual scenario
Improvement in safety and security for pedestrians and NMT
Achievement of desirable indicators and benchmarks
1.5 Study Area

The study area considered for the preparation of Comprehensive Mobility Plan is Dhanbad
Municipal Corporation. Dhanbad Municipal Corporation is spread over an area of 275 Sq.km. with
population of 11,62,472 according to 2011 census. The study area map with strategic road
network is presented in Figure 1-2.
1 Introduction
Page 1-3
Figure 1-2: Study Area Map
1.6 Organisation of the Report

This current report is organised in to eleven chapters as described below
Chapter 1 introduces the study and covers the objective, scope of the study and study area
considered for the study
Chapter 2 discusses about the study area profile
Chapter 3 describes about the data collection process, primary surveys and secondary data
collected
Chapter 4 discusses traffic and travel characteristics of Dhanbad
Chapter 5 describes the Existing Service Level Benchmarks for Dhanbad
Chapter 6 describes Vision, Goals and Strategies for Dhanbad
Chapter 7 discusses the Travel Demand Forecasting for Dhanbad
Chapter 8 provides the Mobility Plan for Dhanbad
Chapter 9 gives the preliminary Social and Environmental Impacts of the project proposals
1 Introduction
Page 1-4
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
Page 1-5
Chapter - 2
Study Area Profile
2 Study Area Profile

2.1 Introduction
Dhanbad is a coal mining and industrial city and one of the
busiest commercial centres in India. It is the largest city and
second largest urban agglomeration in Jharkhand after
Jamshedpur.
Dhanbad Municipal Corporation (DMC) has been divided into
five circles namely Dhanbad Municipality, Jharia NAC, Katras
NAC, Sindri NAC, and Chhatanr NAC. Each circle comprises
of 11 wards. Thus, entire study area is divided into 55 wards.
Dhanbad Municipality has been developed as a core urban
area whereas Jharia is under mining activities. Fertiliser
Corporation of India (FCI) is located in Sindri circle. The predominant language spoken in
Dhanbad is Hindi.
2.2 Regional Setting

The study area is well connected with important cities and neighbouring states with good road
network. Dhanbad is located in the Golden Quadrilateral Highway connecting New Delhi
Kolkotta. Also it is connected with the major cities in Jharkhand such as Ranchi, Jamshedpur.
Kolkotta is located at a distance of 270 Km in the South east, Ranchi (State Capital) is located at
a distance of 150 Km in the south west, Jamshedpur is located at a distance of about 140 km in
the south, Gaya at a distance of 220 km & Patna of about 330 km in North West. The map
showing the Regional setting of Dhanbad and the study area is presented in Figure 2-1.

Page 2-1
Figure 2-1: Regional setting of Dhanbad

Page 2-1
2.3 Existing Transportation System
2.3.1 Road Network

The study area has good connectivity with other districts of Jharkhand and various parts of the
country. All villages are provided with all season roads. The National Highway no.2 linking
Kolkata with Delhi runs very close to the study area. The NH32 which traverses through the
study area connects the study area with the Bokaro Steel City and Chas on one side and
connects to NH-2 on the north eastern side. The city is connected to major cities like Patna via
NH-2, Ranchi via NH-32 and Jamshedpur via SH-12. Barwadda road is another important road
which provides connectivity to NH-2. SH-12, also known as Jharia Road, runs towards south
connecting the study area with Purilia and Chas. The other major roads within the study area are:
Chandankiyari Chowk - Patherdih-Sindri Road
Jharia-Baliapur Road
Tetulmari-Bhuli-Dhanbad Road
Katras-Panchgadhi-Kerkend Road
Kenduadih Link Road (i.e. Katrash More Kendua)
Bank More Purana Bazar Pani Tanki- Joraphatak Road
Gandhi Chowk - Memco Chowk Nirakankari Chowk - NH-2 (Barwadda Road)
JP Chowk Polytechnic Road Vinoth Vihar Chowk
Narayanchowk Vinoth Vihar Chowk Birsa Munda Park Memco Chowk Gold
building Baliapur (This road acts as bypass for Dhanbad City).
Dhansar Matkuria
Wasseypur - Vinoth Vihar
Howrah motor - Loko Talab - Hirapur
The total length of road network within the corporation limit is about 940 km. The classification of
roads and the corresponding distribution is presented in Table 2-1. Road Network Map is shown
in Figure 2-2.
Table 2-1 Category wise Road Length (Based on Reconnaissance Survey)
S. No. Road Classification Road Length (Km) Percentage
National Highways (Govindpur to

1. 18.5 5.39%
Putki NH-32)
2. State Highways / PWD Road
2a Dhanbad to Bhowra (SH-12) 15 4.37%
2b Dhaunsar to Matkuria 1.5 0.44%
2c Kendua to Katras More 5.1 1.49%
2d Katras to Karkend 11.7 3.41%
2e Katras More to Jairampur 5.4 1.57%
3. Major District Road (MDR)
Bhuli to Vinoth Vihar to Memco Chowk
3a. 13.3 3.88%
to Gold Building to Kala Kusma
3b. Chandankari Chowk to Sindri 14.3 4.17%

Page 2-1
S. No. Road Classification Road Length (Km) Percentage
3c. Tetul more to Naya more 3.8 1.11%

4. Other Roads
4a. Wasseypur Road 2 0.58%
4b. Luby circular Road 2.2 0.64%
4c. Gandhi Chowk to Memco Chowk 3.2 0.93%
4d. Putki to Pus Bungalow (Jorapokhar) 7.7 2.24%
4e. Other Roads 239.3 69.77%
Total 343 100%
Bartand Bus stand Naya Bridge
Luby Circular Road Pooja Talkies to Gandhi Chowk

Page 2-2
Figure 2-2 Road Network Map for Study Area
2.3.2 Rail Network

Dhanbad railway station is located on the Delhi - Kolkata railway line. Dhanbad is also one of the
divisional headquarter of East Central Railway zone. It is one of the largest railway stations in
Jharkhand state. All major trains stop at Dhanbad since it is one of the important stations in
Grand chord line. Few other minor railway stations that are located within the study area include
Katrasgarh railway station, Sindri railway station, Bhuli railway station and Bhowrah railway
station.
Since large quantity of coal is available in Dhanbad & its surrounding area, Railways has
established number of railway siding near existing coal mines for Transportation of coal. Some of
the important railway siding include Kusunda, Sijua, Lodna, Bhaga etc. Rail Network Map for the
study area is shown in Figure 2-3.
Dhanbad Railway station Railway Siding

Page 2-3
Figure 2-3 Rail Network Map for Study Area
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.
Barren Air Strip

Page 2-4
2.3.4 Public Transportation System

Dhanbad is the important city in Jharkhand
state with population more than 1 million. But
there is no public transport facility for the city.
Currently private bus operators are operating
intercity and interstate services. They are
operating to various cities such as Asansol,
Aurangabad, Bokaro, Gaya, Giridih, Hazaribagh
and Ranchi.
Intra city passenger movement is provided by
Intermediate Public Transport (IPT) i.e. Share
Auto. There are number of share autos in Share Auto Parking in Shramik Chowk
operational along different routes in Dhanbad.
Out of various locations, Shramik Chowk is the important terminal for shared autos in Dhanbad.
The details of some of the share auto routes
are given below:
Dhanbad Patherdih
Dhanbad Sindri
Jharia Baliapur
Dhanbad Steel Gate Govindpur via
Gandhi Chowk
Dhanbad Bhuli via Wasseypur
Dhanbad Barwadda via Bartand
Dhanbad Vinoth Vihar (via Bartand Bus stand
Polytechnic)
Dhanbad Bhowrah
There are few roads in which share auto movement is restricted such as NH-32 from Randir
Verma Chowk to Ambedkar Chowk (in both directions) & SH-12 (i.e. Jharia Road) from Bank
more to Dhansar Chowk (Dhanbad to
Jharia direction only).
There is one major bus terminal located in
Bartand within the study area. Most of the
intercity buses are operated from this bus
terminal during day time. At night time, all
the buses are operated from Railway
station. Only few buses are operated
through the bus terminal during night time
which is originating from the railway station.
At present, no passenger facilities such as
seating arrangements, drinking water, Bartand Bus stand
lighting, toilet facilities etc is available in the
existing bus terminal. Buses are parked hap hazardously since there are no organised bus bays
available.

Page 2-5
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.
2.3.5 Goods Vehicle Movement

Major goods movement observed in the
study area is coal. To reduce the traffic
congestion and increase the public safety,
traffic police has banned the commercial
vehicle movement in Dhanbad city area
during day time (i.e. 6 a.m. to 11 p.m.). Due
to restricted entry of commercial vehicle and
non availability of truck terminal, the
commercial vehicles are parked on the road
outside the city. Truck Parking in Katras more
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
S. No. On-Street Parking

Locations
1. Hirapur
2. Bank More
3. Gandhi Chowk

Page 2-6
S. No. On-Street Parking

Locations
4. Big Bazaar
5. Saraidhela
6. Court Campus
7. Katras bazaar
8. Kendua
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.
Parking in Bank More Parking in Shramik Chowk
2.3.7 Vehicle Growth and Composition

The year wise registration of vehicles in Dhanbad district for the past 12 years is presented in
Table 2-3 and Table 2-4 and also presented in Figure 2-4 and Figure 2-5.
Table 2-3: Registration of Passenger Vehicles in Dhanbad District
Two Three Car/ Van/

Year Bus Total
Wheeler Wheeler Jeep
2003-04 13,641 254 1,760 20 15,655

2004-05 17,996 348 1,987 9 20,331
2005-06 20,576 888 2,599 67 24,063
2006-07 24,509 1,080 2,644 100 28,233
2007-08 18,107 726 2,287 40 21,120
2008-09 17,651 684 3,304 45 21,639
2009-10 22,864 1,113 4,088 44 28,065
2010-11 30,298 1,152 6,048 39 37,498
2011-12 31,906 1,383 5,131 68 38,420
2012-13 32,445 1,788 5,944 49 40,177

Page 2-7
Two Three Car/ Van/

Year Bus Total
Wheeler Wheeler Jeep
2013-14 33,717 1,915 5,652 33 41,284

2014-15* 33,717 1,915 5,849 25 41,481
*Data for 2014-15 is till February 2015
Source: DTO, Dhanbad
Figure 2-4 Registration of Passenger Vehicles for Dhanbad District
Table 2-4: Registration of Commercial Vehicles in Dhanbad District
Year Truck Tractor Trailor Others Total
2003-04 177 188 151 2 518

2004-05 317 125 94 - 536
2005-06 643 198 130 - 971
2006-07 1,064 165 122 - 1,351
2007-08 847 183 179 - 1,209
2008-09 709 122 123 61 1,015
2009-10 568 258 270 325 1,421
2010-11 677 359 362 638 2,036
2011-12 723 226 233 415 1,597
2012-13 859 234 231 550 1,874

Page 2-8
Year Truck Tractor Trailor Others Total
2013-14 991 349 346 659 2,345

2014-15 * 1,028 368 365 530 2,291
*Data for 2014-15 is till February 2015
Source: DTO, Dhanbad
Figure 2-5 Registration of Commercial Vehicles for Dhanbad District
2.3.8 Traffic Accident

The traffic accidents details were collected from the Police Department for the Dhanbad District
(Rural & Urban) for the last five years and presented in Table 2-5 to Table 2-7. It is observed
from the table that for the years 2010 & 2012, the number of fatal accidents in the Dhanbad
district was very high. The trend of road accidents on Urban and Rural areas is presented in
Figure 2-6 to Figure 2-9.
Table 2-5 Accident Details for Dhanbad (Urban & Rural Area)
S. Fatal Injury Non Injury Total Grand

Year
No. Urban Rural Urban Rural Urban Rural Urban Rural Total
1 2010 152 109 179 144 18 16 349 269 618

2 2011 141 82 155 81 13 8 309 171 480
3 2012 144 96 118 82 10 5 272 183 455
4 2013 132 101 148 111 19 12 299 224 523
5 2014 209 58 120 43 14 5 343 106 449
Total 778 446 720 461 74 46 1572 953 2525

Page 2-9
S. Fatal Injury Non Injury Total Grand

Year
No. Urban Rural Urban Rural Urban Rural Urban Rural Total
Source : Traffic Police, Dhanbad
Table 2-6 Vehicle Category-wise accident details for Dhanbad district
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
2 2011
Truck 38 51 1 90
Others 71 72 3 146
3 2012
Truck 30 46 6 82
Others 54 59 9 122
4 2013
Truck 30 42 3 75
Others 54 55 2 111
5 2014
Truck 39 20 2 61
Others 31 27 4 62
Table 2-7 Location-wise accident details for Dhanbad district

Number Of Accidents
S. No. Year Location
Near inside a village 26 31 2 59

Near a factory/ industrial area 44 49 5 98
1 2010 Residential area 28 41 2 71
Open area 70 65 6 141
Others 93 103 19 215
2 2011 Near inside a village 20 29 2 51

Page 2-10
Number Of Accidents
S. No. Year Location

Residential area 22 41 2 65
Open area 62 62 4 128
Others 86 84 18 188
Open area 86 49 3 49
Others 98 93 8 199
Others 94 97 10 201
Others 92 66 7 165
Figure 2-6 Accident Details for Dhanbad District

Page 2-11
250
200
150
Urban
100 Rural
50
0
2010 2011 2012 2013 2014
Figure 2-7 Fatal Accident for Dhanbad (Rural & Urban)
200
180
160
140
120
100 Urban
80 Rural
60
40
20
0
2010 2011 2012 2013 2014
Figure 2-8 Injury Accident for Dhanbad (Rural & Urban)
40
35
30
25
20 Urban
15 Rural
10
5
0
2010 2011 2012 2013 2014
Figure 2-9 Non-Injury Accident for Dhanbad (Rural & Urban)

Page 2-12
2.3.9 Pollution Data

The air pollution data was collected from the Regional Pollution Control Board (RPCB), Dhanbad
for the study area for the past six years and presented in Table 2-8. The Noise Pollution details
were collected for the last year (2014) is presented in Table 2-9.
Table 2-8 Location-wise Air Pollution details for Dhanbad
Location Annual Average Air
S.
(Station Type Quality
No.
Type*) 2009 2010 2011 2012 2013 2014 Standard
SO2 15.68 14.32 14.31 15.31 15.78 15.29 50
Dhanbad
1 NOx 38.91 37.61 36.43 39.35 40.27 35.65 40
(R)
RSPM 124.87 122.35 156.18 133.78 121.21 221.76 60
SO2 16.44 17.10 15.61 17.01 16.60 14.11 50
2 Jharia (I) NOx 39.95 38.08 34.21 40.06 38.52 36.46 40
RSPM 234.77 235.42 222.05 211.92 208.63 250.40 60
SO2 15.83 17.09 15.73 16.65 16.41 14.54 50
3 Sindri (R) NOx 39.82 39.85 33.31 39.39 40.21 35.42 40
RSPM 136.90 161.87 207.95 166.36 136.34 162.30 60
SO2 15.67 15.92 15.58 16.82 15.78 0 50
Basta
4 NOx 37.80 36.42 34.39 40.66 40.60 0 40
Colla (R)
RSPM 192.99 211.32 215.54 191.65 201.31 0 60
SO2 15.18 15.15 15.27 17.14 17.15 15.58 50
Kusunda
5 NOx 37.12 35.76 33.32 39.62 36.90 36.18 40
(I)
RSPM 164.82 208.72 227.71 204.92 184.62 234.29 60
* R - Residential; I Industrial
Source : Regional Pollution Control Board, Dhanbad
It is observed from the above table that at all the locations; the RSPM levels are much higher
than the standards. This is due to coal mining activities in the study area.
Table 2-9 Location-wise Noise Pollution details for Dhanbad (2014)
Normal Day Deepawali Day Noise
Location Duration Standards
Leq dB(A) Leq dB(A) in dB(A)
Day 85.05 94.6 55
Bartand
Night NA 106.7 45
Day 84.875 98.125 65
Hirapur
Night NA 101.35 55
Day 88.375 100.325 55
Saraidhela
Night NA 102.45 45
Day 90.125 102.55 65
Bank More
Night NA 105.4 55
Day 87.425 98.45 65
Purana Bazar
Night NA 104.85 55

Page 2-13

Day 80.45 90.075 55
Phush Bangla, Bhaga
Night NA 89.75 45
Day 78.175 91.075 75
Digwadih No. 10
Night NA 91.2 70
Day 77.375 92.4 55
Digwadih No. 12
Night NA 93.25 45
It is observed from the above table that noise levels are more than the standards given by Central
pollution control board.
2.3.10 Urban Transportation Issues

Some of the major transport issue in Dhanbad are listed below:
Lack of public transport (i.e. inter & intra city) facility: There is no public transport facility for
Inter & Intra city passenger. At present, shared autos are operated in the study area for Intra city
passenger movements. There is no designated parking area/terminal for shared auto in the study
area. Also their pick-up & drop-off point is located very close to the junction at most of the
locations. This leads to traffic congestion at the junctions such as Bank More, Dhansar, Ray
Talkies, Gandhi Chowk, railway station, etc.
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.

Page 2-14
Truck parked in road at Jharia Truck Parking in road at Goddar
Trucks parked in road at Jharia Trucks parked in road at Jharia
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.

Page 2-15
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.

Page 2-16
Unauthorized parking in Bank More Unauthorized parking in Bank More
Unauthorized parking in Katras Chowk Unauthorized parking in Katras Chowk

Lack of basic facility in bus terminal: Existing bus terminal is in poor condition. Lack of basic
facilities such as bus-bay, seating arrangement for commuters, lighting, drinking water & rest
room, commercial shops, entry/exit to bus terminal are observed in the existing bus terminal.
Poor condition of Dhanbad Bus Terminus Poor seating arrangement at Dhanbad Bus
Terminus

Page 2-17
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
Pedestrian Crossing in Luby Circular Road Pedestrian Crossing in Ambedkar Junction
Pedestrian Crossing in Katras Junction Pedestrian Crossing in Katras 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

Page 2-18
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.
Unauthorized Vegetable shop near Gandhi Unauthorized Vegetable market in Bartand

Chowk

Page 2-19
Unauthorized Vegetable Market at Steel Gate Unauthorized Vegetable Market at Digiwadih

Chowk
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
Figure 2-10 Narrow RUB location in Study Area

Page 2-20
Narrow Gaya Bridge (RUB) Narrow RUB in Rajganj road (Katras)
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.
Two Wheelers parked in No Parking area (Citi Pedestrian movement in Bartand

Style)

Page 2-21
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.
New Lighting facility in NH-32
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.

Page 2-22
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
2.4.1 Existing Land Use

The existing land-use observed in study area is predominantly residential and Mines. Since there
is no existing land-use map available for the study area, Consultants have prepared the same
based on the reconnaissance survey. The existing land-use for the study area is presented in
Table 2-10 and in Figure 2-11 & Figure 2-12.
Table 2-10 Percentage of Landuse for Dhanbad Municipal Corporation

Landuse Type Percentage
Agriculture 14.7%
Commercial 0.5%
Institutional 0.7%
Residential 36.3%
Mines 46.8%
Water body 0.8%

Page 2-23
Landuse Type Percentage

Mixed
Residential 0.2%
Total 100%
Existing Landuse Pattern

Residential, 36.30 Mines, 46.80%
%
Institutional, 0.70 Water

% body, 0.80%
Commercial, 0.50
Agriculture, 14.70 Mixed, 0.20%
%
%
Figure 2-11: Percentage Break-up of Existing landuse for Dhanbad

Page 2-24
Figure 2-12: Existing Landuse Map of Dhanbad
2.4.2 Proposed Landuse

The Master Plan for the study area is not prepared and therefore no information on future land-
use is available.
2.4.3 Urban centres in Dhanbad

The major urban centres in study area are Dhanbad, Katras, Jharia, Sindri and Chattananr. Due
to large spread of the study area under Dhanbad Municipal Corporation, it has been divided into
five administrative circles as mentioned above. Each circle manned by Assistant Municipal
commissioner. The map showing urban centres in Dhanbad Municipal Corporation is given in
Figure 2-13.

Page 2-25
Figure 2-13: Urban Centres in Dhanbad
2.5 Demography
2.5.1 Population
2.5.1.1 Decadal Population Growth Trends

As per 2011 census, the population of Dhanbad is 11, 62,472 of which 6, 14,722 are males and
5,47,750 are females. The study area witnessed declined growth rate from 65% to 19% during
1971 to 2011. The growth of population observed in the study area over the past seven decades
is presented in Table 2-11 and Figure 2-14.
Table 2-11: Population Growth in Dhanbad
Decadal
Year Population growth
rate in %
1951 261,616

Page 2-26
Decadal
Year Population growth
rate in %
1961 263,002 0.53%

1971 434,259 65.12%
1981 637,436 46.79%
1991 753,762 18.25%
2001 977,951 29.74%
2011 1,162,472 18.87%
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
Figure 2-14: Growth of Population in Dhanbad
2.5.1.2 Population Density

The average population density in the study area is 4227 persons per sq.km. The density has
increased from 3556 persons per sq.km in 2001 to 4227 persons per sq.km in 2011. The map
showing the zone wise distribution of population density in Dhanbad for the year 2011 is
presented in Figure 2-15.

Page 2-27
Figure 2-15: Population Density in Dhanbad - 2011
2.5.1.3 Population Projections

Consultants forecasted the population based on various methods. The methods are Arithmetic
Increase method, Geometric Increase Method, Incremental Increase Method and Simple
Graphical Method. All the methods are explained in this section.
2.5.1.3.1 Arithmetic Increase method

This method is based upon the assumption that the population is increasing at a constant rate,
i.e. the rate of change of population with time is constant. From the population data for the last 7
decades, the average increase per decade is calculated which is then used as the design rate of
increase for calculating the design population. This method is of limited value and may be useful
for smaller design periods or for old and very large cities with no industries and which have
practically reached their maximum development. For developing areas, which develop faster than
the past, this method is likely to give low results.

Page 2-28
2.5.1.3.2 Geometrical Increase Method

In this method, it is assumed that the percentage increase in population from decade remains
constant. Therefore, the average value of the percentage increase is calculated and the future
populations are calculated at this rate. For a young city, which at present is expanding at fasted
rate, this method may give very high results and is useful for old developed cities.
2.5.1.3.3 Incremental Increase Method

In this method the average increase per decade is found out. The average incremental increase
for each decade is also found out. The future population is calculated from the average increase
and average incremental increase of population. This method is a combination of the above two
methods and therefore gives the advantages of both and hence gives satisfactory results.
2.5.1.3.4 Simple Graphical Method

In this method, a graph is plotted from the available data, between time and population. The
curve is then smoothly extended up to the desired year. This method however gives approximate
results as the extension of the curve is done only by the intelligence of the designer.
The projected population for the years 2015, 2025 and 2035 by all the four methods is presented
in Table 2-12.
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.

Page 2-29
Table 2-14: Growth of Work force in Dhanbad
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.
Table 2-15: Break up of Main workers in Dhanbad
Category of main Year

workers 1991 2001 2011
2599 1434 1329
Cultivators
(1.29%) (0.66%) (0.50%)
Agricultural 2736 914 3021
Labourers (1.36%) (0.42%) (1.15%)
Household 2350 4423 6215
Industries (1.16%) (2.04%) (2.36%)
194154 209554 252882
Other workers
(96.19%) (96.87%) (95.99%)
Total 201839 216325 263447
Main Workers
300000
250000
200000
150000
100000
50000
0
1991 2001 2011
Figure 2-16 Changing Trend of Main Workers in Dhanbad

Page 2-30
2.5.2.2 Employment Density

The average employment density in the study area is 2,868 persons per sq.km. The map
showing the zone wise distribution of population density in Dhanbad Municipal Corporation for the
year 2015 is presented in Figure 2-17.
Figure 2-17: Employment Density in Dhanbad - 2015
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.

Page 2-31
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.
2.7 Coal Mining

Coal mining is the predominant activity in Dhanbad district. There are about 112 coal mines
functioning within the district, which are being operated by four companies such as BCCL, ECL,
TISCO and HSCO. Bharat Cooking Coal Limited (BCCL) is a subsidiary of Coal India Limited with
its headquarters in Dhanbad is one of the major players in the coal mining. It was incorporated in
the year 1972. Existing Mines area is shown in Figure 2-18.
At present, about 34.51 Million tonnes of coal is produced from BCCL mines. It is planned to
increase to 53 Million tonnes by 2019-20. BCCL planned for new power plant at Ragunathpur
which required 1 MT for Electricity production. Out of total coal produced 90% from BCCL &
remaining from TISCO (i.e. Tata Group) at Jamadoba & IISCO (SAIL group) from Chasnalla.
Figure 2-18 Coal Mine for Study Area
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.

Page 2-32
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.
2.9 Major Educational Institutions

There are number of government educational and research institutions along with aided and
private institutions present within Study Area. Dhanbad city has Centre for Mining and Research
Institutions (CMRI), Central Fuel Research Institute (CFRI), Central Institute of Mining and Fuel
Research (CIMFR), Indian School of Mines (ISM), Patliputra Medical College and Hospital
(PMCH), Law College and Government Polytechnic Institution. Notable institution Birsa Institute
of Technology (BIT) is located at Sindri which is important engineering college in Jharkhand &
Bihar. There are many important education schools observed in the study area is DAV Public
School, Caramel Public School, Delhi Public School, etc.
2.10 Commercial Areas

Bank More is the central hub of commercial activities. There are number of malls located in core
city. City Centre Bartand, City Style-Dutta Tower (Hirapur), Ozone Galleria, Ozone Plaza, Sri
Ram Plaza, New Market, Park Market (Hirapur), etc. are some of the shopping complexes and
commercial areas within the city. In addition to this, few more shopping malls such as centre
point, etc., are also under construction.
2.11 Residential Areas

Some of the residential areas in the city includes, MADA colony, Kusum Vihar colony, Professor
Colony and Jay Prakash Nagar.
2.12 Institutional Setup

There are various governmental agencies involved in the developmental works in the city.
Following are some of those organisations and their responsibilities:
1) Dhanbad Municipal Corporation (DMC) - Dhanbad Municipal Corporation is responsible
for provision and services delivery within its jurisdiction.
2) Mineral Area Development Authority (MADA) - The Mineral Area Development
Authority in Dhanbad is responsible for the approval of building based on FSI norms,
water supply & sewerage, etc. MADA is also responsible for creation of water and
sewerage infrastructure asset and bulk water supply to the entire mineral area excluding
Dhanbad and Sindri town.
3) National Highways (NH) - National Highway department is responsible for development
and maintenance of National Highway roads.
4) Road Construction Department (RCD)/Public Works Department (PWD) - The Road
Construction Department (RCD) /Public Works Department (PWD) is responsible for
development and maintenance of PWD Roads.

Page 2-33
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.

Page 2-34
Chapter - 3
Secondary and Primary Data Collection
3 Secondary and Primary Data Collection

3.1 Introduction
This chapter describes about various data collected (both Secondary and Primary data) for the
study. Details of secondary information collected from various authorities, Primary surveys,
survey methodology, survey locations and key results expected from the surveys have been
provided in this chapter. The data collected was used to analyse and understand the existing
travel characteristics as well as availability of transport infrastructure in the study area. The above
information was used to identify the gaps in transport infrastructure.
3.2 Secondary Data Collection

The Secondary data collected from various authorities is presented below:
Study Area Map
Road Network map & List of roads proposed for improvement
Village map & type of land development for Dhanbad & Jharia
Primary School details
Comprehensive Development Plan
Existing Industrial details
List of employment details by location-wise from BCCL
List of public transport stage-wise fare details (past data)
Share Auto fare details by route-wise
On/off street parking details
Vehicle Registration data for past 10 years
Air & Noise quality data
Accident details for past 5 years
Budget & expenditure details
Organisation setup and list of employee working in DMC
3.3 Review of Past Studies
Consultants have collected and reviewed the relevant past studies as listed below:
City Development Plan
3.4 Primary Surveys
Based on the Reconnaissance survey of the study area, availability of secondary information and
discussion with client, Consultants have carried out various primary surveys in the study area to
assess the existing traffic and network conditions, socio economic profile of the study area, gaps
in the transport infrastructure facilities etc. The list of primary surveys conducted in the study area
is presented in Table 3-1. The survey methodology and key outcome of each of the surveys are
discussed in detail in the subsequent sections.

Page 3-1
Table 3-1: List of Primary Surveys
Number of Duration of the

S.No. Type of survey
Locations/ Samples survey
1. Screen line traffic volume counts 13 16 hours

Classified traffic volume counts at mid
2. 1 24 hours
block locations
3. Turning volume counts at Intersections 20 16 hours
Classified traffic volume counts at cordon
4. 7 24 hours
locations
5. Road network inventory 342 km -
Origin and Destination (O-D) survey at
6. 7 24 hours
cordon locations
7. Parking survey 14 12 hours
8. Speed and Delay survey 257 km
9. Passenger Terminal surveys 7 24 hours

2% of Households in
10. Household survey -
the study area
11. Vehicle operators survey 100 samples -
12. Goods terminal survey 100 samples -
13. Pedestrian survey 12 8 hours
14. Light meter survey 97 km -

Occupancy surveys at Screen lines,
15. 21 16-24 hours
Cordon and Midblock locations
3.4.1 Screen Line Traffic Volume Count Surveys

Natural barriers such as railway line, river etc.
which divides the study area is considered as
screen lines. The railway line divides the study
area into north south direction thereby
depriving a direct vehicular inter-zone
connectivity. For capturing the travel pattern of
east west movements and imaginary line
parallel to NH 32 is considered as screen line.
Hence to quantify the traffic which cross the
screen lines, traffic volume count surveys were
carried out at major railway crossing locations
on a normal day for a period of 16 hours (06:00 a.m. to 10:00 p.m.) covering both morning and
evening peak period. The survey locations are presented in Table 3-2 and Figure 3-1.
Classified traffic volume counts were analyzed and following details are reported in the next
chapter.
Traffic Composition

Page 3-2
Mode-wise Hourly variation of traffic

Variation in flow, during peak and off peak
The results obtained based on screen-line counts are used for validation of base year transport
model for the study area.
Table 3-2: Screen Line Survey Locations
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
3.4.2 Mid Block Traffic Volume Count Surveys

Classified traffic volume count survey was carried out at mid block location of the major link road
on a normal day for 24 hours period (08:00 a.m. to 08:00 a.m.) covering both morning and
evening peak period. The survey location is presented in Table 3-3 and Figure 3-2.
Both motorized and non-motorized vehicles count was carried out direction-wise separately.
Classified traffic volume counts were analyzed and following details are reported in the next
chapter.
Traffic Composition
The results obtained from mid block count is used
to understand the intensity of traffic on major
roads in the study area.
Table 3-3: Mid Block Survey Location
S.No. Road Name Location

Baliapur Hirak Near
1
road Kalakusuma

Page 3-3
Figure 3-1: Screen Line Survey Locations in the Study Area

Page 3-4
Figure 3-2: Mid Block Survey Location in the Study Area

Page 3-5
3.4.3 Cordon Surveys

The major entry/exit points to the study area are considered as cordon points. Classified traffic
volume count surveys as well as Origin Destination surveys were carried out at cordon
locations on a normal day for 24 hours period covering both morning and evening peak period.
The survey locations are presented in Table 3-4 and Figure 3-3.
Both motorized and non-motorized vehicles count was carried out direction-wise separately.
Classified volume counts were analyzed and following details are reported in next chapter.
Traffic Composition
The results obtained based on traffic volume counts are used to validate the base year transport
model, to assess the through traffic, for capacity augmentation of major roads to the study area,
for planning bypasses and ring roads etc.
Table 3-4: Cordon Survey Locations
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.

Page 3-6
Figure 3-3: Cordon Survey Locations in the Study Area

Page 3-7
3.4.4 Turning Volume Count at Intersections

Classified turning volume count survey was carried out at
major intersections on a normal day for 16 hours period
(06:00 a.m. to 10:00 p.m.) covering both morning and
evening peak period. The survey locations are presented
in Table 3-5 and Figure 3-4.
Both motorized and non-motorized vehicle count were
carried out. Classified traffic volume counts were analyzed
and following details are reported in next chapter.
Traffic Composition
Turning volumes
The results obtained based on turning volume counts are
used to validate the base year transport model, to prepare
junction improvement plans, design of signal phasing etc.
Table 3-5: Locations of Turning Volume Counts
S.No. Junction Name

1 Bank More Junction
2 Ray Talkies Junction
3 Shramik Chowk
4 Polytechnic Road Junction
5 Gandhi Chowk
6 Randhir Verma Chowk
7 MEMCO Chowk
8 Dhansar Chowk
9 Katras More
10 Kendua Chowk
11 Kusunda Chowk
12 Jharkhand Chowk
13 Katras Market
14 Pooja Talkies Chowk
15 Ambedkhar Chowk
16 NCB Chowk
17 Vinod vihar Chowk
18 Steel Gate Chowk
19 ISM Gate
20 NH32/Baliapur Road junction

Page 3-8
Figure 3-4: Turning Volume Count Locations in the Study Area

Page 3-9
3.4.5 Household Interview Surveys (HIS)

Household interview surveys (HIS) were conducted in the study area by interviewing the
households on sample basis. HIS is a standard method for collection of data related to origin
destination, socio-economic and other travel characteristics of residents of the study area. It
provides essential information required in understanding the present travel characteristics and
future needs of the residents as regards to their travel pattern in terms of trip purpose, frequency,
modal choice, etc. A total of 4,410 households were interviewed which works out to be 2% of the
households in the study area. The detailed quantity of zone-wise samples of study area collected
is presented in Section 4.7.
Sample Size Determination

A stratified random sampling technique was adopted for selection of
households for HIS surveys. This is a standard technique as per the
requirement of ToR.
The entire study area was stratified into a set of spatial
geographical units (wards). Number of households residing in each
ward was collected from the available latest census and the sample
size was calculated based on this.
The households within each ward were selected randomly such that
samples are distributed throughout.
Special care was taken so that people belonging to all socio-
economic categories are adequately represented in the sample
Household Survey Form Design

HIS questionnaire used for the current study includes information on
household personal and travel characteristics of the people. Travel data
was obtained for each household member (excluding infants), on the basis
of their actual travel on the day prior to the survey.
The Survey Form captures the following data:
Household characteristics (Address, HH size,
House and Vehicle Ownership)
Person characteristics (Age & Gender distribution,
Educational qualification, Employment, Annual
Income etc)
Trip Characteristics (Origin & Destination
Address, Trip purpose, cost, time, mode &
frequency, Interchange details, walk time etc).
Level of service characteristics (Average Journey
speed)
Local publicity in terms of news advertisements in
prominent local vernacular newspapers was made for
getting good co-operation from respondents. In addition, authorization letters from Dhanbad
Nagar Nigam office Hindi and English was provided to the survey team for better response and
appreciation of the survey.

Page 3-10
Recruitment and Training of Survey Team

For better logistics purpose Consultants divided the zones into sub-zones and assigned a sub
regional survey manager i.e. Transport Planner who is responsible for conducting the HIS for that
sub-zone.
A specially and fully structured training program is organized to train selected enumerators for
data collection by HIS. Training has been also provided in various ways of cross-checking data
collected during the interviews as well as to break the attitudinal barriers of household members
to provide information.
Considering the safety aspects and authenticity of the survey, authorization letters from Dhanbad
Nagar Nigam office have been provided to the survey team for better authenticity of the survey in
the view of residents of study area.
Survey Outcome:
The following outputs will be obtained from Household survey:
Household characteristics (Household size, number of workers and children, income,

vehicle ownership etc.)
Personal characteristics (number of males and females, marital status, age etc.)
Travel characteristics (origin, destination, purpose, trip length, mode of travel, trip cost,
and trip chains)
Travel pattern of residents of Dhanbad
Intra-city O-D matrix
Desire line diagrams
Modal share
Average trip length and trip cost
Per capita trip rate
3.4.6 Parking Surveys

All important commercial areas in the study area where
parking is found to be predominant were selected for
conducting the parking survey. The survey locations for

Page 3-11
parking demand survey is presented in Table 3-6 and Figure 3-5.
Table 3-6: Parking Demand Survey Locations
S.No. Location Name

1. Bank More Junction
2. Shramik Chowk
3. Gandhi Chowk
4. Randhir Verma Chowk
5. Purana Bazar
6. Naya Bazar (Ray Talkies)
7. Saraidhela (Steel Gate)
8. Katras Chowk
9 Bata More
10 Kendua Chowk
11 Park Road
12 Katras Railway Station
13 Court
14 Big Bazar
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
3.4.7 Pedestrian Count Surveys

The objective of the survey is to identify critical locations for pedestrian movement. Pedestrian
counts were carried out at intersection crosswalks, midblock crossings, or along sidewalks for a
period of eight hours covering morning and evening peak hours. The survey was carried out by
direction of each pedestrian crossing the roadway and
walking across the sidewalks. The collected data from the
Pedestrian counts conducted at such critical locations on
the selected stretches were analyzed. The survey
locations for the pedestrian survey are presented in Table
3-7 and Figure 3-6.
Table 3-7: Pedestrian Count Survey locations
S.No. Location Name

1. Bank More Junction
2. Shramik Chowk
3. Gandhi Chowk

Page 3-12
S.No. Location Name

4. Randir Verma Chowk
5. Purana Bazar
6. Naya Bazar
7. Saraidhela Maket
8. Near Katras Market
9 Near Katras Railway Station
10 Bata More, Jharia
11 Kusunda
12 Ambedkar Chowk
The following outputs are reported in the next chapter.

Pedestrian volume in the peak hours
Identification of critical locations for pedestrian/Non-motorised vehicles movement
Pedestrian Risk Zones

Page 3-13
Figure 3-5: Parking Survey Locations in Study Area

Page 3-14
Figure 3-6: Pedestrian Count Survey Locations in Study Area

Page 3-15
3.4.8 Speed and Delay Surveys

Speed and Delay survey was carried out in both directions during peak and off-peak hours on
major roads by moving car method. Running speed and average speed for each section of the
roads were assessed.
The quantum of delay and reasons for the delays were noted. Average speed on various
sections of the road is one of the important parameter for calibration and validation of
travel demand models. The following output of the speed and delay survey has been presented
in next chapter:
Average speed
Type & quantum of delays
Level of congestion
3.4.9 Road Network Inventory Surveys

Road network inventory survey was carried out covering all the major roads in the study area. As
a first step, network data was collected with the help of satellite imagery/ road network map
followed up with field inventory surveys. Following details were collected in road network
inventory surveys:
Link lengths
Carriageway details
Pavement surface conditions
Footpath details (clear width, quality, usability)
No. of obstructions in clear width
Cycle track details & their quality (if available)
Adjacent land-use details
Width of ROW occupied by on-street parking, encroachments etc. if any
Effective ROW width
Details of Bus Stops (Name, Location etc)
Drain details
Street lighting
Signages and markings
3.4.10 Vehicle Operator Survey
The objective of the Vehicle Operator Survey is to derive vehicle
operating costs for the study area. Vehicle operators of taxis, auto
rickshaws and Goods vehicles were interviewed for eliciting the
operating characteristics of vehicles as well as cost of operation.
The survey was carried out at market areas and parking places.
The following outputs are reported in the next chapter:
Daily Total Km
Fuel Consumption
Maintenance Charges per day
Mileage
Total Revenue

Page 3-16
3.4.11 Goods Focal Point Survey

The primary objective of these surveys is to establish the
quantum of existing commercial vehicles in the study area.
Data was collected on regional freight movement, their
origins and destinations within and outside the study area,
commodity-wise quantity of freight movement within the
study area, their frequent origins and destinations.
Secondary data on operations of industries and firms
which transport goods within and outside the study area
producing the demand for goods movement was also
collected.
The following outputs are reported in the next chapter.
Commercial vehicle O-D matrix
Commercial vehicle operating cost
Truck trip rates
3.4.12 Passenger Terminal Survey

The main objective of Passenger Terminal survey is to
assess the magnitude of the movements of passengers
plying between study area and the rest of the state and
country. The study area consists of bus terminal and
railway terminals for inter-state connectivity. It is observed
that the residents of study area make use of Dhanbad and
Katras railway terminals as well as Dhanbad Bus stand for
their inter-state movements. This survey was carried out
for a period of 24 hours. The information covering trip characteristics like origin, destination, trip
purpose, access mode, cost, travel time to access the terminal etc. were collected in sample
basis. The details pertaining to the trip information, further journey details etc. were collected
during the interview. The survey locations are presented in Table 3-8 and Figure 3-7
Table 3-8: Passenger Terminal Survey Locations
S.No. Location Name

1. Dhanbad Bus Stand
2. Dhanbad Railway Station
3. Katras Railway Station
4. Bhuli Railway Station
5. Bhowrah Railway Station
6. Sindri Railway Station
7. Sindri Town Railway Station
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

Page 3-17
Figure 3-7: Passenger Terminal Survey Locations

Page 3-18
3.4.13 Light meter Survey

Light meter survey was carried out along the major arterials to assess the lighting intensity in
terms of LUX levels. This information is used for assessing the service level benchmark
suggested by MOUD.

Page 3-19
Chapter - 4
Traffic and Travel Characteristics
4 Traffic and Transportation Characteristics

4.1 Introduction
This chapter presents the existing traffic and travel characteristics of Dhanbad based on
comprehensive primary surveys.
4.2 Analysis of Screen Line Counts

Classified traffic volume count is conducted at 13 locations. Table 4-1 presents the 16 hour
Traffic (06:00 a.m. to 10:00 p.m).
Table 4-1: Location wise Traffic on Screen Lines for 16hrs duration
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
Summary of Traffic Volume Counts on Screen lines is presented in Annexure I.

4.2.1 Traffic Composition
Composition of traffic observed on screen line is presented in Table 4-2. Private vehicles
contribute 68.9% of share of total traffic crossing the screen line. The Goods vehicles accounted
for 7.71%. Slow moving vehicles contributed to 4.23% in the total traffic.
Table 4-2: Composition of Traffic at Screen Line locations (%)
Private Modes
Goods
Location Two Car/ Auto Bus SMV Total
Vehicles
Wheelers Jeep Rickshaw
Barmasiya 74.3 6.6 5.9 0.1 1.8 11.3 100

Gaya Bridge 42.3 14.4 37.1 1.3 2.2 2.7 100

Page 4-1
Private Modes
Goods
Location Two Car/ Auto Bus SMV Total
Vehicles
Wheelers Jeep Rickshaw
Wasseypur 55.9 8.1 30 0.3 2 3.7 100

Naya Bazaar
41.6 23.8 25.3 1.3 6.1 1.9 100
(Flyover)
Baliapur
50.6 23.6 3.8 1.9 17.8 2.3 100
Bypass
Steel Gate 41.1 23.5 19.2 0.4 13.4 2.4 100
ISM Gate 59.0 16.8 1.4 0.4 18.0 4.4 100
Randhir
44.7 23.5 22.6 0.9 6.3 2.0 100
Verma Chowk
Ambedkar
41.4 15.5 23.4 1.8 0.4 17.5 100
Chowk
Pooja Talkies 40.8 22.6 29.1 1.9 4.3 1.3 100
Bank More 60 19.5 13.8 0.7 4.0 2.0 100
Kendua Pool 66.4 10.3 9.0 0.3 11.8 2.2 100
Karkend 53.5 15.5 17.4 0.2 12.1 1.3 100
Average 51.7 17.2 18.3 0.9 7.7 4.2 100.0
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
Peak Hour Traffic

S.No. Location Peak Hour
PCUs Share
1 Barmasiya 10:15 - 11:15 639 9.03%
2 Gaya Bridge 09:45 10:45 4,361 9.54%
3 Wasseypur 09:45 10:45 1,504 9.58%
4 Naya Bazaar (Flyover) 10:00 11:00 4,326 7.49%
5 Baliapur Bypass 8:45 9:45 1,788 9:45%
6 Steel Gate 10:45 11:45 2,891 8.83%
7 ISM Gate 9:30 10:30 2,113 11.47%
8 Randhir Verma Chowk 11:15 12:15 3,196 9.07%
9 Ambedkar Chowk 11:30 12:30 1,830 7.53%
10 Pooja Talkies 10:30 11:30 3,876 9.50%
11 Bank More 12:15 13:15 3,471 10.30%

Page 4-2
Peak Hour Traffic

S.No. Location Peak Hour
PCUs Share
12 Kendua Pool 18:45 19:45 1,061 9.28%
13 Karkend 17:45 18:45 1,082 7.83%
4.2.3 Passenger Flows across Screen Lines

The passenger vehicle occupancy survey is carried out at screen line locations to estimate the
average occupancy of passenger vehicles, which are crossing the screen lines. The occupancy
factors are used to convert vehicular flows into passenger flows. The average occupancy factor
for various passenger vehicles and corresponding passenger flow across the screen lines are
presented in Table 4-4 and Table 4-5. It can be observed that around 2.87lakh vehicles (6.06
lakh passengers) are crossing the screen line locations.
Table 4-4: Occupancy Factors Arrived at Screen Line Locations
S.No. Vehicle Type Occupancy Factor

1 Two Wheeler 1.55
2 Cycle Rickshaw 1.11
3 Cycle 1.12
4 Shared Auto 6.57
5 Car/Van/Jeep 3.31
6 Mini Bus 23.44
7 Bus 38.43
Table 4-5: Vehicular and Passenger Flow across the Screen Lines
Total Vehicular Flow Total Passenger

Screen Line
Motorised Non Motorised Total Flow
Barmasiya 7646 963 8609 16,521

Gaya Bridge 36,005 576 36,581 1,32,058
Wasseypur 13,344 517 13,861 44,963
Naya Bazaar
47,260 915 48,175 1,66,073
(Flyover)
Baliapur
Bypass 12,869 1405 14,274 35,097
Steel Gate 17,521 2810 20,331 57,635

ISM Gate 9,116 2554 11,670 20,115
Randhir
Verma Chowk 27,963 552 28,515 93,760
Ambedkar
Chowk 16,433 3,484 19,917 68,981
Pooja Talkies 30,562 976 31,538 1,26,994

Bank More 30,797 1060 31,857 87,240

Page 4-3

Screen Line
Kendua Pool 9,516 691 10,207 21,182
Karkend 10,810 345 11,155 28,636
Total 2,86,690 6,06,188
4.3 Analysis of Mid block Volume Counts

Classified traffic volume count is conducted at one mid block location. Table 4-6 presents the 24
hour Traffic (8:00 AM-8.00 AM).
Table 4-6: Traffic on Mid Block location for 24hrs Duration
Total
S.No. Road Name
Vehicles PCUs
1 Baliapur Hirak Road 6,308 6,220

Composition of traffic observed at mid block location is presented in Table 4-7. Share of private
vehicles is 67.5%.
Table 4-7: Composition of Traffic at Mid Block Locations (%)
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
4.3.2 Peak Hour Characteristics

Table 4-8 presents the peak hour traffic at Midblock location.
Table 4-8: Peak Hour Traffic at Mid Block Locations
Peak Hour Traffic

S.No. Road Name Peak Hour
PCU Share
1 Baliapur Hirak Road 15:15 16:15 536 8.59%
4.3.3 Passenger Flows at Midblock Locations

The passenger vehicle occupancy survey is carried out at mid block locations to estimate the
average occupancy in passenger vehicles, which are crossing mid block points. The occupancy
factors are used to convert vehicular flows into passenger flows. The average occupancy factor
for various vehicles and passenger flow across midblock locations are presented in Table 4-9
and Table 4-10.

Page 4-4
Table 4-9: Occupancy Factors Arrived at Mid Block Locations

1 Two Wheeler 1.58
3 Cycle 1.09
4 Shared Auto 6.62
5 Car/Van/Jeep 3.20
6 Mini Bus -
7 Bus -
Table 4-10: Vehicular and Passenger Flow at Midblock Locations

Road Name
Baliapur Hirak Road 5,398 911 6,308 14,217
4.4 Analysis of Volume Counts at Cordon

4.4.1 Traffic Intensity
Classified traffic volume counts are conducted at 7 outer cordon locations. Based on the survey
results, it is observed that around 70,539 vehicles (77,716 PCUs) enter and leave the study area
every day. Among the cordon locations, highest traffic volume of 15,138 vehicles (20,601 PCUs)
is observed at Gobindpur location which corresponds to 21% of total vehicles observed at cordon
location. Table 4-11 presents the average daily traffic (ADT) at the outer cordon locations.
Table 4-11: Average Daily Traffic (ADT) at Outer Cordons
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%
Summary of traffic volume data at cordon locations is presented in Annexure II.

Page 4-5

Composition of traffic varies considerably among the roads. The road wise traffic composition at
outer cordon locations is presented in Table 4-12. Average Traffic composition on outer cordon
locations is presented in Figure 4-1.
Table 4-12: Composition of Traffic at Outer Cordon Count Locations
Private Modes Bus/ Slow

Outer Goods
Location Two Mini Moving
Cordon Car Auto Vehicle
wheeler Bus Vehicles
OC-1 Barwaadda 41.0% 16.4% 18.0% 0.8% 17.2% 6.6%
NH 32 near
OC-2 34.4% 22.4% 19.2% 2.3% 18.6% 3.1%
Gobindpur
On MDR 67
OC-3 48.0% 11.3% 7.0% 0.8% 9.9% 23%
Sindri
SH 12 near
OC-4 Bhowrah Railway 55.8% 12.2% 4.4% 0.6% 8.7% 18.2%
Station
Jairampur
OC-5 54.3% 6.1% 4.7% 0.2% 7.2% 27.5%
Baliapur Road
NH 32 near
OC-6 40.8% 23.7% 7.3% 2.9% 19.2% 6.1%
Phutki
OC-7 Katras 67.3% 8.1% 5.1% 0.7% 7.6% 11.2%
Average 48.8% 14.3% 9.4% 1.2% 12.6% 13.7%
Figure 4-1: Average Traffic Composition at Outer Cordon Locations

The average share of private modes, Shared Autos, Public Transport (Bus & Mini Bus), Goods
Vehicles and Slow moving Vehicles are 63.1%, 9.4, 1.2%, 12.6% and 13.7% respectively. The
share of slow moving vehicles is the highest on Jairampur Baliapur road with 27.5% of total
traffic.
4.4.3 Temporal Variation of Traffic

One of the features of urban traffic is its temporal variation and study of which is important from
the point of view of transportation system planning. This particularly gains importance when a
high capacity is required during the peak period but which remains extremely underutilised during
other long hours of the day. It is important to appreciate the temporal needs as manifested by

Page 4-6
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%.
Table 4-13: Peak Hour Traffic at Outer Cordon Locations

Outer Peak Hour Traffic
Cordon Location Peak Hour
PCUs Share of ADT
OC-1 Barwaadda 09:00 10:00 2,087 12.8%
OC-2 NH 32 near Gobindpur 17:00 18:00 1,514 7.4%
OC-3 On MDR 67 Sindri 09:45 10:45 386 9.7%
OC-4 SH 12 near Bhowrah Railway Station 09:00 10:00 518 7.9%
OC-5 Jairampur Baliapur Road 18:15 19:15 739 8.2%
OC-6 NH 32 near Phutki 04:00 05:00 649 5.6%
OC-7 Katras 11:45 12:45 910 9.5%
Average 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.
Figure 4-2: Hourly Variation of Traffic at Govindpur

Page 4-7
Figure 4-3: Hourly Variation of Traffic at Sindri
4.5 O-D Survey Analysis

In order to understand the travel pattern of the traffic entering/ leaving the study area, Origin-
Destination surveys have been carried out on all the cordon locations for 24 hrs. The study area
is divided into 55 zones as per prevailing demarcation of wards. The area influencing the city is
divided into 7 external zones considering the nearby major cities, districts and states. The zoning
system adopted for the analysis is presented in Section 4.7.
4.5.1 Sample Size
The O-D sample size collected at various cordon locations is presented in Table 4-14.
Table 4-14: Sample Size Achieved at Various Cordon Locations (%)
Vehicle OC1 OC2 OC3 OC4 OC5 OC6 OC7
Auto Rickshaw 10% 14% 24% 19% 27% 18% 31%

Car/ Jeep / Van 18% 14% 26% 16% 20% 23% 27%
Mini Bus 25% 76% - 43% - 75% -
Govt. Bus - 55% - 50% - - -
Pvt. Bus 18% 61% - 38% - 69% -
Commercial Vehicles 32% 26% 51% 42% 48% 40% 56%
Total 23% 19% 38% 28% 34% 29% 42%
4.5.2 Travel Pattern of Passenger Vehicle Trips

Location wise travel pattern of passenger vehicles at the outer cordon is summarised and
presented in Table 4-15 to Table 4-17.
Internal to Internal are the trips whose origin and destinations are within study area.
Internal to External are the trips whose origin is within the study area and destination is
outside study area.
External to Internal are the trips whose origins are outside study area and destinations
are within study area.

Page 4-8
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 4-15: Travel Pattern of Passenger Vehicle by Location

Internal Internal External External
Outer Through
Location to to to to Total
Cordon No. Traffic
Internal External Internal External
OC-1 Barwaadda 7008 1413 3154 67 11642 0.57%
OC-2 Gobindpur 0 5258 6460 145 11862 1.22%
OC-3 Sindri 2200 192 262 53 2706 1.95%
OC-4 Bhowrah 0 2186 2869 186 5242 3.55%
OC-5 Baliapur 771 2577 2367 1322 7037 18.79%
OC-6 Phutki 0 3944 2905 476 7325 6.50%
OC-7 Katras 3455 2055 2602 13 8125 0.16%
Total 13434 17625 20619 2262 53939
4%
Share 24.9% 32.7% 38.2% 4.2% 100.0%
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 4-17: Mode Wise Share of Passenger Vehicles at Outer Cordon

Internal to Internal to External to External to
Vehicle Total
Internal External Internal External
Two Wheeler 29% 29% 38% 4% 100%
Auto 24% 37% 38% 1% 100%
Car 14% 41% 40% 5% 100%
Bus 0% 48% 44% 8% 100%
Total 25% 33% 38% 4% 100%
From the above tables, it is observed many internal to internal trips at Barwadda, Sindri, Baliapur
and Katras. It is due to the fact that part of the villages falls within and outside the study area. In
baliapur location, Vehicles from the study area is observed in both directions since study area can
be accessible from both directions.

Page 4-9
4.5.2.1 Trip Purpose

The data is analysed for trip purpose at cordon. The results are presented in Table 4-18. Majority
of trips are made for the purpose of Business (36%), Work (35%), social travel (8%) and
shopping (6%).
Table 4-18: Distribution of Trip Purpose at Cordon
Trip Purpose 2 Wheeler Auto Car Total

Work 38% 31% 34% 35%
Business 32% 64% 28% 36%
Education 6% 1% 3% 4%
Shopping 7% 2% 8% 6%
Social/Recreation 8% 1% 11% 8%
Health/Hospital 2% 1% 6% 3%
Tourism 1% 1% 3% 2%
Others 8% 0% 8% 7%
Total 100% 100% 100% 100%
4.5.3 Passenger Flows at Cordon Points

The passenger vehicle occupancy survey is carried out at cordon point locations to estimate the
average occupancy in passenger vehicles. The occupancy factors are arrived from occupancy
surveys which are used to convert vehicular flows into passenger flows. The average occupancy
factor for various passenger vehicles and passenger flows at all cordon points are presented in
Table 4-19 and Table 4-20. It can be observed that 30,946 vehicles (98,644 passengers) are
travelling towards the direction of the city where as 29,707 vehicles (99,196 passengers) are
travelling opposite to the direction of the city at all cordon points. Highest passenger movement is
observed at Gobindpur location and least passenger movement is observed at Sindri location.
Table 4-19: Occupancy Factors Arrived at Cordon Point Locations

1 Two Wheeler 1.5
3 Cycle 1.1
4 Shared Auto 5.8
5 Car/Van/Jeep 3.2
6 Mini Bus 23.1
7 Bus 35.8

Page 4-10
Table 4-20: Vehicular and Passenger Flow at Cordon
Motorised Non Motorised Total Vehicular Flow Total Passenger Flow

Outer
Cordon Towards From Towards From Towards From Towards
From City
City City City City City City City
Barwaadda 5506 4642 244 595 5750 5237 17805 19211
Gobindpur 6535 5321 184 240 6719 5561 30626 28057
Sindri 1377 1364 489 416 1866 1780 4354 5202
Bhowrah 2930 2341 573 720 3503 3061 7776 7252
Baliapur 3615 3441 1437 1531 5052 4972 9541 8888
Phutki 3044 4326 223 324 3267 4650 17123 20442
Katras 4299 3890 490 556 4789 4446 11418 10145
Total 27306 25325 3640 4382 30946 29707 98643 99197
4.5.4 Travel Pattern of Goods Vehicles

Data collected from Origin-Destination surveys have been analysed to study the movement
pattern of Goods vehicles at the outer cordon. The movement pattern of Goods vehicles entering
and leaving the study area are presented in Table 4-21 to Table 4-23. The share of Internal to
External (I-E) movement accounts for 51% share, whereas External to Internal (E-I) accounts for
39% share. The proportion of through traffic in Goods vehicles is around 10%.
Table 4-21: Location wise Travel Patterns of Goods Vehicles
Internal to External to External to Through
Location External Internal External Total Traffic
Barwaadda 1428 829 526 2784 18.89%
Gobindpur 1406 1247 108 2761 3.91%
Sindri 261 117 23 400 5.75%
Bhowrah 279 228 35 542 6.46%
Baliapur 440 253 57 750 7.60%
Phutki 800 830 247 1877 13.16%
Katras 392 306 12 710 1.69%
Total 5006 3810 1008 9824
10.26%
% Share 50.96% 38.78% 10.26% 100.0%
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

Page 4-11
Table 4-23: Mode Wise Share of Goods Vehicles at Outer Cordon

Internal External External
to to to
Vehicle Type External Internal External Total
LCV 43% 41% 25% 36%
Truck 51% 53% 69% 58%
MAV 6% 6% 6% 6%
Total 51% 39% 10% 100%
Commodity Distribution of Goods Traffic is analysed and presented in Table 4-24.
Table 4-24: Commodity wise Distribution of Goods Traffic at Outer Cordon
Commodity Tata Ace LCV 2-Axle 3-Axle MAV Total

Empty 55% 49% 49% 55% 46% 52%
Vegetables/Fruits/ Milk/ Fish 12% 7% 1% 2% 4% 5%
Coal 0% 0% 36% 24% 31% 19%
Iron Ore 0% 1% 1% 1% 3% 1%
Food Grains (Rice/ Wheat/ etc.) 10% 9% 1% 3% 2% 5%
Drums/Tubes/Cables/Wire/Tiles 1% 1% 0% 0% 1% 0%
Sand/Cement/Aggregate/Steel/
11% 25% 8% 8% 6% 11%
Brick/Tiles
Rubber/Wood/Timber/ Furniture 1% 1% 0% 1% 1% 1%
Textile Materials/Cotton 0% 0% 0% 0% 0% 0%
Leather 0% 0% 0% 0% 0% 0%
Plastic Products (Pipe) 1% 0% 0% 0% 0% 0%
Iron coils/pipes/cables/wire 0% 0% 0% 0% 0% 0%
Petrol/
3% 1% 2% 2% 4% 2%
Diesel/Gas/LPG/Sulphur/Edible Oil
Chemicals/Fertilizers 1% 1% 0% 0% 0% 0%
Finished consumer Goods 2% 5% 0% 1% 1% 2%
Paint/dyes 0% 0% 0% 0% 0% 0%
Machine 1% 0% 0% 1% 0% 1%
Fibre 0% 0% 0% 0% 0% 0%
Industrial Goods (Alloy/Steel) 0% 0% 0% 1% 0% 0%
Container 0% 0% 0% 0% 0% 0%
Automobile Products (Car/Two-
0% 0% 0% 0% 0% 0%
Wheeler)
Others 2% 0% 1% 1% 1% 1%
Total 100% 100% 100% 100% 100% 100%

Page 4-12
4.6 Turning Volume Count at Intersections

Turning Volume Counts are carried out at 20 intersections for understanding the turning
movements at major intersections. Peak Hour traffic at each junction is presented in Table 4-25.
Among the 20 intersections, maximum morning and evening peak hour traffic is observed at Ray
Talkies Chowk (6,670 PCUs and 6,610 PCUs). Summary of Turning Volume Counts at the
intersections is presented in Annexure III.
Table 4-25: Peak Hour Traffic at Major Intersections
Peak hr Traffic (PCUs) Junction Total

S.No. Junction Name
Morning Evening Type PCU
1 Bank More Junction 5,907 5,027 3 Arm 66,445

2 Ray Talkies Junction 6,670 6,610 3 Arm 88,795
3 Shramik Chowk 4,565 3,536 3 Arm 49,672
4 Polytechnic Road Junction 4,445 4,868 3 Arm 49,721
5 Gandhi Chowk 6,250 5,404 3 Arm 73,097
6 Randhir Verma Chowk 5,014 4,325 4 Arm 56,878
7 MEMCO Chowk 2,511 2,825 4 Arm 29,815
8 Dhansar Chowk 4,333 3,845 3 Arm 48,099
9 Katras More 5,366 4,775 4 Arm 61,605
10 Karkend Chowk 2,603 2,440 3 Arm 29,127
11 Karkend Chowk 2,663 2,335 3 Arm 31,738
12 Jharkhand Chowk 1,232 1,158 3 Arm 12,754
13 Katras Market 1,434 1,329 4 Arm 16,496
14 Pooja Talkies Chowk 5,005 3,992 3 Arm 53,843
15 Ambedkar Chowk 3,296 3,249 3 Arm 38,308
16 NCB Chowk 5,211 5,374 3 Arm 70,880
17 Vinod Vihar Chowk 1,407 1,444 4 Arm 15,744
18 Steel Gate Chowk 4,149 3,164 3 Arm 44,636
19 ISM Gate 3,378 2,773 3 Arm 38,455
20 NH32/Baliapur Road junction 3,717 3,580 4 Arm 41,717
The intersection wise peak hour turning volumes are presented graphically in Figure 4-4.

Page 4-13
Bank More Junction Ray Talkies Junction
Shramik Chowk Polytechnic Chowk
Gandhi Chowk Randhir Verma Chowk

Page 4-14
MEMCO Chowk Dhansar Chowk
Katras More Kendua Chowk
Karkend Chowk Jharkhand Chowk

Page 4-15
Katras Chowk Pooja Talkies
Ambedkar Chowk NCB Chowk
Vinod Vihar Chowk Steel Gate

Page 4-16
ISM Gate NH 32 Baliapur Road Junction
Figure 4-4: Peak Hour Turning Volume Count at Major Intersections
4.7 House Hold Interview Analysis

4.7.1 General
The objective of carrying out Household survey is to obtain travel characteristics (i.e. such as
travel needs of the people, preferences for travel modes, ability to pay for travel and their desires
of travel within the area) and household characteristics (Socio-economic characteristics of
household) during a typical working day. Such an understanding helps in rational policy
formulation, decision making and identification of relevant transport/network system to serve the
area.
A questionnaire is designed keeping with the objective, covering questions on personal,
household, trip characteristics.
Zone wise number of samples selected for the household survey is presented in the Table 4-26.
Table 4-26: Zone wise Sample Size
Zone Sector Zone

Households Sample Size
No. Name Name
1 Ward 1 4208 84(2%)
2 Ward 2 3357 68(2%)
3 Ward 3 5003 100(2%)
4 Ward 4 3739 75(2%)
5 Ward 5 4078 82(2%)
6 Katras Ward 6 4796 96(2%)
7 Ward 7 3846 77(2%)
8 Ward 8 3759 75(2%)
9 Ward 9 4478 90(2%)
10 Ward 10 3602 72(2%)
11 Ward 11 4451 89(2%)
12 Ward 12 3782 76(2%)
Chhatanr
13 Ward 13 3735 75(2%)

Page 4-17
Zone Sector Zone

No. Name Name
14 Ward 14 3595 72(2%)
15 Ward 15 1761 35(2%)
16 Ward 16 3274 65(2%)
17 Ward 17 1163 23(2%)
18 Ward 18 3947 79(2%)
19 Ward 19 4779 96(2%)
20 Ward 20 2335 47(2%)
21 Ward 21 3414 68(2%)
22 Ward 22 4749 95(2%)
23 Ward 23 4439 91(2%)
24 Ward 24 4852 97(2%)
25 Ward 25 4548 91(2%)
26 Ward 26 4074 81(2%)
27 Ward 27 3511 70(2%)
28 Dhanbad Ward 28 5968 119(2%)
29 Ward 29 4410 88(2%)
30 Ward 30 4864 97(2%)
31 Ward 31 3240 65(2%)
32 Ward 32 4222 84(2%)
33 Ward 33 4804 96(2%)
34 Ward 34 3738 74(2%)
35 Ward 35 5587 112(2%)
36 Ward 36 3073 61(2%)
37 Ward 37 4070 81(2%)
38 Ward 38 4564 91(2%)
39 Jharia Ward 39 4723 94(2%)
40 Ward 40 5957 119(2%)
41 Ward 41 4347 87(2%)
42 Ward 42 5372 107(2%)
43 Ward 43 6236 124(2%)
44 Ward 44 2517 50(2%)
45 Ward 45 3330 67(2%)
46 Ward 46 4636 93(2%)
47 Ward 47 5168 103(2%)
48 Ward 48 3961 79(2%)
Sindri
49 Ward 49 3992 80(2%)
50 Ward 50 2157 43(2%)
51 Ward 51 4407 88(2%)
52 Ward 52 3395 63(2%)

Page 4-18
Zone Sector Zone

No. Name Name
53 Ward 53 3541 71(2%)
54 Ward 54 2101 42(2%)
55 Ward 55 3128 63(2%)
Total 220783 4410(2%)
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
4.8 Household Socio-Economic Characteristics

4.8.1 Household Size
The average household size in study area in base year is 5.16. The sector wise average household
size is shown in Figure 4-5. The distribution of households by size has been presented in Table
4-27.
Figure 4-5: Sector wise Average Household Size

Page 4-19
Table 4-27: Distribution of Households by Size

Household
Katras Chhatanr Dhanbad Jharia Sindri
Size
1 0.3% 0.0% 0.1% 0.3% 0.5%
2 0.6% 3.4% 3.4% 4.8% 8.3%
3 1.7% 8.9% 10.4% 12.5% 10.6%
4 16.1% 14.2% 19.8% 16.2% 15.9%
5 54.6% 22.4% 30.4% 21.1% 20.5%
6 17.3% 33.0% 19.6% 24.9% 27.3%
7 6.3% 10.4% 11.3% 15.8% 11.9%
8 2.5% 6.3% 3.3% 3.8% 3.3%
9 0.7% 1.4% 0.9% 0.4% 0.4%
>10 0.0% 0.0% 0.7% 0.3% 1.4%
Total 100% 100% 100% 100% 100%
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.
Figure 4-6: Sector-wise Average Household Income

The distribution of households under various income groups reveals that majority of the
households (26%) falls in the income range of Rs.5,000 to Rs.10,000, followed by 22%
households whose income is in the range of Rs.10,000 to Rs.15,000 per month.
It is observed that Dhanbad Sector income is higher than other sectors. Distribution of
households under different income groups are presented in Table 4-28.

Page 4-20
Table 4-28: Distribution of Households by Income
Income Range Katras Chhatanr Dhanbad Jharia Sindri

Upto 2500 0.8% 1.2% 1.5% 0.9% 3.2%
2501 - 5000 4.7% 3.2% 18.8% 1.3% 13.3%
5001 - 10000 29.1% 22.0% 19.1% 32.5% 26.2%
10001 - 15000 21.4% 27.7% 17.9% 27.8% 14.1%
15001 - 20000 18.8% 13.8% 14.3% 11.9% 11.4%
20001 - 30000 18.8% 25.7% 14.5% 9.8% 13.1%
30001 - 40000 3.8% 3.7% 5.9% 8.0% 9.1%
40001 - 50000 1.7% 1.4% 4.4% 2.7% 5.3%
Above 50000 1.0% 1.2% 3.6% 5.0% 4.3%
Total 100% 100% 100% 100% 100%
4.8.3 Vehicle Ownership

The average vehicle ownership per household in the study area is 1.17 vehicles including cycles
and 0.89 vehicles excluding cycle in the study area. Vehicle ownership details are presented in
Figure 4-7.
Figure 4-7: Proportion of Vehicle Ownership

It is observed that the proportion of cycle, two wheeler and car in total vehicles in the study area
is 24%, 73 % and 3% respectively. Distribution of vehicle ownership by type is shown in
Table 4-29.
Table 4-29: Distribution of Vehicle Ownership by Type
Vehicle Type Katras Chhatanr Dhanbad Jharia Sindri Study Area
Cycles 29.0 16.4 23.50 10.90 39.50 24.10
Two Wheelers 70.6 82.5 71.10 83.90 58.20 73.00
Car/ Jeep/ Van 0.4 1.1 5.40 5.20 2.30 2.90
Others 0.0 0.0 0.00 0.00 0.00 0.00

Page 4-21
4.8.4 Household Expenditure Pattern

Average monthly Expenditure on travel is Rs.1,586 per month on transport, which is about 8.74
% of Average household income. Proportion of expenditure on travel in total income is presented
in Table 4-30.
Table 4-30: Proportion of Expenditure on Travel in Total Income
Sector Proportion of income on Travel
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.
Table 4-31: Distribution of Households by Number of Students

No of Students in
% of Households
Household
0 24.4%
1 43.0%
2 26.2%
3 5.0%
>3 1.5%
Avg. Students/HH 1.16
4.9 Personal Characteristics

4.9.1 Age Structure
Population distribution under different age groups reveals that majority of population (13.5%) in
the study area is in the age group of 35 to 39. Population under working age group (20 to 60)
constitutes about 70% in the total population of the study area. Population distribution under
different age groups in the study area is presented in Table 4-32. It can be seen that population
up to age 4 years constitute about 4%, whereas population over 60 years comprise about 6% of
the total population within study area.
Table 4-32: Population Distribution by Age
Age Share
0-4 4.1%
5-9 4.7%
10-14 5.8%

Page 4-22
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%
Figure 4-8: Population Distribution by Age
4.9.2 Educational Profile

Overall 69.1% of the total population is literate (which is 69% as per 2011 census). About 30.9%
of population in the study area is illiterate followed by Graduation (21.3%). Around 1% of the
people has studied Post Graduation or above. Population distribution based on educational
qualification is presented in Table 4-33.

Page 4-23
Table 4-33: Distribution of Population by Educational Qualification

Study
Education Level Katras Chhatanr Dhanbad Jharia Sindri
Area
Illiterate 34.3% 30.8% 25.1% 32.5% 31.8% 30.9%
Primary School 17.2% 14.9% 20.7% 10.2% 21.0% 16.8%
Secondary School 14.6% 10.2% 18.3% 14.8% 15.6% 14.7%
Intermediate/College 17.5% 20.2% 14.7% 16.0% 9.4% 15.6%
Graduation 15.8% 23.5% 19.8% 25.7% 21.9% 21.3%
Post Graduate 0.3% 0.4% 1.0% 0.8% 0.1% 0.5%
Doctorate (Ph.D) 0.3% 0.0% 0.4% 0.0% 0.2% 0.2%
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

Page 4-24
Figure 4-9: Distribution of Population by Occupation
4.9.4 Employment Sector

The distribution of population by employment sector is presented in Table 4-35. It can be
observed Service Sector employment is around 39.8% of the total employment. Further, Retail
sector employs 13.6% followed by mining sector 12%.
Table 4-35: Distribution of Population (%) by Employment Sector
Study
Employment Sector Katras Chhatanr Dhanbad Jharia Sindri
Area
Agro-based 0.86 0.71 3 2.95 2.49 1.52
Construction/mining 5.42 0.51 3.5 3.47 11.31 4.51
Manufacturing household 6.18 4.66 8 7.98 2.91 5.31
Manufacturing others 15.59 3.14 4.9 4.95 9.48 8.58
Service 34.98 41.60 34.4 34.42 35.66 39.82
Bokaro Steel Plant 0.38 0.40 0.5 0.52 0.08 0.27
Retail 11.03 10.53 14.3 14.25 12.64 13.67
Transport/communication 3.99 2.94 3 3.03 1.25 2.47
Finance 3.23 3.34 8.2 8.20 2.41 3.59
Mining 15.78 20.34 7.3 7.31 9.39 11.95
Educational 1.52 11.54 12.6 12.63 9.64 7.29
informal 1.05 0.30 0.3 0.30 2.74 1.02
4.9.5 Worker Participation Ratio

The estimated work force participation rate (WFPR) in the study area from household survey is
29.5% (which is 27.4% as per 2011 census)

Page 4-25
4.10 Trip Characteristics

4.10.1 Total Trips
It is estimated that 34,924 trips are made on an average day by 4410 sample households. Thus
number of trips performed by residents of the study area is estimated to be around
17.48 lakhs per day.
4.10.2 Per Capita Trip Rate
The overall Per Capita Trip Rate (PCTR) observed in the study area is 1.5, while the vehicular
PCTR (excluding walk and Cycle) is 1.08.
4.10.3 Mode of Travel
The distribution of trips amongst different modes shows that the share of Two Wheelers trips is
31% and Shared Auto trips is 38%. Share of Non-Motorised mode (Walk and Bicycle) accounts
for 28%. Car accounts for of 1.9% of total trips. The details of mode wise distribution of trips
including walk & excluding walk are presented in the Table 4-36.
Table 4-36: Mode-wise Distributions of Trips

Trips Including Trips Excluding
S.No. Mode of Travel
Walk Walk
1 Walk 20.1 -
2 Cycle 7.8 9.8
3 Two wheeler 30.9 38.7
4 Shared Auto 37.9 47.5
5 Cycle Rickshaw 0.4 0.5
6 Car 1.9 2.3
7 Office Car 0 0
8 Taxi 0 0
9 Mini Bus 0.4 0.5
State Bus/Pvt
10 Bus 0.1 0.2
11 Company Bus 0.4 0.5
Total 100 100
4.10.4 Purpose of Travel

Trip distribution by purpose of travel shows that work & business and education accounts for 22%
and 18% trips respectively. Shopping trips account for 9.5% share. Return home trips account for
49.1%. The details of purpose-wise distribution of trips are given in the
Table 4-37.
Table 4-37: Purpose-wise Distributions of Trips
S.No. Purpose % of Trips
1 Work/Business 22.0
2 Education 18.0
3 Shopping 9.5

Page 4-26
S.No. Purpose % of Trips
4 Social/Religious/Recreation 0.2
5 Health/Hospital 0.7
6 Tourism 0.1
7 Other Purpose 0.5
8 Return Home 49.1

Total 100
4.10.5 Trip Length

The average trip lengths are observed to be 3.2 km (including walk trips) and 5.2 km (excluding
walk trips) respectively. Trip Length Frequency Distribution (TLFD) shows that majority of the trips
has trip lengths between 0 km and 5 km (82%) including walk.
Table 4-38: Distribution of Trips by Trip Length
% 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

Page 4-27
Figure 4-10: Distribution of Trips by Trip Length

4.10.6 Average Trip Length, Travel Cost by Mode
Analysis of the data for average trip length (ATL) shows that walk trips have an ATL of 1.4 km,
two wheeler trips 6.5 km and car 6.6 km. Average trip cost for Two wheeler, Auto and Car is Rs.
15, Rs 9 and Rs 31 respectively. The details are presented in Table 4-39.
Table 4-39: Mode wise ATL and ATC for Study Area
Avg TL Avg TT Avg TC
S.No. Mode
(Km) (Min) (Rs.)
1 Walk 1.4 9.2 -
2 Cycle 2.9 15.6 -
3 Two wheeler 6.5 21.1 15.5
4 Shared Auto 4.7 15.6 8.7
5 Cycle Rickshaw 2.7 14.3 15.5
6 Car 6.6 18.5 30.7
7 Office car 2.0 15.2 20.0
8 Taxi 11.5 10.0 70.4
9 Mini Bus 7.4 22.3 13.8
10 State Bus / Private Bus 10.9 6.5 28.0
11 Company Bus 5.7 23.9 7.3
Total Study Area 3.2 15.7 23.3
4.10.7 Average Trip Length by purpose

The purpose wise distribution of ATL indicates that amongst trip purposes 'work' trips & Business
trips have maximum average trip lengths 5.26 Km & 3.88 km respectively, followed by Tourism
trips 4.79 km and Return home trips 3.67 km. The average trip length for education trips is 1.73
km. The purpose wise ATL for the study area is presented in Table 4-40.

Page 4-28
Table 4-40: Average Trip Length by Purpose of Trip

Average Trip Length
Purpose
(Km)
Work 5.26
Business 3.88
Education 1.73
Shopping 1.37
Social/ Recreational 2.96
Health 0.96
Tourism 4.79
Other purpose 2.49
Return home 3.67
4.11 Analysis of Parking

On street parking surveys are carried out at 11 intersections and 3 off-street parking locations to
understand the parking characteristics such as parking accumulation, duration of parking and
composition of parking. The Equivalent Car Space units used for converting all categories into
single unit for various models are presented in Table 4-41. Parking accumulation at these
locations in Equivalent Car Space units is presented in Table 4-42. Among the 13 locations
maximum parking accumulation is observed at Bank More (2708 ECS), Randhir Verma Chowk
(2333 ECS) and Bata More (2262 ECS).
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
Table 4-42: Parking Accumulation at Various Parking Locations

Parking Accumulation in 12 hours
S.No. Location Name
(ECS)
1 Bank More Junction 2708
2 Shramik Chowk 1534
3 Gandhi Chowk 1485
4 Randhir Verma Chowk 2333
5 Purana Bazar 988

Page 4-29
Parking Accumulation in 12 hours

S.No. Location Name
(ECS)
6 Naya Bazar (Ray Talkies) 482
7 Saraidhela (Steel Gate) 1676
8 Katras Chowk 875
9 Bata More 2262
10 Kendua Chowk 686
11 Park Road 889
12 Katras Railway Station 450
13 Court 643
14 Big Bazar 1017
The parking characteristics of vehicles on major commercial roads across various junctions are
shown in Figure 4-11.
Bank More
Bank More to Jharia
Gurudwara to Ray Talkies

Page 4-30
Shramik Chowk
Bank More
Pooja Talkies
Railway Station
Gandhi Chowk
MEMCO

Page 4-31
Luby Circular Road
Polytechnic Road
Randhir Verma Chowk
City Centre
DRM Office

Page 4-32
Hill Colony
Hirapur
Purana Bazar
Horah Road
Telephone Exchange Road

Ray Talkies

Page 4-33
Steel Gate
Big Bazar to Hirapur
Hirapur to Big Bazar
Koyla Nagar
Katras Chowk

Page 4-34
Baghmara Road
Dhanbad Road
Palva Tand Road
Railway Station Road

Bata More

Page 4-35
Bank More (Vodafone Store)
Baliapur Road
Jharia Bus Stand

Kendua Chowk
Bokaro to Dhanbad

Page 4-36
Dhanbad to Bokaro
Jharia to Bokaro
Park Road
Luminous Studio
Mahaveer Chowk

Page 4-37
Vivekanand Chowk
Katras Railway Station
Court
Big Bazar
Figure 4-11: Characteristics of Parked Vehicles at Various Junctions

From the above figure, we have observed significant percentage of vehicles are parked more
than 1 hour. It is due to the following reason
About 15% of vehicles is observed in Hirapur to Big bazaar direction of steel gate chowk
is due to many shopping complex and vegetable market.

Page 4-38
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.
4.12 Analysis of Pedestrian Counts

Consultants conducted pedestrian surveys at 12 locations and the data has been analysed.
Pedestrians moving along and across the roads in the peak hour are calculated and are
presented in Table 4-43. Among 12 locations, maximum peak pedestrian movement is observed
at Naya Bazaar. The peak hour pedestrian volumes at all the junctions are presented in
Figure 4-12.
Table 4-43: Pedestrian Movement at Critical Locations
Peak Hour Pedestrian Movement

S.No. Location
Along Across
1 Bank More Junction 3,639 1,978
2 Shramik Chowk 2,702 1,649
3 Gandhi Chowk 2,549 880
4 Randir Verma Chowk 2,656 917
5 Purana Bazar 3,991 545
6 Naya Bazar 5,146 1,536
7 Saraidhela Maket 1,371 1,119
8 Near Katras Market 2,032 770
9 Near Katras Railway Station 1,607 992
10 Bata More, Jharia 3,094 1,313
11 Kusunda 1,090 1,042
12 Ambedkar Chowk 3,752 473

Page 4-39
Bank More Shramik Chowk
Gandhi Chowk Randhir Verma Chowk

Page 4-40
Purana Bazaar Naya Bazaar
Saraidhela Market Katras Market
Katras Railway Chowk Bata More

Page 4-41
Kusunda Chowk Ambedkar Chowk
Figure 4-12: Peak Hour Pedestrian Volume at Critical Locations
4.13 Analysis of Speed & Delay Survey

Journey speed is an important characteristic of traffic. Measurement of speed is frequently
required in transport planning particularly to evaluate the road network system, to provide vital
inputs to transport demand modelling process and assist in economic analysis of improvement
plans.
The speed and delay survey is carried out in peak and off peak hours adopting Moving Car
Observed Method on selected roads covering all road configurations. The data collected is
analysed to assess the speed characteristics along the identified roads and presented in
Table 4-44.
Table 4-44: Average Speeds on Major/Minor Road Networks
Average Journey Speed

S.No. Location
(kmph)
1 Bank more to Shramik Chowk 18.84
2 Shramik Chowk to Pooja Talkies 16.44
3 Pooja Talkies to Randhir Verma Chowk 17.54
4 Randhir Verma to Steel Gate 23.71
5 Steel gate to Reliance Petrol Bunk 31.75
6 Kusum Vihar to Baliapur Bypass 56.86
7 Baliapur Bypass to Memco Chowk 60.39
8 Memco Chowk to jharkhand More 50.89
9 Vinoth vihar to Polytechnic Road 21.21
10 Vinoth Vihar to Wasseypur 35.12
11 Raytalkies to Dhansar 16.95
12 Bank more to Dhansar 22.45

Page 4-42
Average Journey Speed

S.No. Location
(kmph)
13 Dhansar to Matkuria 21.37
14 Bank more to Karkend 27.64
15 Karkend to Putki (i.e. Chirudih) 32.94
16 Karkend to Katras Market Junction 26.14
17 Katras Market junction to Katras junction 24.19
18 Katras - Other roads 29.02
19 Pooja Talkies to Gandhi Chowk 28.33
20 Gandhi Chowk to Randhir Verma chowk 26.41
21 Gandhi chowk to Nirankkankari chowk 29.54
22 Ambedkar to Shramik Chowk 19.86
23 Motor to Loko Talab 20.31
24 Police line to Bartand 22.70
25 Dhansar to Katras more 22.83
26 Katras more to Bata more 14.94
27 Batamore to Jairampur 16.63
28 Batamore to Indra chowk 5.55
29 Katras more to Chandankari 26.42
30 Chandankari to Sindri (Bengal border) 41.06
31 Sindri - Inner roads 26.39
32 Chandankari to Bhowrah 31.63
33 Kendua to Katrash more 26.91
34 Phutki to Push Bungalow 15.68
Average Speed 26.72 kmph
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.
4.14 Analysis of Road Network Inventory Survey

The appreciation of road network characteristics is important to assess existing capacity level of the
roads, identify the constraints, if any and assess the potential for improvement / upgradation of the
road network to cater the existing and projected demands of traffic. For the present study, a
detailed inventory of 342 km of road network is carried out in the city. The road network inventory
data is analysed in terms of parameters like type of road, carriageway, type of pavement, condition
of pavement and street lighting facilities.
4.14.1 Carriageway Width

The distribution of road length by carriageway width show that nearly 51.3% of the network has a
single lane carriageway, 24.9% have intermediate lane width while 24.3% have two lane

Page 4-43
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.
Table 4-45: Distribution of Road Length by Carriageway Width
Carriageway width (m) Road Length

Up to 4 51.3%
4 to 6 24.9%
6 to 8 24.3%
8 to 17 0.5%
Total 100%
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
Table 4-46: Distribution of Road Length by Type of Carriageway
Type of Carriageway Road Length

Divided 5%
Undivided 95%
Total 100%
4.14.2 Type of Pavement

Nearly 82% of the road network in the study area is bituminous pavement. Around 16% of road
length is Cement Concrete. Road length with WBM constituted for 2%. Road Distribution of road
length by type of road surface is presented in Table 4-47.
Table 4-47: Distribution of Road Length by Type of Pavement
Pavement Type Road Length

Bituminous 82%
Cement Concrete 16%
Water Bound Macadam 2%
Total 100%
4.14.3 Distribution of Road Length by Pavement Condition

Analysis of the pavement condition expressed in terms of surface cracking, rutting,
undulation/bumps, potholes and patches etc. reveals that the general quality of pavement is good
and on some of urban roads the incidence of pavement deterioration is observed. The distribution
of road length by condition of pavement is presented in Table 4-48.

Page 4-44
Table 4-48: Distribution of Road Length by Pavement Condition
Pavement Condition Road Length

Good 17%
Fair 25%
Poor 58%
Total 100
4.14.4 Street Lighting Facilities

Inventory for availability of street light facility indicates that about 19% of the identified network has
streetlights on either side. Nearly 80% of the network does not have any street lighting facility
endangering the safety of road users at night. The distribution of road length by type of illumination
facility is presented in Table 4-49.
Table 4-49: Distribution of Road Length by Availability of Street Light Facility
Status of Illumination Facility Road Length
Centre Only 1%
Either Side of Road 19%
Not Available 80%
Total 100%
4.15 Analysis of Vehicle Operator Survey

The vehicle operator survey is carried out among the shared auto operators, two wheeler
operators and Car operators to understand the operating characteristics. The operational
characteristics such as age of the vehicle, average service life of the vehicle and maintenance
cost are estimated and presented below .
Table 4-50: Age of Vehicle
Age of the Shared

Two Wheeler Car Taxi
vehicle Auto
< 2 Years 38% 50% 20% 50%
2-5 Years 31% 25% 20% 23%
5-10 Years 23% 17% 60% 25%
>10 Years 8% 8% 0% 2%
Table 4-51: Operational Characteristics
Two Shared
Characteristics Car Taxi
Wheeler Auto
Average Service Life 15 15 13 12
Average monthly Maintenance Cost 284 1,175 3,000 1,082
Frequency of Trips per day 2 2 3 8
Average Working Days per Month 23 21 20 25

Page 4-45
4.16 Goods Focal Point Survey Analysis

Goods focal point survey is conducted at Katras, Sindri, Basta Cola, Kusunda, Lodna and
Damodarpur areas The information regarding the movement of goods and commercial vehicles
(including Goods Auto) is collected and is presented in Table 4-52.
Table 4-52: Goods Vehicles Movement at Important Goods Generating Places in Study
Area
Area No. of Commercial Goods No. of trips generated
S.No. Location Name (Acre) Vehicles Movement per acre per day
1 BCCL (Katras) 655.0 960 Coal 1.5

BCCL (Basta
2 490.0 840 Coal 1.7
Cola)
3 BCCL (Kusunda) 570.0 380 Coal 0.7
4 BCCL (PB Area) 703.0 870 Coal 1.2
5 BCCL (Lodna) 580.0 510 Coal 0.9
6 BCCL (Kustore) 1110.0 2520 Coal 2.3

BCCL
7 30.0 60 Coal 2.0
(Angarpathar)
8 BCCL (Block - II) 270.0 340 Coal 1.3
BCCL
9 385.0 660 Coal 1.7
(Govindpur)
BCCL
10 60.0 80 Coal 1.3
(Keshadarpur)
11 BCCL (Jharia) 100.0 60 Coal 0.6
12 BCCL (Salanpur) 40.0 60 Coal 1.5
13 BCCL (Sijua) 485.0 660 Coal 1.4

BCCL
14 80.0 100 Coal 1.3
(Ramkanali)
15 ACC, Sindri 171 9 Gypsum 0.1
Petrol &
16 Damodarpur 15 125 8.3
Diesel
4.17 Terminal Survey Analysis

The Consultants have carried out passenger surveys at 7 terminals to assess the user
characteristics (origin, destination mode of travel, trip length, trip time and trip cost) and
secondary data has been collected for private bus terminals.
Bus Terminals
Dhanbad Bus Stand

Page 4-46
Railway Terminals
Dhanbad Railway Station
Katras Railway Station
Bhuli Railway Station
Bhowrah Railway Station
Sindri Railway Station
Sindri Town Railway Station
4.17.1 Bus Terminal

Analysis of passenger trips reveals that a total of 15,012 trips are made on a normal working day.
The daily passenger trips at different bus terminal are presented in Table 4-53.
Table 4-53: Daily (24 hrs) Passenger Trips at Bus Terminals in Dhanbad
S.No. Location Direction Count

In 7,408
1 Dhanbad Bus Stand Out 7,604
Total 15,012
Origin-destination survey is also carried out on sample basis to assess the access & dispersal
characteristics.
Access & Dispersal Characteristics

Mode of Travel:
The share of Shared Auto is 57% for accessing Dhanbad bus stand. Table 4-54 presents the
mode-wise distribution of access and dispersal trips to and from the bus terminal.
Table 4-54: Access Mode Choice of Passengers at Bus Terminal
Mode Dhanbad Bus Stand

Walk 10.6%
Cycle rickshaw 4.5%
Two wheeler 12.8%
Shared Auto 56.6%
Car/ Jeep/ Van 2.4%
Taxi 5.6%
Bus 5.8%
Others 1.8%
Total 100.00%
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.

Page 4-47
Table 4-55: Distribution of Passenger Trips by Trip Purpose
Trip Purpose Dhanbad Bus Stand

Work 32.1%
Business 14.5%
Education 23.5%
Shopping 2.5%
Social/Religious/Recreation 13.9%
Health/ Hospital 2.5%
Tourism 4.1%
Other Purpose 6.8%
Total 100.00%
4.17.2 Rail Terminal

Dhanbad Railway station is the largest railway station for Dhanbad district. Analysis of inter-
regional rail passenger trips reveals that a total of 1,40,567 trips are made on a normal working
day. The daily railway passenger trips are presented in Table 4-56. It can be observed that 80%
of the trips are made from Dhanbad Railway Station.
Table 4-56: Daily Railway Passenger Trips

Trip Share
S.No. Location Direction Count Associated with
Study Area
In 45,917
Dhanbad Railway
1 Out 66,539 80.0%
Station
Total 1,12,456
In 10,526
Katras Railway
2 Out 9,601 14.3%
Station
Total 20,127
In 281
Sindri Railway
3 Out 109 0.3%
Station
Total 390
In 2,413
4 Bhuli Railway Station Out 1,952 3.1%
Total 4,365
In 1,028
Bhowrah Railway
5 Out 986 1.4%
Station
Total 2,014
In 683
Sindri Town Railway
6 Out 532 0.9%
Station
Total 1,215
Grand Total 1,40,567 100.0%

Page 4-48
Origin-destination is also carried out to assess the access & dispersal characteristics.
Access & Dispersal Characteristics

Mode of Travel
The share of auto rickshaw is accounting for 45% and 28% for accessing Dhanbad Railway
Station and Katras Railway Station. While Walk trips account for 22% and 57% share for
accessing Dhanbad Railway Station and Katras Railway Station respectively. Table 4-57
presents the mode-wise distribution of access and dispersal trips to and from the bus terminal.
Table 4-57: Access Mode Choice of Rail Passengers at Passenger Terminals

Sindri
Mode Dhanbad Katras Sindri Bhuli Bhowrah
Town
Walk 22.0% 57.1% 59.0% 37.8% 44.4% 33.8%
Cycle rickshaw 6.3% 3.9% 0.0% 0.5% 0.0% 1.4%
Two wheeler 10.9% 7.0% 17.9% 4.7% 6.0% 9.4%
Shared Auto 45.5% 28.3% 21.4% 52.8% 41.4% 49.6%
Car/ Jeep/ Van 4.1% 1.0% 1.7% 1.0% 0.8% 5.0%
Taxi 3.2% 0.7% 0.0% 1.0% 0.0% 0.0%
Bus 6.5% 1.9% 0.0% 0.5% 7.5% 0.0%
Mini Bus 1.4% 0.1% 0.0% 1.6% 0.0% 0.7%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
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.
Table 4-58: Distribution of Passenger Trips by Purpose of Travel

Sindri
Purpose Dhanbad Katras Sindri Bhuli Bhowrah
Town
Work 34.6% 30.9% 31.6% 35.2% 33.1% 28.1%
Business 19.5% 12.2% 23.9% 22.3% 22.6% 23.0%
Education 14.3% 14.4% 13.7% 9.3% 17.3% 18.0%
Shopping 4.6% 13.6% 6.8% 7.8% 8.3% 7.2%
Social/Recreation 9.4% 17.1% 13.7% 13.0% 6.8% 10.1%
Health/Hospital 5.0% 4.8% 0.9% 2.1% 4.5% 5.0%
Tourism 3.5% 1.4% 0.0% 3.1% 1.5% 2.9%
Other Purpose 9.1% 5.5% 9.4% 7.3% 6.0% 5.8%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%

Page 4-49
4.18 Light Meter Survey Analysis

The survey is carried out at 34 roads in the study area. About 97 km of roads are surveyed and
about 1000 samples are collected. The recommended levels of lux values for various road type
and public places as per Bureau of Indian Standards (BIS) are presented in Table 4-59.
Table 4-59: Recommended levels of Lux values for roads
Average Luminance level at
Road Type Road Characteristics
road surface in lux
A-1 Important Traffic routes Carrying fast traffic 30
Main roads carrying mixed traffic like city main
A-2 15
roads/streets, arterial roads, throughways
Secondary roads with considerable traffic like local
B-1 8
traffic routes, shopping streets
B-2 Secondary Roads with light traffic 4
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.

Page 4-50
Table 4-60: Luminance levels for roads in Dhanbad

Average Value Recommended Luminance
Road Name in Lux Value in Lux Level
Sindri Junction to Bengal Border 0.8 8 Not Achieved
Sindri Township 0.1 4 Not Achieved
Chandankari to Sindri 0.5 4 Not Achieved
Chandankari to Bhowrah 0.1 8 Not Achieved
Indra Chowk to Chandankari 0.9 8 Not Achieved
Katrash More to Indra Chowk 2.4 8 Not Achieved
Katras More to Bata more 0.5 15 Not Achieved
Bata More to Jairampur 0.2 15 Not Achieved
Katras More to Kendua 0.3 15 Not Achieved
Karkend to Putki 1.9 15 Not Achieved
Karkend to Katras 0.6 8 Not Achieved
Karkend to Matkuria 0.6 8 Not Achieved
Matkuria to Bank more 1.2 15 Not Achieved
Howrah Motor to Loko Talab 0.3 8 Not Achieved
Shramik Chowk to Bank More 3.1 15 Not Achieved
Shramik Chowk to Pooja Talkies 0.0 15 Not Achieved
Pooja Talkies to Gandhi Chowk 0.0 15 Not Achieved
Gandhi Chowk to Randhir Verma Chowk 0.3 15 Not Achieved
Gandhi Chowk to Dhaiya Gate 1.0 15 Not Achieved
Dhaiya Gate to Memco Chowk 11.2 15 Not Achieved
Memco Chowk to Nirkankari Chowk 0.0 15 Not Achieved
Polytechnic Road to Vinoth Vihar 0.0 15 Not Achieved
Vinoth Vihar to Wasseypur 0.0 15 Not Achieved
Vinoth Vihar to Bhuli 0.0 15 Not Achieved
Vinoth Vihar to Birsa Munda Park 0.0 15 Not Achieved
Birsa Munda Park to Memco Chowk 0.0 15 Not Achieved
Memco Chowk to Gold Building 0.0 15 Not Achieved
Gold Building to Kusum Vihar Chowk 0.0 8 Not Achieved
Gold Building to Steel Gate 6.0 8 Not Achieved
Steel Gate to ISM Gate 4.3 8 Not Achieved
ISM Gate to Randhir Verma Gate 9.7 15 Not Achieved
Randhir Verma Chowk to Ambedkar Chowk 0.0 15 Not Achieved
Pooja Talkies to Ambedkar Chowk 23.2 15 Achieved
Ambedkar Chowk to Pooja Talkies 0.0 15 Not Achieved
It is observed that only one of the major roads in Dhanbad have achieved the recommended
luminance level.

Page 4-51
Chapter - 5
Service Level Benchmarks
5 Service Level Benchmarks

5.1 Introduction
Ministry of Urban Development (MoUD) has recommended guidelines for assessing the gaps in
the existing infrastructure facilities. The facilities are assessed based on service level
performance benchmarks. Ten areas are identified for assessing the Service level performance
is presented below:
1. Public Transport facilities
2. Pedestrian Infrastructure facilities
3. Non Motorized Transport (NMT) Facilities
4. Level of usage of Intelligent Transport Facilities
5. Travel speed (Motorized and Mass Transit) along Major corridors
6. Availability of parking places
7. Road safety
8. Pollution levels
9. Integrated land-use transport system
10. Financial sustainability of public transport
Analysis of service level bench marks will help the city in terms of assessing the availability of
Transport infrastructure and future areas of improvement.
5.2 Service Level Benchmarks

The service level performance of each of the facilities for Dhanbad Municipal Corporation is
discussed in subsequent sections.
5.2.1 Public Transport Facilities

Public transport facilities for Dhanbad are assessed based on the five different indicators given
below:
1. Presence of organised public transport system
2. Extent of supply availability of Public transport
3. Service coverage of public transport in the city
4. Average waiting time for Public transport users
5. Level of comfort in public transport
6. % of fleet as per urban bus specification
5.2.1.1 Presence of organized public transport system in urban area (%)
There is no organised public transport system in Dhanbad.

Presence of
A = Total Number of Buses in the city operating 0 buses Los 1 Organized Public
B = Total Number of operating Buses under the ownership of Transport System
STU/SPV - 0 buses 1 >= 60
2 40 - 60
Presence of Public Transport System in Urban Area (%) 3 20 - 40
= (B/A)*100 4 < 20
= 0 %, Therefore LoS 1 = 4

Page 5-1
5.2.1.2 Extent of Supply Availability of Public Transport
In Dhanbad, there is no train or buses available Extent of Supply

The Population of Dhanbad for the year 2015 is 12,61,722. Los 2 Availability of
Public Transport
A = Total Number of Buses in the Dhanbad 0 buses
1 >= 0.6
B = Total Population of the Dhanbad Municipal Corporation 2 0.4 0.6
12,61,722. 3 0.2 0.4
Availability of Public Transport / 1000 Population 4 < 0.2
= A/ (B/1000)
= 0, Therefore LoS 2 = 4
5.2.1.3 Service coverage of public transport in the city
Dhanbad Municipal Corporation area is 275 sq.km. There is Service coverage of

no city based public transport system in Dhanbad Los 3 public transport in
the city
A=Total length of road Kms of the corridors on which the PT
1 >= 1
systems ply in study area= 0 kms.
2 0.7 - 1.0
B = Area of the Urban Limits (study area) = 275 (in Square 3 0.3 0.7
Kilometers) 4 < 0.3
Service Coverage of public transport in the city= (A/B) = 0
Therefore LoS 3 = 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
5.2.1.6 % of Fleet as per Urban Bus Specification % of fleet as per

A = Total Number of Buses in the City operating 0 buses Los 6 urban bus
specification
B = Total number of buses as per the Urban Bus
1 75 - 100
specifications in the city operating 0 buses
2 50 - 74
% of fleet = (B/A)*100 = 0 Therefore LoS 6 = 4 3 25 - 49
4 <=25

Page 5-2
5.2.1.7 Overall Level of Service of Public Transport Facilities

Table 5-1: Reference Table for Computing Overall Level of PT Facilities
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
The city has poor or no organised public transport system.
5.2.2 Pedestrian infrastructure facilities

Pedestrian infrastructure facilities for Dhanbad are assessed based on the three different
indicators given below:
1. Signalized intersection delay (%)
2. Street Lighting (Lux)

Signalized
3. % of city covered by footpaths Los
intersection delay
1
5.2.2.1 Signalized Intersection Delay (%) (%)
A = Total Number of signalized intersections in the city = 0 1 < 25
B = No of intersections having average waiting time of 2 25 50

pedestrian more than 45 seconds = 0 3 50 - 75
Signalized intersections delay (%) = (B/A) =0% 4 >= 75
Therefore LoS 1 =4
Street Lighting
Los 2
5.2.2.2 Street Lighting (%) (Lux)
1 >= 8
It is estimated that the LoS 2 for the city is 4.
2 6-8
3 4-6
4 <4

Page 5-3
5.2.2.3 Percentage of City Covered (%) by footpaths
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
5.2.2.4 Overall Level of Service of Pedestrian Infrastructure Facilities

Table 5-2: Reference Table for Computing Overall Level of Infrastructure Facilities
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
The city lacks adequate pedestrian facilities.
5.2.3 Non Motorized Transport (NMT) Facilities

Non Motorized Transport (NMT) facilities for Dhanbad are assessed based on the three different
indicators given below:
1. % of network covered
2. Encroachment on NMT roads by vehicle parking (%)
3. NMT parking facilities at interchanges (%)

Page 5-4
5.2.3.1 % of network covered
In Dhanbad, there are no dedicated cycle tracks. Therefore LoS for % of

this parameter is 4. Los network
covered
1 >= 50
2 50 - 25
3 25 - 15
4 < 15
5.2.3.2 Encroachment on NMT roads by vehicle Encroachment on NMV

parking
Los roads by vehicle
In Dhanbad, there are no dedicated cycle tracks. parking (%)
Therefore LoS for this parameter is considered as 4. 1 <= 10
2 10 - 20
3 20 - 30
4 >30
5.2.3.3 NMT parking facilities at interchanges NMT parking

In Dhanbad, there is no designated NMT parking facility Los facilities at
Therefore LoS for this parameter is considered as 4. Interchanges (%)
1 >= 75
2 50 - 75
3 25 - 50
4 < 25
5.2.3.4 Overall level of service for NMT facilities
Table 5-3: Reference Table for Computing Overall Level of NMT Facilities
Overall Level of Service of NMT facilities city wide = LoS 1+ LoS 2 + LoS 3 = 4+4+4=12
The city lacks adequate NMT facilities.
5.2.4 Level of usage of Intelligent Transport System (ITS) facilities

Level of usage of ITS facilities for Dhanbad is assessed based on the five different indicators
given below:
1. Availability of Traffic Surveillance (%)
2. Passenger Information System (%)

Page 5-5
3. Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
4. Signal Synchronization (%)
5. Integrated ticketing System (%)
5.2.4.1 Availability of Traffic Surveillance (%)

A = Total no of bus stations on BRTS, major bus stops, Availability of
terminals, metro stations and signalized intersection Los 1 Traffic Surveillance
having CCTVs = 0 (%)
1 >= 75
B = Total no of bus stations on BRTS, major bus stops,
2 50 - 75
terminals, metro stations and signalized intersections =
3 25 - 50
2 (in No) (1 Bus stand, 1 Railway station)
4 < 25
Availability of traffic surveillance (%) = (A/B)*100 = 0/2
= 0. Therefore LoS 1 = 4
5.2.4.2 Passenger Information System (%)

Passenger Information
A = Total no of bus stops, terminals, metro stations having Los 2
System (PIS)
Passenger Information System facility = 0 1 >= 75
B = Total no of bus stops, terminals, metro stations = 2 2 50 - 75
3 25 - 50
Passenger Information System= (A/B)*100 = 0
4 < 25
Therefore LoS 2 = 4
5.2.4.3 Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
A = No of public transport vehicles and IPT with functional

on board GPS/GPRS and connected to common control Global Positioning
Los 3
center = 0 System / GPRS
1 >= 75
B = Total no of public transport vehicles and IPT = 13311. 2 50 75
Therefore LoS 3 is considered as 4 3 25 50
4 < 25
5.2.4.4 Signal Synchronization (%)
In Dhanbad, no signalised junction exists.
Signal
A = No of signals synchronized = 0 (in No.) Los 4
Synchronization (%)
B = Total number of signalized intersections = 0 (in No.) 1 >= 75
Signal Synchronization (%) = (A/B)*100 2 50 - 75
3 25 - 50
= (0/0)*100, Therefore LoS 4 = 4
4 < 25
Integrated Ticketing
5.2.4.5 Integrated ticketing System (%) Los 5
system (%)
Integrated Ticketing System is absent in Dhanbad. So the 1 >= 75
level of service for this benchmark is 4. 2 50 - 75
3 25 - 50
4 < 25

Page 5-6
5.2.4.6 Overall level of service for ITS service

Table 5-4: Reference Table for Computing Overall Level of ITS Facilities
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
The city lacks adequate ITS facilities.
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)
5.2.5.1 Average travel speed of personal vehicles (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
Based on the above formula, the weight ages Percentage (personal

of all the corridors as share of total length LoS 1 vehicles) of LoS on
have been calculated for both the directions. Corridors
1 (>=30 Kmph) 43.34%
City-wide Level of Service for travel speed of
2 (25 30 Kmph) 18.57%
motorized vehicles = (W1*LoS corridor1) +
3 (15 -25 Kmph) 34.27%
(W2 * LoS corridor 2) + (W3 * LoS Corridor 3)
+.(Wn * LoS corridor n) = 1.99 = 2 4 (<15 Kmph) 3.81%
(Rounded off to the next whole number). Therefore LoS 1 = 2

Page 5-7
5.2.5.2 Average travel speed of Public Transport

vehicles (Kmph) Average travel Speed of
Los
Public Transport vehicles
In Dhanbad, there is no public transport corridor exists. 2
(Kmph)
1 >=20
2 15 20
3 10 15
5.2.5.3 Overall Level of Service of travel Speed 4 <10
along Major Corridors
Table 5-5: Reference Table for Computing Overall Level of Travel Speed
Overall Level of Service of Travel Speed facilities city wide = LoS 1+ LoS2 =2+N.A =N.A
5.2.6 Availability of parking spaces

Availability of parking spaces is assessed based on the two different indicators given below:
1. Availability of On-street paid public parking spaces (%)
2. Ratio of maximum and minimum parking fee in the city
5.2.6.1 Availability of On-street paid public parking spaces (%)
This indicator represents the availability of paid on- Availability of on

street parking spaces for all vehicles in the Dhanbad. Los street public
Paid on-street parking facility is available in few parking spaces (%)
locations in Dhanbad and it is considered as <25 %. 1 >= 75
Therefore LoS 1= 4. 2 50 75
3 25 50
5.2.6.2 Ratio of maximum and minimum parking 4 < 25
fee in the city
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

Page 5-8
5.2.6.3 Overall Level of Service for availability of parking spaces

Table 5-6: Reference Table for Computing Overall Level of Parking Space
The overall Level of Service of Parking Facilities in Dhanbad = LoS 1+ LoS 2 = 4+ 4 = 8
The city authorities need to initiate immediate actions with respect of

providing paid parking spaces and demand management for parking
5.2.7 Road safety

Road safety for Dhanbad is assessed based on the two indicators given below:
1. Fatality rate per lakh population
2. Fatality rate for pedestrian and NMT (%)
5.2.7.1 Fatality Rate per Lakh of Population (%)

Accident Data for the entire city is collected from Traffic police, Calculation is done only based on
2014 data and the corresponding year population.
A = Total number of fatalities recorded in road Fatality rate Per Lakh of

Los 1
accidents within city limits in the given calendar year = Population
315 (in nos.) 1 <=2 persons
B = Population of the Dhanbad in 2014 year 2 2 4 persons
12,36,909(Estimated) 3 4 6 persons
4 >6 persons
Fatality rate per 100000 Population (ratio)
= (A * 100000)/B
= 25.47
Approximately 25 persons, Therefore LoS 1 = 4

Page 5-9
5.2.7.2 Fatality Rate for Pedestrian and NMT

A = Total number of fatalities recorded of persons who Fatality rate Per Lakh
LoS 2
were pedestrians /cyclists in road accidents =8 of Population
1 <=20
B = Total number of fatalities recorded in road accidents in
2 20 - 40
the given year = 315 (in nos.)
3 40 - 60
Fatality rate for pedestrian and NMT(%)= 4 >60
((A/B)*100)=((8/315)*100)= 2.53%
Therefore, LOS 2 = 1
The overall Level of Service of Road Safety in Dhanbad = LoS 1+ LoS 2 = 4+ 1 = 5
Need considerable improvements in Road design and available road infrastructure, traffic
management and in other such reasons which signficantly contribute to road safety.
5.2.8 Pollution levels

The indicator indicates the level of air pollutants in the city i.e., average level of pollution in urban
areas. The indicator to calculate the pollution level is Annual Mean Concentration Range.
1. The pollution data that needs to be collected includes:

2. Sulphur Dioxide (SO2)
3. Oxides of Nitrogen
4. Suspended Particle matter (SPM)
5. RSPM (Size less than 10 microns)
The level of service for the pollutants is divided into four categories i.e., low, moderate, high and
critical. The level of service for each of the above parameters is determined using the table below
as recommended by MoUD.
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

Page 5-10
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
3 Suspended Particle matter

Data unavailable 2
(SPM)
4 RSPM (Size less than 10
217.19 4
microns
The overall Level of Service for Pollution levels in Dhanbad = LoS 1+ LoS 2 + LoS 3 + LoS 4 =
1+1+2+4 = 8
Need some improvements in emission standards, checking pollution etc.
5.2.9 Integrated land use transport system

The level of service for the integrated land-use transport system for Dhanbad is assessed based
on the following parameters.
1. Population Density Gross (Persons/Developed area in hectare)
2. Mixed Land-use on Major Transit Corridors / Network (% area under non residential use)
3. Intensity of Development City wide (FSI)
4. Intensity of development along transit corridor (FSI transit corridor/FSI)
5. Clear Pattern and Completeness of the network
6. % of area under Roads
7. %age network having exclusive ROW for Transit network

Page 5-11
5.2.9.1 Population Density Gross (Persons/Developed area in hectare)
A = Developed area (in Ha) computed from Population density /

Reconnaissance survey (2015) = 10450 Los 1
Gross
B = Population of the year for which data is available = 1 >= 175
12,61,722 2 150 175
3 125 150
Population density (No.) = B/A
4 < 125
= 120
Therefore LoS 1 = 4
5.2.9.2 Mixed Land Use Zoning (Proportion of non residential area)
In the city at present there is no transit corridor. Mixed Land Use

Los 2
Zoning
For this study, the mixed land use is taken as 0.2. Thus
1 >= 30
the level of service for the inventory of land use along
2 15 - 30
major transit corridors is very least taken as <5%.
3 5 15
Therefore LoS 2 = 4 4 <5
5.2.9.3 Intensity of Development Citywide FSI

Intensity of
Normally, FSI varies due to plot size, ground coverage Los 3 development citywide
and road width. For Dhanbad FSI ranges between 1.0 to FSI
1.5. 1 >= 2
Therefore, Floor Space Index is considered as 1.0 to 1.5, 2 1.5 2.0
therefore LoS 3 = 3 3 1.0 1.5
4 <1
5.2.9.4 Intensity of Development Citywide along transit Intensity of
corridor - FSI
Los 4 development along
A = Floor Space Index (Applicable to most part of the transit corridor
city) is between 1.0 to 1.5. 1 >= 2
B = FSI for the proposed transit corridor 2 1.5 2.0
3 1.0 1.5
There is no transit corridor 4 <1
Intensity of development along transit corridor = B/A= Clear pattern and

Los 5
1, Therefore LoS 4 = 3 completeness of network
1 Clear pattern (ring radial or
5.2.9.5 Clear pattern and completeness of network grid iron)and complete network
The entire network in Dhanbad has incomplete 2 Somewhat clear pattern (ring
network as many of the areas are occupied by mining radial or grid iron) but
activities. somewhat in complete network
3 Somewhat un clear pattern
Hence LoS 5 = 4. and in complete network
4 No clear pattern incomplete /
sparse network

Page 5-12
5.2.9.6 % of area under roads (%)

Los 6 % of area under roads
The average area under transport and communication for
1 >=15
Dhanbad is <10.
2 12 15
Therefore, LoS 6 = 4 3 10 12
4 < 10
5.2.9.7 % network with exclusive ROW for transit (For >1
million as per 2001 census)
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
5.2.9.8 Overall level of service of Integrated Land use System

Table 5-7: Reference Table for Computing Overall Level Integration for Landuse and
Transport System
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
Inconsistency in the city structure and public transport system leading to

lesser ridership and high dependence on personalised motor vehicles.
5.2.10 Financial Sustainability of public transport

In Dhanbad, there is no organised public transport system exists. Therefore Level of service is
not computed.

Page 5-13
5.2.11 Summary
LOS
calculated for
Sl.
Bench mark Dhanbad Inference as per MOUD Guidelines
No
Municipal
Corporation
Public Transport The city has poor or nil organised public

1 24
Facilities transport system.
Pedestrian The city lacks adequate pedestrian

2 12
infrastructure facilities facilities.
Non Motorised The city lacks adequate NMT facilities.

3 12
Transport Facilities
Level of usage of The city lacks adequate ITS facilities.

4 Intelligent Transport 20
System(ITS) Facilities
Travel speed (Motorized Data not available. Therefore Level of

5 N.A
and Mass transit) service is not computed
The city authorities need to initiate

immediate actions with respect of providing
6 Availability of Parking 8
paid parking spaces and demand
places
management for parking
Need considerable improvements in Road

design and available road infrastructure,
7 Road safety 5 traffic management and in other such
reasons which signficantly contribute to
road safety.
Pollution levels Need some improvements in emission

8 7
standards, checking pollution etc.
Integrated land-use Inconsistency in the city structure and

Transport system public transport system leading to lesser
9 26
ridership and high dependence on
personalised motor vehicles.
Sustainability of public There is no organised Public transport in

10 N.A
transport Dhanbad.

Page 5-14
Chapter - 6
Vision, Goals and Strategies
6 Vision, Goals and Strategies

6.1 Vision
A strategic vision for the city will guide the authorities to make transportation, land use decisions
and for public investments for the future years. Vision provides a blueprint to move forward and to
meet the emerging transportation challenges.
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.
VISION FOR DHANBAD

Improve the quality of life in Dhanabd by providing eco friendly urban
services for all and make Dhanbad as economically vibrant city
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.
To achieve a modern, self sustainable and environmental friendly transportation

system to facilitate timely access
6.2 Goals and Strategies

The goals and strategies have been formulated based on NUTP guidelines and principles of
National Mission on Sustainable Habitat (NMSH) duly taking into account vision for mobility and
current transport scenario in Dhanbad.
Goal-1: Develop good public transport system in compatible with the land-use
Current Scenario:
At present, there is no proper public transport

system exists. share auto serves as the public
transport system in Dhanbad
Around 38% of trips are made by share autos in
Dhanbad
Private intercity buses also serve as the public
transport system.
One bus terminal is located at Bartand. But the
terminal lacks the infrastructure facilities and
passenger amenities.

Page 6-1
Strategies to achieve the Goal-1:
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
Kannur Bus Terminal in Kerala developed on PPP basis

Page 6-2
Goal-2: Provide adequate infrastructure for safe, comfortable, attractive NMT

infrastructure facilities to encourage Walk trips and bicycling. Further, enhance the share
of bicycle trips to 15% from current 8%
Current Scenario:
Only 2% of roads are of ROW of 6m or more have

footpaths
The share of current walk trips is around 20%
Average trip length of walk trips is around 1.4 km
Average trip length of Bicycle trips is around 2.9 km
The average vehicle ownership per household in
the study area is 1.17 vehicles including cycles and
0.89 vehicles excluding cycle in the study area
Prepare a NMT policy

High quality footpaths shall be built based on IRC standards and best practices.
Preservation of footpath space from encroachment
Footpaths need to be unobstructed, continuous and well lit. Crossings should be made
safer with pedestrian crossing signals, pedestrian islands and pedestrian table-tops that
minimize crossing distances and offer safety for pedestrians. Accessibility to wheelchairs
must be ensured. The pedestrian network should foster the most direct access to all local
destinations like schools, working places, bus stops etc
All arterial streets should have >= 75% of their lengths having non-obstructed walkable
footpaths
All other sub arterial and local streets should have 50 75% of their lengths should have
continuous footpaths
At-grade pedestrian crossings at maximum intervals of 70-250 m
Landscaping and tree plantation along the footpaths should be encouraged
All the roads with ROW of 6 m to 7 m should have footpath at least on one side of the
carriageway and all the roads having ROW more than 7m should have footpaths on both
side of carriageway
NMT parking facilities should be available at more than 50% of the interchanges (bus
stops, terminals, railway stations)
Development of street ROWs as complete streets with emphasis on Greenery,
drainage, street lights, signage and markings.
To discourage encroachment of footpaths by hawkers, hawker zones should be created.
Make the city easy to navigate on foot by maintenance of a pedestrian way-finding
system that is consistent, legible and user friendly.
Prioritize bicycle parking over motorized vehicle parking by incentives such as:
o Reservation of parking spaces
o Lower parking charges
o Covered parking facilities

Page 6-3
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:
No off-street parking facilities are available in

the study area
Heavy and haphazard on-street parking exists
at Bank more, Jharia, Katras and along NH 32
and SH 12
Restrict and regulate on-street parking

Prepare a parking policy which is based on concept of pay and use
Also there is requirement of providing off-street parking facilities which can help in
increasing the effective road capacity
Create off Street Parking near market areas to meet the growing parking demand

Page 6-4
Goal-4: Provide adequate road infrastructure and implement the traffic management
schemes to optimize the existing infrastructure
Current Scenario:
There is scope for Junction Improvements as well as improvement of road geometry

Bypass is not available at present for the urban area.
Narrow bridges/RUBs are observed along the major roads
No proper circulation and multimodal integration facilities at railway station
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

Page 6-5
Goal-5: Provide infrastructure facilities for Commercial vehicle traffic
Current Scenario:
Trucks are parked on the road

Absence of truck terminal
Mining truck traffic is mixed with urban traffic
Loading and unloading activities in the market areas during peak hours
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
Goal-6: Promote Landuse Transport Integration
Current Scenario:
Mixed development of landuse with low to moderate density in urban areas
Develop Transit corridors

Provide good eco friendly public transport system
Allow mixed development 0.5 km on either side of major corridors
Allow higher density up to 1.0 km on either side of major corridors (encourage high rise
developments along public transport corridors).
Plan parks and open areas
Goal-7: Lay guidelines and monitor the pollution levels of all vehicles (personal,
commercial and public transport buses, Auto rickshaws etc.)
Current Scenario:
Transport department is issuing license as well as

Pollution Under Control (PUC) certificates
No upper limit for scrapping the vehicles
No pollution certificate should be made mandatory for

the vehicles
All vehicles older than 15 years shall be banned in the study area
Heavy fines shall be imposed on polluting vehicles
General public needs to educated on better maintenance practices
Clean fuel such as CNG and better emission standards shall be adopted.
Reduce need for motorized travel as well as trip lengths and vehicle-kilometer by planning
and developing compact cities. This is environmentally sustainable urban development
model.

Page 6-6

Page 6-7
Chapter - 7
Travel Demand Forecast
7 Travel Demand Forecast

7.1 Development of Travel Demand Model
Travel Demand Model is developed for Dhanbad Municipal Corporation Area. The model follows
the four stage transportation modelling process as shown in Figure 7-1. The standard four-step
modeling process includes:
Trip and
Network Data
Figure 7-1 Four Stage Travel Demand Model

Trip Generation estimating number of origins and destinations for each zone.
Trip Distribution attaching the origins and destinations for each trip between zones.
Mode Choice determining the mode of travel for each trip
Assignment establishing routes and transit networks.
The model integrates the household activities, land use patterns, traffic flow, and regional
demographics of the study area. The model is capable of estimating travel behavior in response
to economic conditions, network conditions and facilities, the residential and employment
location, land use and also adaptive to the changes in transportation system, including fare and
pricing policy.
The model is built using CUBE Voyager software. The software is capable of modeling mode
split, transit assignment, and to assess the variations in speeds due to changes in overall traffic
volume, and fares. It also reflects the impact of new land use development policies.

Page 7-1
7.1.1 Salient Features of the Urban Transport Model

The modes that are modeled under the study include Non Motorised Transport modes
(Cycle rickshaw and cycles), Two wheeler, Cars, and Public Transport i.e. Bus and share
auto.
Commercial Vehicles such as Truck, Multi Axle Vehicles and Light Commercial Vehicles
are loaded in the network as Preload.
The highway (road) network is built with all the major roads and all key minor roads. The
transit system is built with the existing public transport system in all its forms with their
routes, frequency, fare structure etc.
The model is responsive to street congestion, travel costs, availability of competing
transport modes and the growth of the city.
The model is responsive to generalized costs that include out of pocket costs i.e. fare,
vehicle operating cost etc. and perceived user costs such as value of travel time, cost of
waiting time for transit etc.
The model is responsive to the economic development of the region. A comprehensive
data on economic development in the form of land-use and transport development
proposals are collected and translated in to the growth of population and employment and
is used in the model.
Model is calibrated for morning peak hour. Model focuses on peak period conditions
because these conditions include the most important recurrent congestion period and
tend to guide transportation system design. Peak period models provide much more
accurate indications of directional travel patterns during design conditions than do daily
models.
7.2 Planning Period

Year 2015 is considered as the base year and 2035 has been set as the horizon year for the
planning of the long term strategy. Forecast will be provided for 2020, 2025 and 2030 interim
periods.
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.

Page 7-2
Figure 7-2: Zone map
7.4 Network Development

The Base Year transportation networks for Dhanbad is developed separately for:
Highway Network (i.e., Two-wheeler, Car, Bicycle and Cycle Rickshaw)
Transit Network (Bus and Share auto rickshaw)
The network development process is discussed below.
7.4.1 Highway Network

The arterials, sub arterial and major collector roads are considered in the development of the
network. All links are coded as oneway links having A node (after node) and B node (before
node) with its own characteristics.
The link attributes include road names, capacity, lane configuration, length, toll details(if
any),volume count information at screenline, major junctions and cordon points, free flow speed,
bus preload.These link characteristics are compiled and categorized based on functional class for
the basic network for the study area. The salient features of the coded highway network is
The capacity of the links and PCU values are according to the IRC and DMRB standards.

Page 7-3
The form of the BPR function for speed flow is:

TC =T0 *(1+*(v/c)^)
Where, Tc Congested Link Travel time

T0 Link Free flow time
v - Link Volumes
c Link Capacity
and calibrated speed flow parameters
Table 7-1: Salient Features of coded Highway Network
Speed flow
Functional Lane Capacity parameters
S.No.
Class Configuration in PCUs

1. 3 1L-2W-UD 1200 5.5 2.5
2. 4 1.5L-2W-UD 1800 1.5 8.0
3. 7 2L-2W-UD 2400 1.1 1.4
4. 12 4L-2W-D 4800 3.8 3.0
L-Lane, 1 W- one way, 2 W- two way, D- Divided, UD- Un divided
The coded Highway network is presented in Figure 7-3.

Page 7-4
Figure 7-3: Highway Network
7.4.2 Public Transport Network

Transit network includes bus and share auto transport system which carry passengers in the
region. The transit network represents the access/egress connectivity, headways, speeds and
accessibility of transit services to support estimation of travel times on individual links and
passenger volumes on individual transit lines and links.
The transit schedules, fare structure with reference to different services are obtained from the
respective organizations and coded into the system.
The coded public transport network is presented in Figure 7-4.

Page 7-5
Figure 7-4: Public Transport Network

Page 7-6
7.5 Development of Matrices

Mode wise matrices (Walk, Cycle, Cycle Rickshaw, Truck, MAV, LCV, Two wheeler, Car, IPT and
Public Transport) are developed from Household Interview Survey (HIS) and O-D survey at
cordon points. Approach shown below is considered for developing the matrices.
Table 7-2: Development of Matrices
Intra-City Trips (Internal Internal)
Category Data Source

a) Home-based Trips HIS
b) Non-Home based
HIS (Supplemented by O-D Surveys at Terminals)
Trips
Inter-City Trips
Category Data Source

Outer cordon O-D data, supplemented by HIS and other O-D
a) Internal-External
Surveys at Terminals
b) External-Internal Outer cordon O-D data and other O-D Surveys at Terminals
c) External-External Outer cordon O-D data
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
7.6 Validation of Base Year Travel Demand Model

The validation of base year travel demand model follows three stages presented below:
Commercial vehicle assignment
Private vehicle assignment
Public Transport assignment
The validation process is presented in Figure 7-5.

Page 7-7
Figure 7-5: Validation Process
7.6.1 Commercial Vehicle Assignment

Commercial vehicles matrices (Truck, MAV, and LCV) are assigned on to the transport network.
The mode-wise assigned traffic volumes are compared with observed traffic volumes at screen
line and cordon locations. The network and matrices are checked and corrected until the
difference between assigned traffic volumes and observed traffic volumes comes with in
allowable limit of +/-15%. This process is automated by the CUBE ANALYST software. The
commercial vehicle validation results are presented in Table 7-4 to Table 7-6.

Page 7-8
Table 7-4: Commercial Vehicle Validation at Cordon locations

In bound traffic (Toward Dhanbad) Out bound traffic ( Outside Dhanbad)
Modes
Observed Assigned % Difference Observed Assigned % Difference
Truck 331 288 -13% 168 179 7%
MAV 20 20 0% 15 17 13%
LCV 178 186 4% 206 201 -2%
Table 7-5: Commercial Vehicle Validation at Screen lines

Towards North Towards South
Modes
LCV 12 13 8% 10 10 0%
Table 7-6: Commercial Vehicle Validation at Major Junctions
Bank More Junction

Towards the Junction Away from the Junction
Modes
LCV 285 256 -10% 286 308 8%
Ray Talkies Junction
Modes
LCV 261 254 -3% 267 254 -5%
Shramik Chowk
Modes
LCV 59 50 -15% 59 50 -15%
Polytechnic Road Junction
Modes
LCV 76 79 4% 75 79 5%
Gandhi Chowk
Modes
LCV 114 127 11% 114 127 11%
Randhir Verma Chowk
Modes
LCV 127 108 -15% 127 108 -15%
MEMCO Chowk
Modes Towards the Junction Away from the Junction

Page 7-9

Truck 43 40 -7% 43 40 -7%
MAV 6 6 0% 6 6 0%
LCV 199 184 -8% 200 184 -8%
Dhansar Chowk
Modes
Truck 4 4 0% 4 4 0%
MAV 13 15 15% 13 15 15%
LCV 305 260 -15% 304 260 -14%
Katras Chowk
Modes
Truck 296 253 -15% 296 253 -15%
MAV 54 49 -9% 56 49 -13%
LCV 391 355 -9% 392 352 -10%
Kusunda Chowk
Modes
Truck 119 121 2% 119 123 3%
MAV 75 77 3% 75 77 3%
LCV 145 140 -3% 144 140 -3%
Jharkand More
Modes
Truck 169 148 -12% 169 148 -12%
MAV 31 31 0% 31 31 0%
LCV 62 58 -6% 62 58 -6%
Katras Market
Modes
LCV 51 48 -6% 52 48 -8%
Pooja Talkies Chowk
Modes
LCV 59 51 -14% 45 51 13%
Ambedkar Chowk

Page 7-10

Modes
LCV 1 1 0% 1 1 0%
Vinod Vihar Chowk
Modes
Truck 136 153 13% 135 153 13%
MAV 35 34 -3% 35 34 -3%
LCV 91 87 -4% 92 87 -5%
Steel Gate Chowk
Modes
LCV 87 74 -15% 87 74 -15%
Baliapur Bypass Chowk
Modes
Truck 62 69 11% 62 69 11%
MAV 10 11 10% 11 11 0%
LCV 198 189 -5% 197 189 -4%
7.6.2 Private Vehicle Assignment

The validated commercial vehicle matrices are assigned as a preload to the Transport Network.
From the coded public transport routes (Bus, shared auto) and headway information, link wise
count of buses and shared auto rickshaws are calculated and added to the preloaded transport
network to include the congestion caused by buses and shared auto rickshaws.
Mode wise matrices of private vehicles (Two wheelers, Cars, Cycle Rickshaw and Cycle) is
assigned on the preloaded network. The mode-wise assigned traffic volumes are compared with
observed traffic volumes at screen line and cordon locations. The network/matrices are checked
and corrected until the difference between assigned traffic volumes and observed traffic volumes
comes with in allowable limit of +/-15%. This process is automated by the CUBE ANALYST
software. The results of private vehicle validation is preseted in Table 7-7 to Table 7-9.
Table 7-7: Private Vehicle Validation at Cordon Locations
In bound traffic (Dhanbad) Out bound traffic (Dhanbad)
Modes
Two wheeler 1210 1037 -14% 809 836 3%
Car 393 422 7% 378 436 15%
Cycle rickshaw 2 2 0% 5 5 0%
Cycle 145 138 -5% 114 98.6 -14%

Page 7-11
Table 7-8: Private Vehicle Validation at Screen Lines

Modes
Two wheeler 504 488 -3% 400 431 8%
Car 72 63 -13% 34 31 -8%
Cycle 66 59 -11% 98 90 -8%
Table 7-9: Private Vehicle Validation at Major Junctions
Bank More Junction

Modes
Two wheeler 1620 1640 1% 1621 1529 -6%
Car 968 844 -13% 968 845 -13%
Cycle rickshaw 196 175 -11% 196 173 -12%
Cycle 31 30 -3% 40 35 -12%
Modes
Two wheeler 1595 1693 6% 1716 1693 -1%
Car 1069 1017 -5% 1061 1017 -4%
Cycle rickshaw 299 286 -4% 295 286 -3%
Cycle 46 42 -8% 48 44 -7%
Shramik Chowk
Modes
Two wheeler 1013 925 -9% 1003 925 -8%
Car 847 910 8% 830 902 9%
Cycle rickshaw 57 54 -5% 59 66 12%
Cycle 13 12 -10% 14 12 -15%
Modes
Two wheeler 1032 893 -13% 1033 890 -14%
Car 682 603 -11% 682 613 -10%
Cycle rickshaw 48 51 6% 48 55 15%
Cycle 55 59 8% 59 59 0%
Gandhi Chowk

Page 7-12

Modes
Two wheeler 1169 1006 -14% 1168 1006 -14%
Car 945 894 -5% 945 894 -5%
Cycle rickshaw 64 58 -9% 64 58 -9%
Cycle 56 55 -3% 56 55 -3%
Randhir Verma Chowk
Modes
Two wheeler 1836 1604 -13% 1836 1604 -13%
Car 1017 944 -7% 1017 944 -7%
Cycle rickshaw 286 297 4% 286 297 4%
Cycle 94 84 -10% 94 84 -10%
MEMCO Chowk
Modes
Two wheeler 770 710 -8% 769 711 -8%
Car 403 363 -10% 403 363 -10%
Cycle rickshaw 14 12 -14% 14 12 -14%
Cycle 44 41 -7% 44 41 -7%
Dhansar Chowk
Modes
Two wheeler 1527 1454 -5% 1527 1455 -5%
Car 340 377 11% 340 377 11%
Cycle 28 32 15% 28 28 1%
Katras Chowk
Modes
Two wheeler 1329 1323 0% 1329 1323 0%
Car 509 517 2% 509 517 2%
Cycle rickshaw 59 58 -2% 59 63 7%
Cycle 47 52 11% 47 51 9%
Kusunda Chowk
Modes

Page 7-13
Two wheeler 868 881 2% 868 864 0%

Car 293 258 -12% 293 258 -12%
Cycle rickshaw 10 9 -10% 10 11 10%
Cycle 18 19 6% 19 20 6%
Jharkand More
Modes
Two wheeler 583 555 -5% 583 555 -5%
Car 169 154 -8% 169 154 -8%
Cycle 17 16 -3% 18 16 -3%
Katras Market
Modes
Two wheeler 724 618 -15% 723 618 -15%
Car 84 88 5% 84 88 8%
Cycle rickshaw 208 197 -14% 208 179 -14%
Cycle 123 126 3% 122 126 4%
Pooja Talkies Chowk
Modes
Two wheeler 1040 1201 15% 1040 1201 15%
Car 869 987 14% 935 987 6%
Cycle rickshaw 64 62 -2% 74 63 -15%
Cycle 34 37 10% 34 29 -14%
Ambedkar Chowk
Modes
Two wheeler 1037 941 -9% 1037 1041 -2%
Car 561 635 13% 561 635 13%
Cycle rickshaw 351 298 -15% 351 298 -15%
Cycle 70 69 -1% 70 69 -1%
Vinod Vihar Chowk
Modes
Two wheeler 526 497 -6% 526 497 -6%
Car 187 214 14% 187 214 14%

Page 7-14
Cycle 57 58 1% 57 58 1%
Steel Gate Chowk
Modes
Two wheeler 789 731 -7% 790 731 -7%
Car 821 748 -9% 821 748 -9%
Cycle 134 133 -1% 133 133 0%
Modes
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%
7.6.3 Public Transport Assignment

The output network of the private vehicle assignment is used for public transport assignment. The
public transport assignment process considers the following parameters for route enumeration
and evaluation:
Access and egress travel time
Initial wait time
In vehicle travel time
Fare
Transfer penalty
The public transport assignment is carried out in terms of passenger trips. The estimated
sectional loads are compared with observed sectional loads (from occupancy survey) at screen
line location, cordon locations. The network and matrices are checked and corrected until the
difference between estimated sectional load and observed sectional load comes with in allowable
limit of +/-15%. This process is automated by the CUBE ANALYST software. The results of
Public Transport Validation is presented in Table 7-10 to Table 7-12.
Table 7-10: Public Transport Validation at Cordon locations
In bound traffic (Towards Dhanbad) Out bound traffic ( Outside Dhanbad)
Modes
Public
3912 3768 -4% 4449 4203 -6%
Transport

Page 7-15
Table 7-11: Public Transport Validation at Screen lines

Modes
Public
981 893 -9% 759 841 11%
Transport
Table 7-12: Public Transport Validation at Major Junctions
Bank More Junction

Modes
Public
8537 9851 15% 8527 9772 15%
Transport
Modes
Public
Transport 12733 11922 -6% 12733 11977 -6%
Shramik Chowk
Modes
Public
Transport 12172 12558 3% 12172 12585 3%
Modes
Public
Transport 10023 10415 4% 10023 10415 4%
Gandhi Chowk
Modes
Public
Transport 12630 11033 -13% 12630 11033 -13%
Randhir Verma Chowk
Modes
Public
Transport 5526 6108 11% 5526 6365 15%
MEMCO Chowk
Modes
Public
Transport 3657 3415 -7% 3657 3415 -7%

Page 7-16
Dhansar Chowk
Modes
Public
Transport 5460 5595 2% 5460 5595 2%
Katras Chowk
Modes
Public
Transport 6853 7276 6% 6853 7276 6%
Kusunda Chowk
Modes
Public
Transport 5045 4735 -6% 5045 4725 -6%
Jharkand More
Modes
Public
Transport 570 519 -9% 570 554 -3%
Katras Market
Modes
Public
Transport 483 475 -2% 483 475 -2%
Pooja Talkies Chowk
Modes
Public
Transport 11650 12708 9% 11650 12708 9%
Ambedkar Chowk
Modes
Public
Transport 3913 4045 3% 3913 4045 3%
Vinod Vihar Chowk
Modes
Public
Transport 530 565 7% 530 565 7%
Steel Gate Chowk

Page 7-17

Modes
Public
Transport 6219 5599 -10% 5917 5599 -5%
Modes
Public
5051 4385 -13% 5051 4385 -13%
Transport
7.7 Calibration of the Base Year Travel Demand Model

The cost skims and validated matrix obtained from the validation process is used for calibrating
Trip end and trip distribution cum mode choice model. The calibration process is presented in
Figure 7-6.
Figure 7-6: Calibration Process

Page 7-18
7.7.1 Trip Ends Models

Trip generation and attraction models are built by regressing the generations/attractions of the
validated matrices with planning variables such as population and employment etc. The trip end
model built for Dhanabd is presented in Table 7-13.
Table 7-13: Trip end model
Equation R2 value F-value
Trip Generation (Urban Area)
Generation = (0.514 x( Population+Employment)) 0.75 33.17
9623.36
Trip Generation (Rural Area)
Generation = (0.142 x Population) 639.96 0.73 46.12
Trip Attraction
Attraction = (0.609 x Employment) + 468.645 0.73 87.66
7.7.2 Trip Distribution and Mode Choice Function

The trip distribution and mode choice are combined to form a combined Trip Distribution and
Modal Split phase using a conventional doubly constrained gravity model of the form:
Tijm = ri Gi sj Aj Fijm
Where, T = number of inter zonal trips between zone i & j and by mode m
G = Total generation trip ends by zone
A = Total attraction trip ends by zone
I = Generation Zone
j = Attraction Zone
r,s = Balancing factors (constants)
Fijm = Deterrence function for mode m
Fijm= Km e-cijm Cijm

Where, K = Constant Factor
C = Generalized Cost
b = Calibration Constant Exponential function
= Calibration Constant- Power function
Double Constraints are imposed by ensuring that
jmTij = Gi and imTij = Ai
The mode-wise calibrated paramters are presented in Table 7-14.
Table 7-14: Mode-wise calibrated parameters for Trip distribution and Mode choice
Mode Type K
Two wheeler 21.5 0.27 48
Car 1.2 -0.001 14
Cycle Rickshaw 10 -0.01 258
Public Transport 33 -0.001 55

Page 7-19
7.8 Base Year Travel Characteristics

The calibrated trip end and distribution cum mode choice functions is used to produce synthetic
trip matrices for base year. The observed travel characteristics such as mode share, Trip length
distribution, travel speed along major corridors is compared with the travel characteristics
estimated through synthetic model to check the reliability of the base year model. The calibration
procedure of trip end, distribution cum mode choice functions is repeated until the comparison
results are satisfactory. Once satisfactory results are achieved then the model is ready for
forecasting the future travel demand. The base year travel demand modelling process is
presented in Figure 7-7.
Figure 7-7: Base Year Travel Demand Model
7.8.1 Comparison of Travel Characteristics

The comparison of various travel characteristics of the observed and synthetic model is
Table 7-15: Comparison of Mode share and Average Trip length
Mode share Average Trip Length in km
S.No. Mode Type
Observed (%) Estimated (%) Observed Estimated
1. Two wheeler 38 38 5.51 5.47
2. Car 11 11 4.29 4.72
3. Cycle
2 2 2.74 2.66
rickshaw
4. Public
49 49 5.43 5.29
Transport

Page 7-20
The comparison of trip length distribution is presented in Figure 7-8.
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
Figure 7-8: Comparison of Trip length distribution

From the above comparisons, it is observed that the synthetic model replicates the same travel
characteristics observed at ground. Therefore the model is calibrated well and can be used for
forecasting the travel demand in the future.
The base year travel characteristics are presented in Table 7-16.
Table 7-16: Base year Travel Characteristics
Travel Characteristics Base Year
Trips Assigned in Peak

60453
Hour
Private Vehicle Trips 29476 (49%)
NMT Trips(Cycle rickshaw) 1334 (2%)
Public Transport Trips 29643 (49%)
Average Trip Length 5.31 Km
Average Network Speed 23.54 kmph
Vehicle Kilometres in PCU-

110802 PCU-Km
km (Excluding PT)
Passenger Kilometres
283927 Pass.Km
(Public Transport)
Emissions in Tonnes per

0.138
Sq.km per day.

Page 7-21
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 7-9: Traffic Flow Along Major Corridors

Page 7-22
Figure 7-10: Public Transport Flow Along Major Corridors

Page 7-23
Figure 7-11: Desire Line Diagram of Passenger Trips

Page 7-24
7.9 Forecasting of Planning Variables
7.9.1 Urban Growth Scenario
7.9.1.1 Landuse Scenario

According City Development Plan prepared for Dhanbad, Dhanbad will have major development
along NH-32, Baliapur- Hirak road and SH-12. The horizon year population and employment
details are presented in Table 7-17 and Table 7-18. The population and employment Density for
Horizon year is shown in Figure 7-12and Figure 7-13
Table 7-17: Population Details for Horizon Years
Population 2015 2035

Dhanbad 1261722 1826723
Table 7-18: Employment Details for Horizon Years
Employment 2015 2035

Dhanbad 319317 548017
Figure 7-12: Population Density 2035 Figure 7-13: Employment Density 2035
7.10 Forecast Assumptions

The forecast assumptions consider in the travel demand modelling is as follows
The trip rate will grow at a rate 1% per annum
Vehicle Operating Cost (VOC) for two wheeler will grow at -0.5% per annum
VOC for car will grow at 1% per annum
Value of time will grow at 2% per annum
The public transport fare and auto rickshaw fare will grow with respect to inflation.
The external traffic will grow at a rate of 3% per annum.

Page 7-25
7.11 Travel Demand Scenarios

Following are the various scenarios tested in the travel demand model and the results are
discussed in the subsequent sections.
Do Nothing Scenario for the year 2035
Transport Network Improvements for the year 2035
Transport Network Improvements + Public Transport Improvements for the year 2035
7.11.1 Do Nothing Scenario for the year 2035

In this scenario, the transport infrastructure facilities such as road characteristics will continue to
be the same as in the base year. The travel characteristics for Do Nothing Scenario are
Table 7-19: Do Nothing Scenario
Do Nothing
Travel Characteristics
Year-2035

159928
Hour
Private Vehicle Trips 115225(72%)
NMT Trips(Cycle
2365 (1%)
rickshaw)
Public Transport Trips 42339(26%)
Average Trip Length in

5.74 km
Km
Average Network Speed

14.89 Kmph
(kmph)
Vehicle Kilometres in 354676 PCU-

PCU-km (Excluding PT) Km
Passenger Kilometres 330650 Pass

(Public Transport) Km

0.158
Sq.km per day
7.11.2 Transport Network Improvements

In this scenario, Road network improvements such as widening, addition of bypasses, and
missing links are added in the transport network along with bus augmentation. The travel
characteristics of Transport network improvement scenario is presented in Table 7-20. The
following considerations are made in this scenario:
Newly identified transport improvements are included in the transport network
Table 7-20: Transport Network Improvements Scenario

Page 7-26
Transport
Network
Travel Characteristics Improvement
Year-2035

159928
Hour
Private Vehicle Trips 94887(59%)
NMT Trips(Cycle
2005 (1%)
rickshaw)
Public Transport Trips 63036(39%)

5.92 Km
Km

19.70 Kmph
(kmph)
Vehicle Kilometres in 326252 PCU-

PCU-km (Excluding PT) Km
Passenger Kilometres 522687 Pass

(Public Transport) Km

0.124
Sq.km per day.
7.11.3 Transport Network Improvements + Public Transport Improvements

In this scenario, Along with road network improvements and bus augmentation, public transport
improvements such as new routes are tested. The travel characteristics of Transport network
improvements + public transport scenario is presented in Table 7-21. The following
considerations are made in this scenario:
Newly identified transport improvements are included in the transport network
Number of buses is increased by taking 40 buses per lakh population with adding new
Public transport routes in the network
Table 7-21: Transport Network Improvements + Public Transport Improvements
Transport
improvements
+Public transport
Travel Characteristics
improvements
Year-2035

159929
Hour
Private Vehicle Trips 55997 (35%)

Page 7-27
NMT Trips(Cycle
1492 (1%)
rickshaw)
Public Transport Trips 102441 (64%)

6.66
Km

30.09 Kmph
(kmph)
Vehicle Kilometres in
250545 PCU-Km
PCU-km (Excluding PT)
Passenger Kilometres
890911 Pass-Km
(Public Transport)

0.083
Sq.km per day.
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
.

Page 7-28
Figure 7-14: Private vehicle flow, public transport flow and desire line for Do Nothing
Scenario in 2035

Page 7-29
Figure 7-15: Private vehicle flow, public transport flow and desire line for Transport
Network Improvement Scenario in 2035

Page 7-30
Figure 7-16: Private vehicle flow, public transport flow and desire line for Public Transport
Improvement Scenario in 2035

Page 7-31
Chapter - 8
Mobility Plan
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.
8.2 Short Term Proposals

The primary survey data along with the site visits by traffic engineering experts have been used to
analyze the present situation to identify the deficiencies in the existing facilities and suggest
suitable short term schemes for Dhanbad.
The short term measures also include what is known as the Traffic Management Measures a
general term for strategies that result in more efficient use of transportation resources, as
opposed to increasing transportation system supply by expanding roads, parking facilities etc.
The short term measures identified for Dhanbad are:
Traffic Management
Provision of Road Signs and Markings
Management of Hawker / Vendor Encroachments
Intermediate Public Transport
On-street parking
Improvement of pavement Condition
Signalisation
8.2.1 Traffic Management Proposals

The short-term improvement proposal comprises of Traffic management, Parking management,
Pedestrian facilities, Junction improvements etc. These schemes if implemented will reduce the
traffic congestion and allows optimal use of existing infrastructure at low cost. Consultants have
recommended the traffic improvement schemes for following areas which are located in main
commercial/market areas and have inadequate road infrastructure to meet the demand.
The following are the general problems which can be observed in these areas.
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
Page 8-1
Lack of Stop line markings, Pedestrian cross markings/Zebra Crossings

Absence of proper sign boards
Improper bus stop and auto stand locations/Lack of Bus shelters
Risk of accidents due to absence of pedestrian facilities
Very narrow roads in residential areas
Each of these above issues is discussed in detail in the following sections.
A. NH-32(From Gold Building Junction to Putki Junction)
Current Scenario Proposed Improvements
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
8Mobility Plan
Page 8-2
Gate to Randhir Verma Chowk is 9.7 Provide sufficient Road signs and road
marking for guiding vehicular and
pedestrian traffic.
Taxis parked Lack of

in the road Footpath
Median
Openings
8Mobility Plan
Page 8-3
B. Jharia Road. SH-12 (from Bank More to Bhowrah)

Provide sufficient width of Footpath from
It is a two lane road with a length of 14.7
Bank More to Dhaunsar, Katras More to
km starting from Bank More Junction to
Indra Chowk, Jorapathak, Digiwadih,
Bhowrah. About 0.4 Km from Bank more is
Bhowrah settlements.
divided carriageway.
Provide shared auto pick up and drop point
The road condition is good.
near bank more, Dhaunsar, Katras More,
Footpath is not available.
Digiwadih, Chandankyari Chowk and
The land use along this section is mainly
Bhowrah.
mixed land use type with coal mining near
Regularize the on-street parking in bank
Dhaunsar area.
more from Perpendicular parking to angular
There is no authorized pickup and drop off
parking (i.e. 30 or 45 degree).
points for passengers using shared autos.
Pedestrian crossing facility should be
Existing Parking system (perpendicular
developed at Dhaunsar, Katras More and
parking system) is causing problem for
Chandankiyari Chowk.
thorough traffic along jharia road near
Provide sufficient Road signs and road
Bank more junction
Few narrow bridges are observed.
pedestrian traffic.
Due to lack of truck terminal/Lay by
Street lights should be made functional as
outside the city area (i.e.near Dhaunsar
soon as possible to aid pedestrian/vehicles
chowk), commercial trucks are parked in
during night time.
this road.
Road marking is not available throughout
the road.
Sufficient road signs are not available.
About 3639 pedestrians are observed
along this road during peak hour at Bank
More.
The average journey speed on this road
during peak hour is observed to be 26
kmph
Street lighting facility is not available.
8Mobility Plan
Page 8-4
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)

Provide continuous, standard and
It is a two lane road for a length of 2.2 km
sufficient width of footpath along this
starting from Randhir Verma Chowk to
road.
Pooja Talkies Chowk
Provide pedestrian crossing facility at
The road is in good condition
SSLNT College, at MADA office, Gandhi
Footpath is not available continuously and
Chowk and Polytechnic Chowk.
existing footpath is not as per standard.
Provide sufficient Road signs and road
The landuse along the stretch is
Institutional and mixed residential.
pedestrian traffic.
Major Government office such as
Street lights should be made functional
Combined building (Which houses PWD,
as soon as possible to aid
Secondary School Board, District
pedestrian/vehicles during night time.
Transport Office, Electricity Board, etc.)
are located along this road.
Huge pedestrian movement is observed
along the Luby circular road from SSLNT
college to Gandhi Chowk & SSLNT
College to Randhir Verma Chowk.
Foot path is not available
8Mobility Plan
Page 8-5
About 2656 pedestrians are observed

along this road during peak hour at
Randhir Verma Chowk.
The average journey speed on this road
during peak hour is observed to be 27
kmph
Pedestrian
movement on
the road
Existing
Footpath
D. Dhaiya Main Road / Barawadda Road(Gandhi Chowk to Nirkankari Chowk)

Provide sufficient width of footpath
It is a two lane road with a length of 5 km
along this road.
starting from Gandhi Chowk to Nirkankari
Sufficient two wheeler parking facility
Chowk
should be provided near Dhanbad Bus
The road is in good condition
terminal.
Provide sufficient road signs for guiding
Major land use pattern is residential.
vehicular and pedestrian traffic.
Major bus terminus is located in this road.
Lack of two wheeler parking near existing
bus terminus.
Vegetable shops are encroached in this
road near bus terminal area.
8Mobility Plan
Page 8-6
Due to existing vegetable market in this

road, vehicles are parked on the road. This
leads to narrow road width.
Encroachment
in the road Vehicular traffic
Pedestrian
walking in the road Wider Road Width
available
E. Baliapur Hirak, Bhiphore-Hirak and Bhuli-Hirak Road (from Kolakusma to Bhuli)

Provide sufficient width of Footpath along
this road because this area will be
km starting from Kola Kusma of DMC
developed as residential area in future.
boundary limit in Baliapur-Hirak Road to
Provide a new road link for missing
Bhuli of DMC boundary limit of Bhuli-
section connecting Wasseypur to
Hirak Road.
Matkuria and Dhaunsar to Bhiphore to
The road condition is good
have complete ring road for Dhanbad.
Improve the existing bus shelter.
Major land use pattern is open land. In
Provide sufficient Road signs for guiding
future, it is expected to be developed as
residential area.
This road acts as a ring road for
Dhanbad but there is a missing link
between Matkuria to Wasseypur and
8Mobility Plan
Page 8-7
Dhaunsar to Baliapur - Hirak road.

There are number of residential
developments observed along the
Baliapur to Hirak road. In future, there is
a potential for residential developments
along this road.
There are number of bus stops (shelters)
in poor condition is observed.
Birsa Munda Park is located in this road
which is the important recreational area
in Dhanbad. Large numbers of people
are attracted to this park during Sunday.
Vehicles parked
in the road
Lack of
Footpath
Residential
Development
8Mobility Plan
Page 8-8
F. Polytechnic Road (Polytechnic Chowk to Vinoth Vihar Chowk)

Provide sufficient width of footpath
It is a Single lane road with a length of 2.6
along this road.
km from Polytechnic Chowk to Vinoth Vihar
Provide sufficient Road signs and
Chowk.
pedestrian traffic.
Government Polytechnic college is located
in this road.
Major Landuse pattern is Institutional and
residential.
Sufficient road signs and markings are not
available.
G. Railway Station Road (Ambedkar Chowk to Rangatand Chowk / Shramik chowk)

Improve the condition of the pavement.
Relocate the existing dropping location
from Ambedkar Chowk to Rangatand
with priority for Public Transport, IPT
Chowk/Shramik Chowk
and private vehicle within railway
The road condition is fair.
station.
Develop a new parking location for the
Dhanbad Railway station is the major traffic
Shared Autos and buses near the
generator/attractor.
railway station.
Major Landuse pattern is commercial.
Sufficient width of footpath should be
Number of shared autos are parked on the
developed.
road even though there is demarcated
parking facility is allotted within railway
station for shared auto parking.
pedestrian traffic.
Bus stop is located near the railway station.
This will acts as a bus terminal for the
Dhanbad during night time.
The road near Shramik chowk is
encroached by number of shops.
This road acts as a access road for
Dhanbad Railway station.
One way traffic movement (i.e. Rangatand
to Ambedkar Chowk direction) is allowed.
available.
8Mobility Plan
Page 8-9
Vehicles parked Encroachment

in the road in the road
Pedestrian
Movement in road
Lack of Street
light in the road
H. Jorapathak Road (Purana Bazar to Dhaunsar Chowk)

Improve the pavement condition.
It is a two lane road with a length of 1.4 km
from Purana bazaar to Dhaunsar Chowk.
should be provided for Purana bazaar
The road condition is fair
and Sakthi Mandir.
Traffic calming measures such as
Major Landuse pattern is mixed landuse
speed breaker should be provided near
pattern with medium to high rise (3 to 7
hospital and Temple locations.
floor) apartment are observed in this road.
Provide sufficient Road signs for
One way traffic restriction is made for the
guiding vehicular and pedestrian traffic.
shared autos from Dhaunsar to Ray Talkies
chowk.
Trucks (i.e. tanker Lorries) are allowed to
move in this road. Since this road is
providing access to the oil refineries located
near purana railway station.
Famous Sakthi Mandir is located along this
road.
Few Hospitals are observed in this road.
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Sakthi Mandir
Car & Cycle

Encroachment
Rickshaw parked
in the road
in the road
Pedestrian
movement in
the road
I. Jharia Main Road

Improve the pavement condition for this
road especially for the poor road section
from Katras More to Dhanbad Municipal
taking into consideration the heavy truck
corporation limit on Baliapur road
movement.
The road condition varies from fair to poor.
Provide sufficient width of footpath in
The section of road near Jharia coal mines
Jharia settlement.
is very poor due to mining activities.
Vegetable market should be relocated
Footpath is not available in this road.
from Bata more junction with sufficient
Major Landuse pattern is mixed land use
parking facility.
and mining activities.
Vegetable market encroaches the road
should be provided near Bata more for
near Bata more. This lead to narrow road
the existing commercial area.
width which in turn results in traffic
Existing shared autos stand along the
congestion.
Baliapur road can be relocated to the
Bata more is the important commercial
unused Jharia railway station for the
area in Jharia but parking facility is not
Baliapur bound Shared autos and Jeep.
available in this road. So vehicles are
parked on the road which leads to
reduction in effective carriageway width.
pedestrian traffic.
Shared Autos & jeeps are parked near
Bata more junction towards Baliapur road.
Narrow bridge is observed near Jharia
railway station
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available.
Poor condition
of the road
J. 4 No. Main Road

Provide sufficient width of footpath.
from Bata More to Indira Chowk.
Existing bus terminal needs to be
improved with sufficient bus bays,
shelter, Passenger waiting place and
Major Landuse pattern is commercial.
rest room, lighting facility, etc.
Jharia bus terminal is located along this
Encroachment of the shops needs to be
road.
removed.
The road is encroached by number of
Provide sufficient road signs and
shops.
Bata more is the important commercial area
pedestrian traffic.
in jharia but parking facility is not available
in this road. So vehicles are parked in the
road which leads to reduction in effective
carriageway width.
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available.
Vehicular
Movement Pedestrian
Vehicles Parked Movement
in the road
Hawkers
Encroachment
K. Kendua Jharia Road

Provide sufficient width of footpath in
It is an Intermediate lane road with a length
the settlement areas.
of 5.1 km from Katras More to Kendua.
The road condition is good
marking for guiding the vehicular and
pedestrian traffic.
Major Landuse pattern is residential and
mining activities.
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Vehicles Parked
in the road
Pedestrian Existing
walking in the road carriageway
Land available
for footpath
L. New Delhi Colony Road

It is an Intermediate lane road with a length
of 1.5 km starting from Dhaunsar Chowk to
Matkuria Chowk.
pedestrian traffic.
Major Land use pattern is residential land-
use.
This road acts as bypass for the Dhanbad
city for traffic moving from Jharia road (SH-
12) to NH 32
available.
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M. Katras Road

Improve the condition of the pavement
for this road especially for the poor road
starting from NH-32 to Dhanbad Municipal
section taking into consideration of the
Corporation limit on Phularitand Road.
heavy truck movement.
The road condition is fair except near Naya
more; it is in poor condition due to coal
mining activities.
pedestrian traffic.
Major Land use pattern is residential and
mining activities.
Encroachment Pedestrian
in the road Movment in Vehicles
the road parked in the
road
Narrow Road
Width
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N. Katras Market Road

from Bhagat Singh Chowk to Katras
Remove the encroachment in this road.
Railway Station
Develop two wheeler parking facility to
cater for this market area.
Major land use pattern is commercial
Katras bus terminal is located in this road.
pedestrian traffic.
Sufficient two wheeler parking facility is not
available.
Due to katras market, all the shops are
encroached the road which leads to narrow
road width.
available.
Pedestrian
movement
Vehicles parked in the road
in the road
Encroachment
in the road Narrow road
width
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O. Sindri Road

Provide sufficient width of Footpath in
the settlements such as Patherdih,
from Chandankyari Chowk to Dhanbad
Mohan bazaar, Ghousala, etc.,
Municipal Corporation limit on Sindri Road.
Develop shared autos terminal near
Patherdih Railway Station.
Provide sufficient road signs for guiding
Major Landuse pattern is residential and
commercial.
Few narrow bridges are observed in this
road.
There is demand for shared auto parking
facility near Patherdih railway station.
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Figure 8-1: Road Network selected for Short Term Improvements in Dhanbad
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8.2.2 Road Signage and Road Markings

Road Signage and Road Markings form an integral part of the
carriageway leading to safe operations. Lack of visible markings often
leads to undisciplined riding and driving behaviour. The presence of
road markings and a rational use of precise traffic signage system help
in proper use of the available ROW. It also helps in inculcating traffic
sense and has been found to influence the driver behaviour
significantly.
The road inventory conducted as a part of the surveys for the study
area consists of different data type helpful in identifying the
shortcomings in the existing network. One such detail collected during
the road inventory was the presence / absence of markings and signs
and their condition.
In general, it is observed that the traffic signs are lacking in Dhanbad
Municipal Corporation area on several roads. It is recommended that proper
signs needs to be installed at all appropriate locations and signs near
schools should be installed on priority basis.
All the traffic signs should be facilitated as per the guidelines provided in
IRC publication 67-2001 Code of Practice for Road Signs.
Road Markings are important on roads and intersections as they promote
road safety and bring about smooth and harmonious flow of traffic along
guided paths of travel. The main advantage of the road markings is that
they convey the required information to the driver without distracting his
attention from the carriageway. The following road markings are proposed
for all the major roads in Dhanbad:
Center line
Traffic lane lines
Stop Lines
Pedestrian Crossings
Word messages
Parking space limits
Kerb marking for visibility
Obstruction marking
The corridors where road signs and markings are essential is listed in Table 8-1 and Figure 8-2
Table 8-1: List of roads recommended for Road Signages and Markings
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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7 Railway Station Road

8 Jorapathak Road
9 Jharia Main Road
10 4 No. Main Road
11 Kendua Jharia Road
12 New Delhi Colony road
13 Katras Road
14 Katras Market Road
15 Sindri Road
16. Bank Road
17 Wasseypur-Bhuli Road
18 Park Market
19 Road leads to Manitand
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Figure 8-2: Proposed Road Signages in Dhanbad
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8.2.3 Management of Hawker / Vendor Encroachments

There is an encroachment of the road right-of-way by the hawkers, as well as by illegal structures
at several locations along the major roads in Dhanbad.
Hawker encroachments reduce the effective carriageway and footpath width and thus reduce the
overall capacity of the road. The pedestrians are forced to walk on the carriageway due to
encroachments on the footpath, thereby creating unsafe situations for the pedestrians. Since the
commercial area for Dhanbad is spread across the study area such as near Bank More junction,
Park Market, Jharia, Katras, Bartand (near bus terminus) etc which are also the major roads for
all the pedestrians and vehicles in Dhanbad, it is necessary that these hawking activities should
be removed so that the carriageway width can be utilised for mobility of people.
The predominant hawking areas seen in Dhanbad include:
National Highway-32 (NH-32)(i.e. steel gate, Police line, Kendua)
Jharia Main Road (near Bata More)
4 No. Main Road
Bank More Road
Katras Road (In katras settlement)
Katras Market Road (In Katras settlement)
Dhaiya Road (Near Bus Stand)
Park Market road
Purana Railway Station Road
Jharia Road (SH-12) (Jharia Bypass, Digiwadih)
Railway Station Road
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
S.No. Road Name Remedial Measures
National Highway-32
(NH-32)(i.e. steel
1 gate, Police line, Hawker free zone
Kendua)
Jharia Main Road

2 (near Bata More) Hawker free zone
4 No. Main Road Hawking activity should be

3
restricted during peak hours
Hawking activity should be

4 Bank More Road
Katras Road (in Hawking activity should be

5
Katras settlement) restricted during peak hours

6 Katras Market Road permitted on only one side of
the road
This Road should be made

7 Dhaiya Road
as an hawker free zone

8 Park Market Road

Purana Railway
9 permitted on only one side of
station Road
the road

10 Jharia Road
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S.No. Road Name Remedial Measures

11 Railway station road
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Figure 8-3: Proposed hawker zones in Dhanbad
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8.2.4 Intermediate Public Transport (IPT)

Shared auto Rickshaws play an important role of
public transport in Dhanbad. The average number of
trips per day of Shared Auto Rickshaws in Dhanbad
is 8
At present, the six seater auto rickshaws and Tata
Magic are operating as shared autos in Dhanbad,
often carrying more than 7 passengers per trip.
Three seater auto rickshaws are not present in
Dhanbad.
The connectivity between different modes and IPTs need to be improved. Currently, Shared
autos are operated in all the major roads of Dhanbad with a standard distance based costing.
Shared autos operated at different routes have their own boarding and alighting locations on their
respective routes. Shared autos operated along various routes are parked near Shramik Chowk
to pick up passengers. Similarly, the shared auto rickshaws operated along station road are
parked in the railway station.
It is suggested to provide proper demarcated shared auto shelters in the following locations.
Shramik Chowk
Steel Gate
Gandhi Chowk
Near Sindri Police Station
Near Patheridih Railway Station
Near Bhowrah Railway Station
Jharia along 4 No. Main road
Near Bhuli Railway Station
8.2.5 Measures to reduce pollution due to coal mine trucks

The following are the proposals suggested by the consultants in Dhanbad area
Strict regulations must be imposed
on coal carrying trucks.
It should be ensured that all trucks
before leaving the storage yard shall
be showered with water with
adequate system.
The top of the vehicle should be
covered with fixed cover instead of
tarpaulin cover to avoid spillage or
dusting of coal.
The vehicle carrying the coal should not be overloaded
8.3 Medium Term Proposals

Medium Term improvements are those whose usefulness may last for 10 years or so. They need
to be reviewed after 10 years to see whether the purpose for which they are implemented is still
serving or not. Decisions can then be taken according to the requirements at that point of time
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The various medium term proposals identified for Dhanbad are:

Parking Management
Road Widening
Footpath Improvement
Pedestrian Infrastructure development
Junction Improvement Plans
Bus Terminal
Improving the circulation and Multimodal Integration at Railway station
8.3.1 Parking Management

The rise in private vehicles has led to an increase in demand for parking space. Any vehicle that
is registered requires a minimum of two places for parking, one at the origin-home and the other
at the destination-work, shopping and institution. The parking of vehicles along the kerb is
uneconomical as it reduces the effective carriageway, causes congestion, accidents and
pollution. The speed of traffic reduces due to kerb parking. The road networks should be primarily
dedicated for the purpose of people mobility and any other use should be considered of
secondary importance.
Unauthorised on-street parking is observed in Dhanbad due to lack of regulation and
unavailability of off-street parking facilities. There is an absence of a comprehensive parking
policy in Dhanbad, involving control and regulation of on-street parking, provision of off-street
parking facilities, parking norms and standards and demand management measures. The parking
/no parking zones also need to be defined.
The current scenario in Dhanbad with respect to parking is as follows:
(i) Wide spread on-street parking in commercial areas
(ii) Parking along major roads
(iii) Lack of off-street parking facilities
(iv) Parking in congested roads
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
8 Mobility Plan
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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
Car 2.5 m x 5.0 m Individual parking

space in parking lots
Two Wheeler 0.8 m x 2m
Space standards for parking are given below:

S.No. Type of Parking Area in sq.m
per ECS
1 Open 23
2 Ground Floor covered 28
3 Basement 32
4 Multi Level with Ramps 30
5 Automated Multilevel with lifts 16
Source: URDPFI Guidelines -2015

8.3.1.1 Pricing and Parking Charges
Land in urban area has high commercial value and use of such expensive commodity in any
manner has to be covered through pricing. Parking demand is elastic with respect to the parking
fee and by imposing a proper parking fee, parking demand can be minimised.
Pricing is an important component of a comprehensive parking policy. Pricing of parking areas is
a strategic tool to manage parking demand. Pricing needs to be based on location, vehicle type
and duration. It needs to be rationalised through a comprehensive pricing policy. It is advisable
that parking should be developed through private sector participation and parking projects can be
leveraged by giving some area for commercial use and advertisements rights.
Revenue from parking can help in street improvements such as footpath maintenance, signage &
markings, cycle tracks, tree plantation, etc.
8.3.1.2 Proposed Off Street Parking Locations
Consultants have reviewed off-street parking locations based on the site visits and
recommendations/remarks are presented in Table 8-3
Proposed Off-Street parking locations in Dhanbad are presented in Figure 8-4.
1. Open area adjacent to Gurudwara on NH-32

An open area of around 4330 sq m is available near Gurudwara on NH-32. This land can be used
for parking of two wheelers and cars instead of on-street Parking on NH-32 near Bank More.
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2. Open Area near Ray talkies Chowk on Bank road

An open area of around 5000 sq m is available near Ray talkies Chowk on Bank Road. This land
can be used for parking of two wheelers instead of on-street Parking near Ray talkies Chowk.
3. Open Area near Steel gate on NH-32

An open area of around 4000 sq m is available near Steel gate on NH-32. This land can be used
for parking of two wheelers and cars instead of on-street parking on NH-32 near Steel gate.
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4. Open Area near Kendua Chowk on NH-32

An open area of around 10150 sq m is available near Kendua Chowk on NH-32. This land can be
used for parking of two wheelers and cars instead of on-street parking on NH-32 near Kendua
Chowk.
5. Open Area opposite to Raja Talab on Jharia Main road

An open area of around 3000 sq m is available opposite to Raja Talab on Jharia Main. This land
can be used for parking of two wheelers and cars instead of on-street parking along Jharia Main
road
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Table 8-3: List of Proposed Off-street Parking Locations

No. of Total
Space Proposed
S. Road Type of Vehicle Area
Location required per parking
No. Name Vehicle (Peak required
vehicle area
Hour) in sq. m.
1 NH-32 Near Car 147 2.5 m x 5 m 1838 4330
Gurudwara Two Wheeler 189 0.8m x 2 m 302 sq.m
Total Space Required 2140
2 Bank Near Ray Car 18 2.5 m x 5 m 225 5000
Road Talkies Two Wheeler 107 0.8m x 2 m 171 sq.m
Chowk
Total Space Required 396
3 NH-32 Near Steel Car 75 2.5 m x 5 m 937.5 4000
Gate Two Wheeler 228 0.8m x 2 m 364.8 sq.m
Total Space Required 1302.3
4 NH-32 Near Car 41 2.5 m x 5 m 512.5 10150
Kendua Two Wheeler 135 0.8m x 2 m 216 sq.m
Chowk Total Space Required 728.5
5 Jharia Opposite Car 95 2.5 m x 5 m 1187.5 3000
Main to Raja Two Wheeler 179 0.8m x 2 m 286.4 sq.m
road Talab
Total Space Required 1473.9
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Figure 8-4: Proposed OffStreet Parking Locations in Dhanbad
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8.3.2 Road Widening

Road Widening is proposed to improve the mobility and connectivity in Dhanbad. The list of roads
proposed for widening by consultants is presented in Table 8-4 and Figure 8-5. These proposals
are coded in the transport model and tested. The future traffic expected on these road in 2035 is
presented in the Table below
Table 8-4: List of Major Roads Proposed for Widening by Consultants
Peak Hour
Proposed
Existing Lane Traffic in
S.No. Corridor Name Length (Km) Lane
Configuration 2035
Configuration
(PCUs)
NH-32 (from Shivam
Two Lane/
1. Colony to Sharmik 7.3 Four Lane 4000
Four Lane
Chowk)
NH-32 (Sharmik
Two Lane/
2. chowk to Bank 1.3 Six lane 4900
Four Lane
more)
NH-32 (Bank more
3. 7.4 Two Lane Four Lane 3300
to Putki)
4. Barwada Road 5.4 Two lane Four Lane 4100
SH-12 (Bank more Two Lane/
5. 2.0 Six Lane 4600
to Dhansar) Four Lane
SH-12 (Dhansar to
6. Chandankyari 10.2 Two Lane Four Lane 3000
Chowk)
7. Sindri Road 10.3 Two Lane Four Lane 3600
Intermediate
8. Katras Road 9.3 Two Lane 1600
lane
9. Bhuli-Baliapur road 8.0 Two lane Four Lane 3200
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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Figure 8-5: Location of roads proposed for widening
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Figure 8-6: Proposed Elevated corridor

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8.3.3 Footpath Improvements

For the safety of pedestrians, footpath should be provided on both sides of the carriageway. In
Dhanbad, generally all the major roads are having enough ROW to accommodate foot paths. The
provision of footpaths on major roads will improve the pedestrian safety. As per IRC: 103-2012,
the recommended minimum width of footpath is 1.80m. The proposed footpath locations are
Table 8-5: List of Proposed Footpath Locations
Length
S.No. Location
(Km)
1 Luby circular Road 3.4
2 NH 32 16.2
3 Barwadda Road 5.4
4 Jorapathak Road 1.8

5 Jharia Road 14.8
6 Railway station road 0.65
7 Bank road 0.45
Following aspects needs careful attention:
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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Figure 8-7: Proposed Footpath Locations in Dhanbad

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8.3.4 Pedestrian Infrastructure Development Proposals

At present, heavy pedestrian movement is observed at major junctions in Dhanbad. As per IRC
103-1988, if the product of peak hour pedestrian volume and square of vehicular traffic (PV2)
crosses 106 for undivided roads and 2x106 for divided roads, it requires controlled pedestrian
crossing facilities. The proposed locations for controlled pedestrian crossing facility are presented
in Table 8-6 and Figure 8-8
Table 8-6: List of Proposed Junctions with exclusive pedestrian phase
S.
Junction Arm Survey Findings & Analysis Recommendations
No.
Ray talkies PV2 found larger than 2 x 108 Traffic Signal with
Chowk during peak hour exclusive pedestrian phase
PV2 found larger than 2 x 108 Traffic Signal with exclusive
1 Bank More Jharia
during peak hour pedestrian phase
Kusunda
Bank More
Ray
Purana PV2 found larger than 108 Traffic Signal with exclusive
2 Talkies
Bazaar during peak hour pedestrian phase
Chowk
Sharmik PV2 found larger than 2 x 108 Traffic Signal with exclusive
Chowk during peak hour pedestrian phase
Ray Talkies PV2 found larger than 2 x 108 Traffic Signal with exclusive
Dhanbad
Sharmik PV2 found larger than 108 Traffic Signal with exclusive
3 Railway
Station
Pooja PV2 found larger than 2 x 108 Traffic Signal with exclusive
Talkies during peak hour pedestrian phase
Polytechnic PV2 found larger than 108 Traffic Signal with exclusive
road during peak hour pedestrian phase
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
Chowk
Dhanbad
Kendua PV2 found larger than 108 Traffic Signal with exclusive
5 Jharia
More during peak hour pedestrian phase
Bokaro
Ambedkar PV2 found larger than 108 Traffic Signal with exclusive
6 High Court
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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

ISM
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

Hirapur
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Figure 8-8: Proposed Traffic Signals with Exclusive Pedestrian Phase

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8.3.5 Junction Improvement Plans

The junction improvements would include improvement of junction geometrics including provision
of channelizing islands, acceleration/deceleration lanes, traffic signs, lighting etc and provision of
appropriate traffic control systems. The junctions selected by the consultant for Junction
Improvement are listed in Table 8-7
The locations of junctions are shown in Figure 8-9. Figure 8-10 to Figure 8-12 shows the
junction improvements carried out at Bank More, Ray talkies chowk and Sharmik chowk.
Table 8-7: List of junctions selected for junction improvement
S.No. Junction Name

1 Bank More
2 Ray talkies chowk
3 Sharmik chowk
4 Gandhi Chowk
5 Katras more
6 Karkend junction
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Figure 8-9: Junction Improvement Locations in Dhanbad

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8.3.5.1 Bank More

Encroachments near Bank More shall be
It is a 3-arm unsignalised junction
removed.
Heavy encroachment is observed on all
Geometrics of Bank More shall be
the arms by shops and hawking activities
improved.
The turning radius is very acute in all the
Proper shared auto drop/pickup points
arms
shall be designated at 50-100 meters
The junction lacks footpath and pedestrian
away from Bank More on all arms
crossing facilities
Pedestrian crossing facilities shall be
Adequate lighting is not available
provided at all the arms
Parking of private vehicles near junction is
Segregated footpath shall be provided on
observed which leads to reduction in
all the arms to take care of heavy
effective carriageway width.
pedestrian movement
Heavy congestion is observed during peak
Proper lane marking and sign boards
hours
shall be provided
The peak hour traffic observed at the
Parking should be restricted at all the
junction is 5907 PCUs.
arms of the junction
Around 2000 pedestrians cross the
junction at all the arms in the Peak hour.
8.3.5.2 Ray Talkies Junction

Encroachments near junction shall be
removed.
Encroachment is observed in the arms
Geometrics of junction shall be improved.
towards Bank more by hawking activities
Parking is observed in the arm towards
Purana Bazaar and Bank more
all the arms
crossing facilities
Parking of Goods autos and LCV near
shall be provided
junction is observed which leads to
Parking should be restricted at all the
reduction in effective carriageway width.
arms of the junction
Around 1500 pedestrians cross the
junction at all the arms in the Peak hour.
8.3.5.3 Sharmik Chowk

Geometrics of the junction shall be
improved.
A roundabout is located at the centre of
Designated parking place for share autos
the junction
shall be provided away from the junction.
Parking of 6 seater autos near junction is
observed which leads to reduction in
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effective carriageway width. provided at all the arms

The junction lacks footpath and pedestrian Segregated footpath shall be provided on
crossing facility all the arms
RoW is available for improvements Proper lane marking and sign boards
Around 1650 pedestrians cross the shall be provided
junction at all the arms in the Peak hour. Proper channelizing islands shall be
The peak hour traffic observed at the provided
8.3.5.4 Gandhi Chowk

Geometrics of the junction shall be
improved.
A roundabout is located at the centre of
the junction
away from the junction on all arms
crossing facility
RoW is available for improvements
Around 880 pedestrians cross the junction
at all the arms in the Peak hour.
all the arms
shall be provided
8.3.5.5 Katras More

Encroachments near the Junction shall
It is a four arm unsignalised junction
be removed.
Heavy encroachment is observed on all
Geometrics of Junction shall be
the arms by shops and hawking activities
improved.
The turning radius is very acute in all the
arms
away from the junction on all arms
crossing facility
all the arms
shall be provided
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Figure 8-10: Junction Improvement at Bank More
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Figure 8-11: Junction Improvement at Ray Talkies Junction
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Figure 8-12: Junction Improvement at Sharmik Chowk
8.3.6 Bus Terminal

At present, there is one bus terminal in Dhanbad located at Bartand. Intercity buses are operated
from this bus terminal. During night times, buses will operate from railway station. The bus
terminal lacks passenger amenities such as waiting area, drinking water facility, rest rooms and
shelter. As per CDP, there is a proposal for Inter State Bus Terminal at Barwadda. The area of
the proposed bus terminal is about 80000 sq.m (20 acres).
The existing bus terminal at Bartand can be used for city bus services with proper passenger
facilities. Therefore consultants recommend up gradation of Bartand bus terminal will all
passenger facilities. Apart from the Bartand and Barwadda bus terminals, Consultant
recommends small bus terminals for city bus services in the following locations.
1. Katras
2. Jharia
3. Bowrah
4. Sindri
It is recommended that these small bus terminals should have all the basic passenger facilities
such as shelter, waiting area, seating arrangements etc. The location of existing and proposed
bus terminal is shown in Figure 8-13.
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Figure 8-13: Location of Proposed Small Bus Terminal

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8.3.7 Widening of narrow bridges

Based on reconnaissance survey and site visit, the Consultants observed narrow bridges on
major roads in the study area. These bridges act as bottlenecks for traffic during peak hours. The
RUB located in the Rajganj bathmunda road is of single lane configuration. This road is an
important regional linkage connecting NH 2 and the Katras in the study area. Due to narrow RUB,
vehicle from one direction can only move at a time. This creates long queues in the section. It is
suggested by the consultants that these bridges should be widened as early as possible to aid in
mobility. Table 8-8 shows the list of narrow bridges and the location of these narrow bridges is
shown in Figure 8-14.
Table 8-8: List of Narrow bridges, ROB/RUB for widening
S. Existing Lane Proposed Lane

Location
No. configuration Configuration
1 Sindri road Intermediate Lane Four Lane
2
and Two bridges on Jharia road Intermediate Lane Four Lane
3
4 One bridge on Bokaro road Intermediate Lane Four Lane
5 RUB at Gaya bridge Two Lane Six Lane
6 ROB at Naya Bazaar Four Lane Six Lane
7 RUB at Rajganj bathmunda road Single Lane Two Lane
For the Elevated road option, widening of RUB at Gaya Bridge and ROB at Naya Bazaar is not
considered.
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Figure 8-14: Location of narrow bridges/RUBs in Dhanbad
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8.3.8 Cycle Track

Bicycling is the most efficient and
environmentally sustainable mode of transport.
However this mode is seldom given any
priority. The National Urban Transport Policy
encourages cities to provide cycle tracks.
Cyclist creates conflict with fast moving
vehicles in narrow streets, congested areas,
intersections etc. As a result cyclists are
involved in a number of accidents. Therefore,
in order to improve the safety and mobility,
segregation of traffic is needed. Based on
existing travel pattern of cyclists and availability of ROW, Consultants propose separate lanes for
cyclists on following roads. More routes are required to be planned after learning from these initial
projects. Though some of the roads have more cycle traffic, considering the heavy vehicle
movement and safety of cyclists, cycle track is proposed.
The proposed cycle track locations are presented in Table 8-9.
Table 8-9: List of Proposed Cycle Tracks
S.No. Name of the Corridor Approx. Length
1 NH-32 16.2 km
2 SH 12 14.8 km
3 Luby circular road 3.5 km
Total Length 34.5 km

Proposed cycle track locations in Dhanbad are presented in Figure 8-15.
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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Figure 8-15: Proposed Cycle Track Routes in Dhanbad

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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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Figure 8-16: Existing situation of Circulation area at Dhanbad Railway Station
Figure 8-17: Proposed circulation for the Railway station area

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8.4 Long Term Proposals
8.4.1 Identification of Mobility Corridors

Mobility corridor maximizes the throughput of people, focusing on public transport and non-
motorized traffic, rather than vehicular traffic. These mobility corridors offer a strong network
providing connectivity to major attraction centres in the city along with regional connectivity.
Mobility is achieved by introducing good public transport/IPT systems on these designated
corridors.
As a part of this, it has been proposed that some corridors will act as mobility corridors in the city.
These corridors should be considered with desired and dedicated public transport system and
NMT facility.
The roads identified by the Consultants as mobility corridors are listed in Table 8-10. The
proposed Mobility Corridors for Dhanbad are shown in Figure 8-18.
Table 8-10: Proposed Mobility Corridors in Dhanbad
Proposed
S.No. Name of the Corridor Approx. Length
ROW (m)
1 NH-32 (Shivam Colony to Putki) 16.2 km 30
2 SH 12 (Bank more to Bowrah) 14.8 km 30
3 Barwadda Road (Gandhi chowk to Barwadda) 3.9 km 30
4 Bhuli Baliapur road 13.5 km 30
5 Katras Road 11.3 km 30
6 Sindri Road 14.3 km 30
7 Jhariya to Baliapur Road 5.1 km 30
8 Western Bypass (Jamodoba to Putki) 7.8 km 30
Total Length 86.9 km
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Figure 8-18: Proposed Mobility Corridors for Dhanbad
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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
Figure 8-21: Typical Cross Section for 20m RoW
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Figure 8-22: Typical Cross Section for 15m RoW
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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Figure 8-23: 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
Peak Hour Proposed

Length
S.No. Corridor Name Traffic in 2035 Lane
(km)
(PCUs) Configuration
1. Western Bypass 20.59 1300 Two lane
8.4.3 Public Transport Improvement Plan

At present, there is no Public Transport operated within Dhanbad which has lead to increase in
shared autos and private vehicles. The residents of Dhanbad suffer from poor/no connectivity to
the commercial area through public transport. Around 65 midi buses were purchased in JNNURM
scheme. But due to operational issues buses are not functional at presents. DMC has taken
initiative to operate these buses with the help of private operators. The average trip length is
observed to be 3.2 km (including walk trips) and 5.2 km (excluding walk trips) respectively in
Dhanbad. The per capita trip rate observed in the study area is 1.5.
Currently the public transport demand is catered by shared autos. Around 13000 shared autos
are operated in DMC area. The operation of large number of shared autos creates heavy
congestion and pollution in the study area. Considering the demand for public transport, it is
proposed to slowly phase out the shared autos and introduce good bus systems on the major
public transport corridors.
However shared autos cannot be completely taken out from Dhanbad streets since there is
number of roads where bus system cannot serve due to lack of road width. Therefore the shared
autos can be operated on the narrow streets and can serve as feeder system to major public
transport corridor.
The improvements to the public transport are proposed in a phased manner. Improvements in
each stage are introduced during different future years. The recommended public transport
strategy is as follows:
Bus Augmentation Increasing the fleet size of the buses to meet the required
demand Introduction of some High Capacity Buses. These measures have to begin
from 2016.
Planning of New Public transport routes Identifying the new routes for the
operation of bus services
Bus Rapid Transit System Introduction of BRT system with lane exclusivity to cater
to the potential future needs to the horizon year.
These improvements should be complemented by other strategies like the relocation of the bus
stops, integrating private bus operators and finally achieving an intermodal integration of all the
transport systems. The following sections explain these strategies in detail
Introducing bus services in Dhanbad will help people transfer to public transport mode as against
their independent modes of travel. The services offered would be through mini-bus services with
or without ITS applications.
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8.4.3.1 Bus Augmentation

As per the Central Institute of Road Transport (CIRT) report, Bus Transport Supply Index (buses
per lakh of population) must be approximately 40. Based on this guideline, the Consultants have
proposed Bus Fleet size for the horizon years. Consultants propose fleet size based on the travel
demand for horizon year is given in Table 8-12.
Table 8-12: Bus fleet size for horizon years
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
8.4.3.2 Bus Rapid Transit System (BRTS)

BRT system should be the first consideration in Mass Rapid Transit system (MRTS). Based on
travel demand forecast it is observed that BRTS is viable for the following corridors for horizon
year period. The proposed BRTS corridors are shown in Figure 8-25.
i. NH-32 from Shivam colony to Bank More
ii. SH-12 from Bank More to Chandankyari Chowk
iii. Sindri Road
The model results for the above corridors are presented in Table 8-14. Typical cross section
showing BRTS alignment is presented in Figure 8-26.
Table 8-14: Ridership details for proposed BRT corridors based on Travel Demand Model
S.No. Corridor Name Length (km) PHPDT in 2035
1. NH-32 from Shivam Colony to Bank More 8.6 10000
2. SH-12 from Bank more to Chandankyari Chowk 14.20 11000
3. Sindri Road 10.3 11500
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Figure 8-24: Proposed Public transport routes
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Figure 8-25: Proposed BRTS corridors

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Figure 8-26: Typical cross-section of BRTS
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Following steps shall be taken to improve public transportation:

Bus stops shall be provided at every 400 m
Bus shelters shall be provided with proper waiting area. Bus shelters should be planned
with proper signage and information display
Bus shelter can be developed on Public-private partnership (PPP) basis generating
revenue from advertisements
Transport Authority should issue a timetable and public awareness campaign should be
carried out.
Public Transport Bus should target education trips by introducing monthly concessional
passes. This would be a first major step, which is expected to increase the modal share in
favour of Bus.
For other category of commuters, some form of monthly passes should be introduced with
10% to 25% discount.
8.4.4 Truck Terminal

Dhanbad is located very close to the Golden quadrilateral NH-2 connecting countys capital with
Kolkata and NH 32 starts at Govindpur passes through the core city connecting Jamshedpur.
Hence heavy truck movement is observed within the study area. Currently, there is no truck
terminal in Dhanbad. Due to lack of terminal facility, trucks are being parked on the carriageway
of NH-32 and SH 12 within Dhanbad Municipal Corporation area for resting, repair works etc
resulting in reduction of capacity of the road.
Traffic pattern of the commercial vehicles is assessed from Origin Destination Survey.
Information collected include origin and destination of trip, type of goods carried, trip purpose and
trip frequency. The data was also useful in proposing new truck terminals in the region.
Truck terminal is proposed at Barwadda nearer to NH-2. The location of the proposed truck
terminals is shown in Figure 8-27.
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Figure 8-27: Proposed Truck Terminal Locations

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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:
Vehicle Type Space Requirement
Standard Trucks 4.0 m x 11.0 m
Semi Truck Trailer 4.0 m x 14.0 m
Truck Trailer 4.0 m x 17 m
Amenities The truck terminal should provide the basic amenities for the drivers who would use
the facilities for resting also. Some of the basic amenities commonly seen in a truck terminal
include:
Restrooms / Dormitory
Restaurant
Offices
Good Lighting
Security Cabin
General Stores
Miscellaneous Some of the other facilities that could be provided depending upon the
requirement are:
Petrol Bunk
Service Station
Spare parts store
Transport booking offices
Weigh bridge
The layout of the terminal is site specific and the number of bays, amenities needed etc. are
based on the demand.
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8.4.5 Shifting of Vegetable Market
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
a) Market area in steel gate

Consultant proposes the market area in steel gate needs to be shifted to nearby open
space available along the Saraidhella road. The proposed market location is presented in
Figure 8-28. The area of the proposed market location is 3186 sq.m.
Figure 8-28: Proposed Market location at Steel gate
b) Market area near Bartand

The market area located opposite to the Bartand bus terminus can be shifted to the open
land available near Employment exchange office. The proposed location for shifting of
market is presented in Figure 8-29. The area of the proposed market location is 4905
sq.m.
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Figure 8-29: Proposed Market location near Bartand Bus stand
8.4.6 Identification of Missing links

Consultants identified some of the missing links which improve accessibility and create proper
network structure for the study area. The identified missing link will connect Wassepur and
Matkuria. This missing link will help in completing the orbital network pattern on the western side.
Another missing link is proposed connecting Sindri town to Purana bazaar area through pargha,
belgaria. This new link will act as an alternative for SH- 12. The list of proposed missing link/new
link is presented in Table 8-15.
Table 8-15: List of proposed missing link/new links
Proposed Peak Hour

Length
S.No. Corridor Name Lane Traffic in 2035
(km)
Configuration (PCUs)
1. Sindri Dhanbad new link road 14.93 Two Lane 1900

Missing link from Matkuria -
2 1.2 Two Lane 2000
Wassepur
The proposed missing links are shown in Figure 8-30.
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Figure 8-30: Proposed missing links

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Chapter - 9
Preliminary Social and Environment Impacts
9 Preliminary Social and Environment Impact Assessment

9.1 Introduction
Projects proposed in CMP will help in achieving the sustainable development by increasing the
share of public transport and NMT and thus reducing the dependence on private vehicles. The
proposals also aim to prohibit the movement of commercial vehicles passing through the urban
areas of Dhanbad and thus reducing the congestion and emission levels in the core area.
The proposals considered do not involve major land acquisition or significant relocation and
rehabilitation and therefore, the CMP proposals will have in general, positive social and
environmental impact in the study area.
9.2 Preliminary Social Impact Assessment
9.2.1 Socio-Economic Characteristics of Study Area
The socio-economic characteristics of the study area are discussed in Section 4.8. About 40% of
the employment activities are related to service sector.
9.2.2 Preliminary Social Impact Assessment

There are no adverse social impacts due to the implementation of CMP proposals. In fact, there
are positive social impacts due to reduction of congestion, delays and accidents, increased use of
public transport, reduction in private vehicles and consequent reduction in pollution levels.
With the finalisation of the overall mobility proposals (See Chapter 8: Mobility Plan), a preliminary
assessment of social impacts have been carried out based on site reconnaissance and Google
satellite imageries. Social screening is intended to provide inputs for identification of potential
impacts with the implementation of the CMP. Screening is conducted by identifying impacts on
environment due to implementation of CMP proposals.
Some of the generic social impacts are listed below:
Positive Impacts:
Availability of convenient and affordable public transport system
Reduction of congestion and pollution loads
Better and safe pedestrian facilities and reduction in accidents
Reduced dependence on private vehicles
Improvement of speed and reduction of travel times
Segregation of freight and passenger vehicles to reduce accidents
Avenue tree plantation and Landscaping will improve overall environment in study area
Overall improvement in the health conditions of the general public due to reduction in
pollution loads
Reduction in expenditure on transport due to improved road connectivity and public
transport availability
Negative Impacts:
Acquisition of land for the transport infrastructure facilities in case of bypass, new link
roads.
Relocation of existing Hawkers on foot paths and public places
Removal of squatters and encroachers from the footpaths
Resistance by operators for relocation

Page 9-1
9.2.3 Project Specific Impacts

The likely social impacts of major projects are listed in Table 9-1. Other projects either have no
social impact or positive social impact.

Page 9-2
Table 9-1: Major Projects part of CMP and their Social Impact (Qualitative)
S.No. Project Name Description Qualitative Social Impact Mitigative Measures
1. Road Widening / All roads proposed to be widened as Significant reduction in transport

Elevated Road Proper resettlement &
discussed in Chapter 8 costs benefiting many sections
rehabilitation plan shall be
of society
prepared to minimise the
The increased flow of traffic and
disruption and economic
goods will promote economic
losses to the affected
opportunities for the benefit of
communities along the road.
the people along the road
No project commencement
Rise in land value adjoining the
prior to payment.
road
Compensation shall be paid
Land acquisition may be
2. New Roads Bypass at existing market value
required at certain locations
New link roads Temporary employment in
Loss of households and
the project construction
disruption of livelihood
work to project affected
persons with particular
attention to vulnerable
groups by the project
contractor during
construction, to the extent
possible
3. Widening of Bridge on Sindri road
Bridges/ROBs and Bridge on NH32
RUBs
Bridges on Jharia road
Gaya Bridge RUB
Naya Bazaar ROB
RUB at Rajganj bathmunda
road

Page 9-3
4. Parking Development of paid on-street parking

Management Effective usage of the Cost of Parking shall not be
on major roads and provision of off-
carriageway width thus under priced and parking
street parking facilities at following
improving the mobility charges can be used as
locations:
Reduction in delays and travel demand management
Near Gurudwara tool in congested areas
improved travel speed, travel
Near Ray Talkies Chowk Compensation to be paid to
time
Near Steel Gate acquired land owners at
Near Kendua Chowk Land acquisition from private existing market value
Opposite to Raja Talab on owners is involved
Jharia road Increase in commercial
activities and improvement in
economy
Improvement in safety and
reduction in accidents
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
Page 9-4
Development of small bus roads and emission levels

terminals four locations Improved facilities for PT users
Development of truck terminal Improved bus circulation within
near Barwadda and around the terminal area
Sustainable transportation
development in the study area
Land owners have to be
7. Bikeway NH-32
(dedicated bicycle Likely increase in shift of suitably compensated and
SH-12
lane) motorised vehicles to bicycles other incentives should be
Luby circular road
Reduction in fatalities and given
injuries
Reduction in pollution
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

Page 9-5
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.
9.3 Preliminary Environment Impact Assessment
9.3.1 Air Pollution

9.3.1.1 Introduction
In general, vehicular pollution also adds to pollution within the study area. The major pollutants in
vehicular emission are carbon monoxide, unburned hydrocarbons, oxides of nitrogen and sulphur,
partially burnt products, particulate matters and lead components. The concentration of fuel
pollutants varies with the type of engine petrol or diesel, age of vehicle etc.
The rapid urbanization has resulted in an increase in the number of motor vehicles. This increased
mobility, however, come with a high price as the number of vehicles continues to grow and the
consequent congestion increases and causes air and noise pollution.
On an average, 31,261 vehicles are registered every year in Dhanbad District.
9.3.1.2 Air Quality Standards
Air Quality standards are briefly discussed in the following section before presenting current air
quality in the study area. Air Quality standards prescribed by Central Pollution Control Board
(CPCB) is presented in Table 9-2 and Table 9-3.
Table 9-2: Indian Air Quality Standards (CPCB) in g/m3
Pollution SO2 & NOx SPM
Low 0 - 40 0 - 180
Moderate 40 - 80 180 - 360
High 80 - 120 360 - 540
Critical > 120 > 540
Table 9-3: National Ambient Air Quality Standards for Various Land uses (g/m3)
Pollutant Industrial Residential Sensitive

Area Area Area
SO2 120 80 30
NOx 120 80 30
SPM 500 200 100
RPM 150 100 75
CO* 5.0 2.0 1.0

Page 9-6
9.3.1.3 Impact of Air Pollution

Heath effects caused due to various pollutants are presented in Table 9-4.
Table 9-4: Health Effect due to various Pollutants
Pollutants Health Effect
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.
Ammonia (NH3) Contributes to particle formation with associated health effects.
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
9.3.1.4 Current Air Quality in Dhanbad

Data regarding the levels of air pollution for the last five years are collected from the Regional
Pollution Control Board (RPCB), Dhanbad and is presented in Table 9-5. It is observed from the
statistics that at all the locations; the RSPM levels are much higher than the standards. This is due
to coal mining activities in the study area.
Table 9-5: Air pollution statistics for Dhanbad

S.
No.
Type*) 2009 2010 2011 2012 2013 2014 Standard
SO2 15.68 14.32 14.31 15.31 15.78 15.29 50
Dhanbad
1 NOx 38.91 37.61 36.43 39.35 40.27 35.65 40
(R)
RSPM 124.87 122.35 156.18 133.78 121.21 221.76 60
SO2 16.44 17.10 15.61 17.01 16.60 14.11 50
2 Jharia (I) NOx 39.95 38.08 34.21 40.06 38.52 36.46 40
RSPM 234.77 235.42 222.05 211.92 208.63 250.40 60
SO2 15.83 17.09 15.73 16.65 16.41 14.54 50
3 Sindri (R) NOx 39.82 39.85 33.31 39.39 40.21 35.42 40
RSPM 136.90 161.87 207.95 166.36 136.34 162.30 60

Page 9-7

S.
No.
Type*) 2009 2010 2011 2012 2013 2014 Standard
SO2 15.67 15.92 15.58 16.82 15.78 0 50
Basta
4 NOx 37.80 36.42 34.39 40.66 40.60 0 40
Colla (R)
RSPM 192.99 211.32 215.54 191.65 201.31 0 60
SO2 15.18 15.15 15.27 17.14 17.15 15.58 50
Kusunda
5 NOx 37.12 35.76 33.32 39.62 36.90 36.18 40
(I)
RSPM 164.82 208.72 227.71 204.92 184.62 234.29 60
* R - Residential; I Industrial
9.3.2 Noise Pollution

9.3.2.1 Introduction
Noise pollution is defined as a form of air pollution that is an audible unwanted sound that poses a
threat to a persons health and well-being. Noise has been a source of discontent to the people.
Noise affects human health in a number of ways. These include both direct as well indirect effects.
Direct effects include annoyance, irritability, sleeplessness, and interference with communication,
performance effects, effects on social behaviour and hearing loss and health effects. Indirect
effects include increased health cost, decreased property values (especially near railway stations,
airports, industrial areas) Continuous or prolonged exposure to noise levels of 80-85 dB or more
can cause deafness. Exposure to a noise of around 100dB can cause permanent loss of hearing
power.
9.3.2.2 Noise Standards
As per the Ministry of environment and Forests, Government of India (EPA Notification G.S.R.
1063(E), dated. 26th Dec., 1989) ambient permissible standards has been set for the noise levels
in different establishments during day as well as night times. These have been set under the
Environment (Protection) Act 1986 and presented in Table 9-6.
Table 9-6: Ambient Noise Standards in India

Area dB(A) dB(A)
Day Time Night Time
6:00AM-9:00PM 9:00PM -6:00 AM
Industrial 75 70
Commercial zone 65 55
Residential area 55 45
Silence zone (Hospitals,Schools etc) 50 40
Human perceptions to change in sound level are shown in Table 9-7.
Table 9-7: Noise Risk Zone Criteria

Intensity of Zones
noise in dB(A)
Less than 66 Safe

Page 9-8
Intensity of Zones
noise in dB(A)
66-71 Tolerable
71-76 Low risk
76-81 Moderately risk
81-86 High risk
Greater than 86 Extremely risk
(Source: Banerjee et.al, 2008)

9.3.2.3 Current Noise Pollution levels in Dhanbad
Data regarding the noise pollution for the year 2014 is collected from the Regional Pollution Control
Board (RPCB), Dhanbad and is presented in Table 9-8. It is observed from the table that the noise
levels area much higher than the noise standards.
Table 9-8: Location-wise Noise Pollution details for Dhanbad (2014)

Day 85.05 94.6 55
Bartand
Night NA 106.7 45
Day 84.875 98.125 65
Hirapur
Night NA 101.35 55
Day 88.375 100.325 55
Saraidhela
Night NA 102.45 45
Day 90.125 102.55 65
Bank More
Night NA 105.4 55
Day 87.425 98.45 65
Purana Bazar
Night NA 104.85 55
Day 80.45 90.075 55
Phush Bangla, Bhaga
Night NA 89.75 45
Day 78.175 91.075 75
Digwadih No. 10
Night NA 91.2 70
Day 77.375 92.4 55
Digwadih No. 12
Night NA 93.25 45
9.3.3 Preliminary Environmental Impact Assessment

Environmental screening is intended to provide inputs for identification of potential impacts with the
implementation of the CMP proposals. Some of the Impacts are listed below.

Page 9-9
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.

Page 9-10
9.3.4 Project Specific Impacts

The environmental impact of major projects are presented in the Table 9-9. Other projects will have either have positive impact or no impact.
Table 9-9: Major Projects part of CMP and their Environmental Impact (Qualitative)
S.No. Project Name Qualitative Environmental Impact Mitigative Measures
Environmental impact due to

Plantation of trees along the RoW/ adjacent
1. Road Widening conversion of open land into paved
properties to be carried out as compensation
surfaces
measures
2. Impact on noise quality level due to
Elevated Road
construction vehicle noise, vehicular Sprinkling of water shall be done on all haul
3. traffic noise etc. roads, especially areas passing through
New Roads
Impact on soil characteristics due to residential areas, to minimise fugitive dust
4. removal of vegetation causing emissions during construction period
Widening of Bridges erosion/ increased run-off leading to
Water sprinkling shall be carried out at least
5. erosion of productive soil and soil
twice a day on a regular basis during the
Bus Rapid Transit System contamination due to construction
construction period especially in the summer
related activities
6. seasons
Bus Terminal and Truck Terminals Reduction in air & noise pollution
levels post project implementation Movement of material shall be carried during
7. Reduction in emission of green non-peak hours and to be regulated during
Parking Management
house gases and reduction in peak hours
8. personal exposure to harmful air
Junction Improvements Trucks/vehicles used for transporting
pollutants post project materials shall be provided with dust covers
9. implementation (tarpaulins, etc.) to minimize dust emissions
Dedicated Bicycle lane
Noise barriers should be provided during
both construction and operation stages at
locations with potential for high noise
impacts and at sensitive locations (schools,
hospitals, etc.)

Page 9-11
S.No. Project Name Qualitative Environmental Impact Mitigative Measures
Appropriate signboards shall be put up as

traffic management measure during
construction phase (e.g. No horn, no
overtaking) at construction locations and
sensitive locations like schools and hospitals
along the road
Appropriate landscaping measures such as
pitching of slopes and turfing shall be
provided to prevent soil erosion that might
take place
Provision of compensatory afforestation of
twice the number of trees cut, in compliance
with the Forest (Conservation) Act, 1980
Reconstruction of community structure and
Common property resources in consultation
with the community
Pollution clearance shall not be given to old
vehicles which otherwise may harm the
scenic appeal

Page 9-12
9.3.5 Measures to Reduce Vehicular Pollution

a) Increased share of public transport
Public transport modes emit much less pollutants. Therefore, BRTS/bus system with good
coverage and frequency should be promoted, in order to reduce vehicular pollution. The following
are the measures to be implemented to increase the share of public transport:
Coverage and frequency of public transport services should be improved. Construction of

New Bus Stops / Improvement of Existing Bus Stops should be planned with proper
signage and information display
Transport Authority should issue a timetable and public awareness campaign should be
carried out. Transport Authority should handle services professionally with a motto of
serving the people. There should be Public relationship officer who is available on full
time basis to clarify/alleviate the public transport related issues
Educational trips which constitute 18% of the total trips in Dhanbad. Public Transport Bus
should target these education trips by introducing monthly concessional passes at 50% of
the cost. Some new routes may be planned to cater to educational trips. This is a first
major step, which is expected to increase the modal share in favor of Bus. New routes
should be planned to cater to educational trips
For other category of commuters, some form of monthly passes should be introduced with
10%-25% of discount
Dedicated bus transport system such as BRTS or high-quality continuous bus service
should be introduced along proposed mobility corridors to minimize the dependence on
IPT/ private vehicles
b) Transport System Management (TSM) Measures
At lower vehicular speeds, pollution emission levels are higher. The transport system
management measures facilitate smooth flow of traffic; consequently vehicular pollution would
also be reduced substantially. It is estimated that with the following TSM measures, journey
speeds can be increased by about 30% in cities of various sizes, which will reduce pollution
levels considerably:
Parking management, widening of roads, pedestrian facilities, shifting of some of activities

such as markets, enforcement of traffic rules, removal of encroachments, staggering of
office timings to reduce peak flow and congestion
Application of ITS tools for traffic management (Intelligent transport system)
On street parking should be restricted. Charges should be levied in core urban areas to
discourage on-street parking. Off-street parking facilities should be created on BOT model
c) Promotion of Non-motorised Transport
Provision of adequate facilities for non-motorised transport such as footpaths and other measures
such as signage & markings, proper lighting will promote use of non-motorised transport, which is
the sustainable mode of transport. Therefore, priority should be given to the non-motorised
transport by development of suitable facilities in order to improve environment in cities .
d) Provision of Adequate Road Infrastructure
Vehicular speeds will increase with the provision of adequate road infrastructure, which will also
result in reduction of vehicular pollution. Therefore, construction of missing links, bypasses and
other roads to cater to transport demand at desired level of service will help to reduce vehicular
pollution. Inadequate and poor quality of road surface leads to increased Vehicle Operation Costs
(VOC) and also increased pollution.

Page 9-13
e) Vehicle Manufacture and Maintenance

Environmental pollution control measures should also aim at reduction of vehicular pollution.
Diesel exhaust emissions can be minimized by proper engine maintenance, engine de-rating and
use of fuel additives. Proper maintenance of engine and proper driving habits can reduce exhaust
smoke by 30% to 50%. Engine de-rating of buses/trucks ensures smoke free performance along
with fuel economy and longer engine life. Use of anti-smoke chemical additives can bring about
50% reductions in vehicular smoke.
f) Age Limits for Motor Vehicles
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
Diesel 2.4 21 0.38
CNG 0.4 8.9 -
% Reduction 84 58 97
Source: World Bank

Good quality data is an important input in assessing the change in air quality and the impact of
policy interventions. There is a need to install monitoring stations as well decimate the information
to improve the awareness of the general public .
9.4 Conclusions
The network travel speeds in the base year is 23 kmph. In do-nothing 2035 scenario, the travel
speeds will come down to 15 kmph. With project improvements the travel speeds will increase to
30 kmph. The public transport share will decline in the do- nothing scenario to 26% from 49% in

Page 9-14
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.
Table 9-11: Anticipated Impact of Proposed Projects
Scenario Private NMT PT/IPT Average Emission Speed

vehicle Share Share Trip in Tons
(in
share (%) (%) length per
Kmph)
(%) (km) Sq.Km
per day
Base Year 49 2 49 5.31 0.138 23.54
1. Do Nothing -2035 72 1 26 5.74 0.158 14.89
2.Transport Network 60 1 39 5.92 0.124 19.70

Improvements
3. Transport Network 35 1 64 6.66 0.083 30.09

Improvements + Public
Transport Improvements
* Scenario 3 is considered as a Final scenario while recommending proposals.
An analysis of the environment and social impacts and benefits from the various network
scenarios indicates potential benefits from the project.

Page 9-15
Chapter - 10
Cost Estimate and Financial Options
10 Cost Estimate and Financing Options

10.1 Cost Estimates
10.1.1 Introduction
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.

Page 10-1
Quantity Cost (Rs.)

S. No. Item Unit Unit Rate (Rs.) Quantity Cost (Rs.)
Phase I Phase II Phase III Phase I Phase II Phase III
Short Term Proposals
1 Informatory Signs No. 11,850 280 33,18,000 280 - - 33,18,000 - -
2 Cautionary Signs No. 2,300 224 5,15,200 224 - - 5,15,200 - -
3 Mandatory Signs No. 3,150 224 7,05,600 224 - - 7,05,600 - -
4 Road Markings Sqm 500 36,438 1,82,19,167 36,438 - - 1,82,19,167 - -
5 IPT Stands Sqm 1,350 1,275 17,21,250 1,275 - - 17,21,250 - -
6 Overlay Sqm 850 1,65,400 14,05,90,000 1,65,400 - - 14,05,90,000 - -
7 Street Lighting No. 25,000 1,987 4,96,75,000 1,987 - - 4,96,75,000 - -
8 Raised Pedestrian Crossing Rm 4,500 99 4,44,375 99 - - 4,44,375 - -
9 Installation of 3-arm Traffic Signal No. 5,77,500 6 34,65,000 6 - - 34,65,000 - -
11 On-Street Parking Sqm 1,950 3,000 58,50,000 3,000 - - 58,50,000 - -
Sub-total 21,51,88,592 21,51,88,592 - -
Medium Term Proposals
1 Off Street Parking Sqm 1,950 26,480 5,16,36,000 12,330 14,150 - 2,40,43,500 2,75,92,500 -
2 Widening of Roads Sqm 2,650 4,46,750 1,18,38,87,500 - 4,46,750 - - 1,18,38,87,500 -
3 Development of Footpath cum Drain Sqm 13,200 1,53,720 2,02,91,04,000 1,53,720 - - 2,02,91,04,000 - -
4 Development of Cycle tracks Rm 2,500 1,38,000 34,50,00,000 - 1,38,000 - - 34,50,00,000 -
5 Widening of Narrow Bridges Sqm 50,000 15,400 77,00,00,000 - 15,400 - - 77,00,00,000 -
6 Elevated Corridor Sqm 52,650 46,200 2,43,24,30,000 - 46,200 - - 2,43,24,30,000 -
7 New Intra-City Buses No. 22,50,000 720 1,62,00,00,000 150 200 370 33,75,00,000 45,00,00,000 83,25,00,000
8 Development of Bus Terminal Sqm 9,900 1,18,702 1,17,51,49,800 38,702 80,000 - 38,31,49,800 79,20,00,000 -
9 Development of Mini Bus Terminals Sqm 9,900 8,094 8,01,27,828 8,094 - - 8,01,27,828 - -
Railway Station Circulation Area
10 Sqm 1,950 4,952 96,55,484 4,952 - - 96,55,484 - -
(Parking)
11 Sqm 850 5,789 49,20,650 5,789 - - 49,20,650 - -
(Overlay)
12 Sqm 500 276 1,37,833 276 - - 1,37,833 - -
(Markings)
Railway Station Circulation Area (Raised
13 Rm 4,500 64 2,88,000 64 - - 2,88,000 - -
Pedestrian Crossing)
14 Junction Improvements No. 15,00,000 6 90,00,000 6 - - 90,00,000 -
Sub-total 9,71,13,37,095 2,86,89,27,095 6,00,99,10,000 83,25,00,000
Long Term Proposals
1 Mobility Corridor (BRTS) Km 20,00,00,000 31 6,22,00,00,000 - - 31.1 - - 6,22,00,00,000
2 Mobility Corridor(Footpath cum Drain) Sqm 13,200 1,87,200 2,47,10,40,000 - - 1,87,200 - - 2,47,10,40,000
3 Mobility Corridor (Bus Shelters) No. 4,00,000 354 14,16,00,000 - - 354 - - 14,16,00,000
4 Mobility Corridor (Widening) Sqm 2,650 7,650 2,02,72,500 - - 7,650 - - 2,02,72,500
6 Development of New Truck Terminal Sqm 3,700 82,498 30,52,43,622 - 82,498 - - 30,52,43,622 -
7 Relocation of Vegetable Markets Sqm 2,500 8,091 2,02,27,500 8,091 - - 2,02,27,500 - -
8 Development of Missing Links Sqm 2,650 1,12,910 29,92,11,500 - 8,400 1,04,510 - 2,22,60,000 27,69,51,500
9 Provision of Bypass Sqm 2,650 2,93,930 77,89,14,500 - 2,93,930 - - 77,89,14,500 -
Sub-total 10,25,65,09,622 2,02,27,500 1,10,64,18,122 9,12,98,64,000
Total 20,18,30,35,309 3,10,43,43,187 7,11,63,28,122 9,96,23,64,000
10 Cost Estimates and Financing Options

Page 10-2
Quantity Cost (Rs.)

S. No. Item Unit Unit Rate (Rs.) Quantity Cost (Rs.)
Phase I Phase II Phase III Phase I Phase II Phase III
Short Term Proposals
1 Informatory Signs No. 11,850 280 33,18,000 280 - - 33,18,000 - -
2 Cautionary Signs No. 2,300 224 5,15,200 224 - - 5,15,200 - -
3 Mandatory Signs No. 3,150 224 7,05,600 224 - - 7,05,600 - -
4 Road Markings Sqm 500 36,438 1,82,19,167 36,438 - - 1,82,19,167 - -
5 IPT Stands Sqm 1,350 1,275 17,21,250 1,275 - - 17,21,250 - -
6 Overlay Sqm 850 1,65,400 14,05,90,000 1,65,400 - - 14,05,90,000 - -
7 Street Lighting No. 25,000 1,987 4,96,75,000 1,987 - - 4,96,75,000 - -
8 Raised Pedestrian Crossing Rm 4,500 99 4,44,375 99 - - 4,44,375 - -
11 On-Street Parking Sqm 1,950 3,000 58,50,000 3,000 - - 58,50,000 - -
Sub-total 21,51,88,592 21,51,88,592 - -
Medium Term Proposals
1 Off Street Parking Sqm 1,950 26,480 5,16,36,000 12,330 14,150 - 2,40,43,500 2,75,92,500 -
2 Widening of Roads Sqm 2,650 4,46,750 1,18,38,87,500 - 4,46,750 - - 1,18,38,87,500 -
3 Development of Footpath cum Drain Sqm 13,200 1,53,720 2,02,91,04,000 1,53,720 - - 2,02,91,04,000 - -
4 Development of Cycle tracks Rm 2,500 1,38,000 34,50,00,000 - 1,38,000 - - 34,50,00,000 -
5 Widening of Narrow Bridges Sqm 50,000 30,100 1,50,50,00,000 - 30,100 - - 1,50,50,00,000 -
6 New Intra-City Buses No. 22,50,000 720 1,62,00,00,000 150 200 370 33,75,00,000 45,00,00,000 83,25,00,000
7 Development of Bus Terminal Sqm 9,900 1,18,702 1,17,51,49,800 38,702 80,000 - 38,31,49,800 79,20,00,000 -
8 Development of Mini Bus Terminals Sqm 9,900 8,094 8,01,27,828 8,094 - - 8,01,27,828 - -
9 Sqm 1,950 4,952 96,55,484 4,952 - - 96,55,484 - -
(Parking)
10 Sqm 850 5,789 49,20,650 5,789 - - 49,20,650 - -
(Overlay)
11 Sqm 500 276 1,37,833 276 - - 1,37,833 - -
(Markings)
12 Rm 4,500 64 2,88,000 64 - - 2,88,000 - -
(Raised Pedestrian Crossing)
13 Junction Improvements No. 15,00,000 6 90,00,000 6 - - 90,00,000 -
Sub-total 8,01,39,07,095 2,86,89,27,095 4,31,24,80,000 83,25,00,000
Long Term Proposals
1 Mobility Corridor (BRTS) Km 20,00,00,000 31 6,22,00,00,000 - - 31.1 - - 6,22,00,00,000
2 Mobility Corridor(Footpath cum Drain) Sqm 13,200 1,87,200 2,47,10,40,000 - - 1,87,200 - - 2,47,10,40,000
3 Mobility Corridor (Bus Shelters) No. 4,00,000 354 14,16,00,000 - - 354 - - 14,16,00,000
4 Mobility Corridor (Widening) Sqm 2,650 7,650 2,02,72,500 - - 7,650 - - 2,02,72,500
6 Development of New Truck Terminal Sqm 3,700 82,498 30,52,43,622 - 82,498 - - 30,52,43,622 -
7 Relocation of Vegetable Markets Sqm 2,500 8,091 2,02,27,500 8,091 - - 2,02,27,500 - -
8 Development of Missing Links Sqm 2,650 1,12,910 29,92,11,500 - 8,400 1,04,510 - 2,22,60,000 27,69,51,500
9 Provision of Bypass Sqm 2,650 2,93,930 77,89,14,500 - 2,93,930 - - 77,89,14,500 -
Sub-total 10,25,65,09,622 2,02,27,500 1,10,64,18,122 9,12,98,64,000
Total 18,48,56,05,309 3,10,43,43,187 5,41,88,98,122 9,96,23,64,000
10 Cost Estimates and Financing Options

Page 10-3
10.2 Financing Options

10.2.1 General
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.
10.2.2 Investments in Transport Sector in Dhanbad

From the secondary information collected form Dhanbad Municipal Corporation, It can be
observed that around 24.19 Crore is allocated for Transport infrastructure by Dhanbad Municipal
Corporation for the year 2014-15. Also, UDD has been involved in the development of
Infrastructure development in the study area.
The cost of CMP proposals is Rs.2018.30 Crore & Rs. 1848.56 Crore for scenarios I & II to be
implemented over next 20 years. As already mentioned above, Dhanbad is currently spending
around 24.19 Crore per annum in the transport infrastructure. Some portion of these funds goes
towards regular and periodic maintenance. Therefore we need find alternative sources of funding
for the proposed improvements.
The construction and maintenance of Bypass for the National highways can be funded through
NHAI and implementation can be done by PWD.
The potential sources of funding options for transport projects include:
Taxes - property tax shall be increased to the market rates at regular interval
Taxes like surcharge on the sale of petroleum products could facilitate in availability of
additional funds for augmentation/creation of public transport system
Taxes on Advertisement could facilitate undertaking proper streetscape development, Bus
stops, FOBs etc
Parking fees
Additional fee on Pollution under Control (PUC) certificate
Collections from traffic violation fines
Additional registration fee on vehicles
Development charges by Dhanbad.

Page 10-4
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
10.2.3 Viability Gap Funding
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)
Public-Private Partnerships is cooperation between a public authority and private companies,

created to carry out a specific project. In a PPP for a new transport infrastructure development
project, the public authority creates a secure environment for the private sector to carry out the
project, and the private partner offers its industry know-how, provides funding and shares in the
projects risk. The decision to undertake a public-private partnership and the choice of the most
suitable form of partnership greatly depends on the context and the types of project to be
developed. Some of the projects amenable for Public Private Partnership in Dhanbad are listed
below.
Parking parking fees
Retailing - lease rentals
Advertisement Revenue
Landscaping can be developed and maintained in lieu of advertisement by Private
parties
Advertisement in Bus Terminals and other public places such as Bus stops
Bus Terminals
Bus Operations
Road development on Annuity basis
Development and Operations of Bypass on BOT or Annuity basis

Page 10-5
Chapter - 11
Institutional Measures & Implementation
Strategy
11 Institutional Measures & Implementation Strategy

11.1 General
Urban transport in India is controlled by multiple institutions and the same is true in the case of
Dhanbad Municipal Corporation. The multiplicity of institutions has resulted in fragmentation of
functional responsibilities. In fact, the responsibilities for policy making, planning, investment,
operations and management are divided among central, state and local government with the
result that there is no unity of command and coherent approach to various issues confronted by
urban transport sector. In general, the institutional gaps in urban transport can be summarized as
follows:
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
11.2 Existing Institutional Arrangement in Dhanbad

The existing institutional setup related to transport infrastructure consist of six main departments
presented below:
1. Dhanbad Municipal Corporation

2. Mineral Area Development Authority (M.A.D.A)
3. National Highway Authority of India(N.H.A.I)
4. Public Works Department (P.W.D)
5. Transport Department
6. Urban Development Department, Govt. of Jharkhand
The existing major organization responsible for transport in Dhanbad and their roles are
elaborated in the following sections.
11.2.1 Dhanbad Municipal Corporation (DMC)

The primary responsibilities of Dhanbad Municipal Corporation are,
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

Page 11-1
Figure 11-1: Current Organisation Structure of Dhanbad Municipal Corporation
11.2.2 Mineral Area Development Authority (M.A.D.A)

The mineral area development authority (M.A.D.A) is responsible for preparation of Master
plan/Development plan for the city and mandate of implementing the master plan and
development plan.
11.2.3 National Highway Authority of India

National Highways Authority of India (NHAI) is responsible for construction and maintenance of
National Highways passing through the study area.
11.2.4 Public Works Department

Public Works Department (PWD) in Dhanbad is responsible for construction and maintenance of
roads and bridges in the study area.
11.2.5 Transport Department

The Transport Department is responsible for some of the following activities
Issuing driving license

Registration of vehicles
Grant and renewal of permit
Monitoring the pollution under control in motor vehicles
Collection of Tax
Inspection of accident vehicles

Page 11-2
Creating awareness of Road Safety

Providing transport facilities to the public through regular stage carriage services through
share autos and mini-buses
11.2.6 Urban Development Department (UDD)

The role of UDD is to guide the Dhanbad Municipal Corporation in monitoring the studies
and projects
Funding the projects
11.3 Suggested Institutional Improvements

Implementation of CMP proposals is an opportunity to identify and strengthen the institutions
responsible for planning, development, operation and management of the transport system and
build capacity in them to take up the transport improvement proposals.
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.
11.3.1 Directorate of Urban Land Transport Authority (DULT) at State Level

At the state level, a directorate needs to be established under the Urban Development
Department (UDD) on similar lines of Directorate of Urban Land Transport Authority (DULT)
created in the state of Karnataka. The Directorate is in general responsible for overseeing all the
urban land transport initiatives in urban/ local planning areas of Jharkhand. This directorate will
help in coordinating planning and implementation of urban transport projects in the State. The
case study of DULT for Karnataka is provided in the Box below. The need of the directorate is felt
at the state level due to the following:
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

Page 11-3
Directorate of Urban Land Transport (DULT) in Karnataka
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
Comprehensive planning through preparation of mobility plans

Strengthening public transport/ enhancing PT mode share
Providing technical assistance to agencies regarding traffic management, etc.
Planning and hand-holding for implementation of NMT projects
Capacity building through workshops, etc.
Policy formulation on urban transport issues
Taking up awareness programmes in association with other stakeholders
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.
1. Periodic assessment of travel demand

2. Determination of the level of public transport required in different corridors and the
type of transport systems required
3. Assessment & recommendation of the new investments needed creation of
infrastructure
4. Procurement of public transport service from private operators
5. Policy guidelines for development of total network in urban areas/ new layouts
6. Designing and developing integrated policies and plans for city level transportation
Source: Website of Directorate Urban Land Transport (DULT), Karnataka

Page 11-4
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
11.3.2 Unified Metropolitan Transport Authority at the City Level

The National Urban Transport Policy has recommended setting up of Unified Urban Transport
Authorities (UMTAs) in million plus cities. In the policy document it observed as follows:
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

Page 11-5
(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.
11.3.2.1 Functions of UMTA

The functions of UMTA shall be as follows:
1. To coordinate all land transport maters in DMC area
2. To initiate action for a regulatory frame work for all land transport systems in DMC area
3. To take other decisions regarding integrated urban transport and land use planning and
implementation of the projects
4. To function as empowered Committee for all Urban Transportation Projects
5. To prepare CMP and update the same at regular intervals
6. To oversee implementation of all transportation projects
7. To appraise and recommend transportation and infrastructure projects for Central
assistance
8. Undertake overall planning for public transport in the city, covering all modes - road, rail
and water transport systems
9. Promote efficiency in public transport operation
10. Allocate routes amongst different operators
11. Procure public bus services for different routes through contracting, concessioning, etc.
12. Ensure compliance of terms and conditions of license
13. Recommend revocation of license for non-compliance of terms and conditions of the
license
14. Carry out surveys and manage a database for scientific planning of public transport
requirements
15. Co-ordinate fare integration among different operators of public transport and determine
the basis for sharing of revenues earned from common tickets or passes
16. Operate a scheme of passes for the users of public transport and channelize subsidies to
operators for any concessions that are offered in accordance with government policy
17. Regulate the arrangement amongst operators for the sharing of their revenue derived
from the use of passes
18. Protect the interest of the consumers
19. Settle disputes between different operators and between operators and infrastructure
providers
20. Levy fee and other charges at such rates and in respect of such services as may be
determined by regulations.
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.

Page 11-6
Figure 11-3: Recommended Structure for UMTA setup
11.3.2.2 Staffing and Manpower

UMTA shall have to avail the services of an expert team of traffic and transportation planners,
engineers, urban planners and other technical advisers. In order to strengthen its human
resource, UMTA shall have to form a schedule of officers and employees whom it shall deem it
necessary and proper to maintain for the purposes of UMTA Act. In addition to this, various
powers related to appointment, promotion, suspension, etc shall also have to be worked out as
per the Governments schedule.
11.3.2.3 Urban Transport Fund (UTF)

Public transport sector is almost non-existence in Dhanbad. On the physical infrastructure side,
vehicle sales generate large revenues, through taxation. Most of the proceeds, however, are
treated as general taxes and do not trickle down to the urban area level as a ready pool of
resources for urban transport projects.
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.

Page 11-7
Source for Funding:

Taxes - property tax, sales tax on fuel, advertisement tax
Portion of parking fee
Collections from congestion tax
Additional fee on PUC certificate
Collections from traffic violation fines
Additional registration fee on vehicles this could be graded depending on the size of the
vehicle
Proceeds from Land Value Tax or Betterment Levy
Any other fee/ tax that may be decided to be used exclusively for investments in
improving urban transport infrastructure and services
11.4 Implementation Strategy
11.4.1 Implementing Agencies

Implementation of CMP Proposals is primarily the responsibility of two agencies i.e. DMC and
PWD. Broadly, implementation agencies and their roles and responsibilities are listed in Table
11-1.
Table 11-1: Implementation Agencies in Dhanbad
S.No. Agency Name Specific to the Current Project
1 Dhanbad Municipal Road building and maintenance, street lighting, traffic

Corporation management in DMC area
2 PWD Implementation of Road and Bridges including NMT

infrastructure (Cycle tracks) and Landscaping
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
11.4.2 Implementation Schedule

The Implementation schedule in terms of phasing of the projects is presented in this section.
Phase-I : 2016-2019
Phase-II: 2020-2025
Phase-III : 2026-2035
The projects in Phase-I includes short term traffic improvement schemes, junction improvements,
signage& markings, overlaying of roads, IPT Terminals, Street lighting, raised pedestrian
crossing, Footpath cum drain, bus augmentation, minibus terminal, up gradation of bus terminal
at Bartand, improvement of circulation and parking at railway station and shifting of market.

Page 11-8
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).

Page 11-9
Annexure
Annexure I
Volume Count Details at Screen Line Locations
Draft Final Report RP003A rev.0
Annexure I - Volume Count Details at Screen Line Locations

Comprehensive Mobility Plan for Dhanbad
Name of the Location: Barmasiya (S-N) Direction: Both

PCU Value 1.00 1.00 1.60 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.45 1.50 8.00 Total
Car/ Jeep/ Tata Ace &
Car/ Jeep/ Auto Two Private Institutiona Company 2-Axle 3-Axle Multi Axle LCV/ Cycle
Time Van State Bus Mini Bus Goods Tractor Cycle Others Vehicles PCUs
Van (Taxi) Rickshaw Wheeler Bus l Bus Bus Truck Truck Truck Metador Rickshaw
(Private) Auto
06.00-07.00 13 1 37 107 - - - 1 - - - - 2 1 4 13 7 - 186 192
07.00-08.00 25 - 11 211 - - - - - - - - 8 3 - 56 7 - 321 253
08.00-09.00 31 1 44 487 - - - - - - - - 16 - 3 198 6 - 786 609
09.00-10.00 34 2 50 405 - - - - - - - - 7 4 2 129 8 - 641 518
10.00-11.00 44 1 33 578 - - - - - - - - 6 5 1 88 6 - 762 602
11.00-12.00 37 - 50 560 - 1 - - - - - - 20 7 2 43 7 - 727 616
12.00-13.00 49 - 34 489 - - - 1 - - - - 6 2 4 28 4 2 619 535
13.00-14.00 38 - 43 510 - - - 2 - - - - 5 2 2 51 2 - 655 539
14.00-15.00 27 - 14 375 - - - 1 - - - 1 - 1 1 24 8 - 452 364
15.00-16.00 31 1 24 357 - - - - - - - - 8 5 1 32 2 - 461 379
16.00-17.00 38 2 50 425 - - - - - - - - 10 8 2 64 6 - 605 511
17.00-18.00 64 - 52 521 - - - 2 - - - - 2 1 - 64 4 1 711 591
18.00-19.00 60 2 36 399 - - - - - - 1 1 1 2 - 44 8 2 556 476
19.00-20.00 39 1 28 516 - - - - - - - - - 1 1 37 4 - 627 500
20.00-21.00 17 - 3 343 - - - - - - - - - 1 - 5 3 - 372 287
21.00-22.00 11 - - 115 - - - - - - - - - - 2 - - - 128 105
Total 558 11 509 6,398 - 1 - 7 - - 1 2 91 43 25 876 82 5 8,609 7,076
900
Barmasiya (Near Loco Talab)
800
Others Car/ Van/ Jeep

7% 700
LCV/ LMV 11% Auto Rickshaw
2% 6%
600
500
400
300
Two Wheeler
74% 200
100
Annexure I

Name of the Location: Gaya Bridge (N-S) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.40 1.50 8.00 Total
(Private) Auto
06.00-07.00 393 27 766 821 - 23 4 11 - 3 - - 42 81 5 47 12 8 2,243 2,948
07.00-08.00 328 17 725 812 - 23 1 4 - 2 - - 57 90 7 36 6 6 2,114 2,774
08.00-09.00 359 10 826 1,025 - 24 7 8 - 1 - - 48 51 6 14 9 10 2,398 3,134
09.00-10.00 675 9 1,023 1,168 - 18 7 3 - - - - 18 33 4 32 30 13 3,033 3,911
10.00-11.00 766 14 1,055 1,248 - 15 1 - - - - - 13 22 4 28 30 13 3,209 4,086
11.00-12.00 448 9 806 1,088 - 17 1 6 - 3 - - 30 36 7 13 9 7 2,480 3,139
12.00-13.00 398 4 814 978 - 17 2 17 - 3 - - 32 59 4 9 11 11 2,359 3,099
13.00-14.00 521 22 732 1,055 - 39 7 17 - 1 1 - 44 107 8 4 5 12 2,575 3,284
14.00-15.00 390 11 636 1,088 - 33 3 7 - 2 1 - 45 85 8 12 2 13 2,336 2,914
15.00-16.00 460 3 652 1,199 - 17 3 1 - 1 - - 26 94 4 37 7 10 2,514 3,002
16.00-17.00 540 12 630 1,165 - 34 2 4 - - 1 - 32 106 4 21 4 10 2,565 3,078
17.00-18.00 356 4 532 1,025 - 7 5 - - - - - 17 43 4 6 4 9 2,012 2,396
18.00-19.00 367 1 381 807 - 21 1 - - 2 - - 11 41 4 2 3 7 1,648 1,937
19.00-20.00 393 3 381 1,434 - 26 - - - - - - 16 43 4 10 2 11 2,323 2,484
20.00-21.00 361 - 348 1,013 - 20 - - - - - - 12 45 4 12 4 6 1,825 2,015
21.00-22.00 221 4 191 445 - 21 2 - - 7 2 2 13 23 7 3 - 6 947 1,142
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

Name of the Location: Naya Bazzar (N-S) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.40 1.50 8.00 Total
(Private) Auto
06.00-07.00 238 11 275 297 - 14 6 4 - - - 1 12 40 2 31 - - 931 1,165
07.00-08.00 569 21 815 788 - 25 9 11 2 3 2 - 47 117 8 45 16 6 2,484 3,270
08.00-09.00 788 19 1,086 1,067 - 33 9 19 1 1 1 1 67 119 8 66 16 6 3,307 4,306
09.00-10.00 765 19 955 1,155 - 25 13 18 1 - - - 84 133 5 66 14 12 3,265 4,142
10.00-11.00 774 11 1,053 1,263 - 17 9 15 - 1 1 - 62 141 7 64 10 6 3,434 4,326
11.00-12.00 786 6 947 1,160 - 14 3 17 - - - - 59 157 6 64 18 4 3,241 4,039
12.00-13.00 719 13 845 1,146 - 21 7 20 1 - - 2 61 148 6 43 23 6 3,061 3,804
13.00-14.00 659 22 651 1,734 - 27 8 20 - 1 - - 84 128 4 41 5 1 3,385 3,745
14.00-15.00 810 8 659 1,760 - 24 3 23 - - - 3 83 165 10 32 29 10 3,619 4,094
15.00-16.00 762 15 669 1,446 - 23 8 13 - - - - 64 142 2 16 16 9 3,185 3,689
16.00-17.00 716 8 646 1,253 - 17 7 5 - - - - 58 117 1 18 17 12 2,875 3,392
17.00-18.00 855 7 794 1,570 - 20 3 4 - - - - 57 142 - 28 21 7 3,508 4,062
18.00-19.00 861 5 852 1,433 1 30 3 2 - 1 - - 35 115 - 9 13 1 3,361 3,965
19.00-20.00 779 10 900 1,761 1 19 3 - - - 2 - 41 109 - 22 10 2 3,659 4,212
20.00-21.00 648 18 750 1,180 - 20 - - - - 2 - 34 100 2 22 5 4 2,785 3,343
21.00-22.00 538 17 301 1,017 - 24 - - - 1 4 - 45 77 2 29 17 3 2,075 2,223
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
Other Bus Two Wheeler

1% 42% 500
Mini State
Bus Bus -
0% 0%
Annexure I

Name of the Location: Vasepur (N-S) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.40 1.50 8.00 Total
(Private) Auto
06.00-07.00 26 3 66 112 - - - - - - - - 5 1 2 45 1 1 262 289
07.00-08.00 63 8 174 248 - 3 4 2 - 2 1 - 3 4 7 40 1 1 561 692
08.00-09.00 223 - 285 545 - - 3 2 - - - - 60 11 2 108 - 2 1,241 1,377
09.00-10.00 96 5 327 625 - - 2 - - - - - 9 15 2 119 - - 1,200 1,316
10.00-11.00 68 3 370 710 - 2 - 2 - 1 1 2 4 1 1 73 - 1 1,239 1,409
11.00-12.00 39 5 296 625 - - - - - 1 - - 2 3 2 39 - - 1,012 1,138
12.00-13.00 65 14 287 785 - - - 2 - 1 - - 3 9 1 10 - - 1,177 1,273
13.00-14.00 47 4 226 565 - - - 1 - - - - 4 7 3 6 - - 863 959
14.00-15.00 55 - 232 385 - - 1 3 - - - - 1 3 1 8 - - 689 829
15.00-16.00 46 6 266 450 - - 1 - 2 - - - 2 6 - 10 - - 789 943
16.00-17.00 52 3 340 389 - 3 2 - - - - - 7 6 1 11 1 - 815 1,064
17.00-18.00 80 4 320 562 - - 1 - - 2 - - 4 7 2 13 - - 995 1,180
18.00-19.00 71 4 382 613 - - 1 - - - 1 - 4 33 - 8 - - 1,117 1,357
19.00-20.00 54 1 268 548 - 2 - - - - - - 4 4 - 9 - - 890 1,021
20.00-21.00 50 1 208 322 - - - - 1 - - - 1 2 - 1 - - 586 715
21.00-22.00 24 - 113 266 - - 1 - - - - - 2 10 - 9 - - 425 471
Total 1,059 61 4,160 7,750 - 10 16 12 3 7 3 2 115 122 24 509 3 5 13,861 16,032
1,400
VASEPUR
1,200
Car/ Van/ Jeep

8%
Auto Rickshaw 1,000
30%
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

Name of the Location: Baliapur Bypass (E-W) Direction: Both

PCU Value 1.00 1.00 1.20 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.45 1.50 4.00 8.00 Total
Time Van State Bus Mini Bus Goods Cycle Tractor Others Vehicles PCUs
(Private) Auto
06.00-07.00 104 27 28 398 - - 1 - - 1 5 - 11 13 46 7 - 5 646 583
07.00-08.00 136 25 50 445 - 4 4 3 - 7 2 - 29 10 79 8 6 8 816 786
08.00-09.00 149 24 45 493 - 8 7 5 - 17 16 2 40 20 121 7 5 5 964 921
09.00-10.00 169 17 26 571 - 12 14 3 - 11 11 4 46 28 162 17 4 18 1,113 1,117
10.00-11.00 201 31 20 513 - 20 12 3 - 10 9 3 38 25 142 9 4 8 1,048 1,002
11.00-12.00 228 22 42 513 - 11 10 3 - 7 13 11 45 28 64 11 10 15 1,033 1,106
12.00-13.00 304 48 49 618 - 3 6 6 - 11 13 1 52 48 52 3 6 6 1,226 1,197
13.00-14.00 261 29 31 524 2 6 10 1 - 8 14 2 37 23 57 2 5 12 1,024 1,035
14.00-15.00 170 29 22 350 - 10 4 17 - 12 6 7 43 17 49 2 8 9 755 821
15.00-16.00 183 18 32 349 - 7 2 2 - 15 11 5 40 27 60 1 10 11 773 842
16.00-17.00 250 40 35 455 - 7 2 3 - 15 9 4 34 40 89 3 13 9 1,008 1,032
17.00-18.00 274 9 45 531 4 10 8 3 1 14 13 3 18 30 123 2 6 11 1,105 1,090
18.00-19.00 202 6 36 515 - 9 4 1 - 15 26 9 32 17 60 2 14 11 959 1,018
19.00-20.00 182 12 25 426 - 3 2 3 - 21 23 12 27 28 27 2 5 7 805 851
20.00-21.00 130 9 20 338 - 7 2 - - 16 14 7 16 17 21 3 2 12 614 680
21.00-22.00 69 9 30 191 - 3 2 - - 9 20 3 11 11 21 - - 6 385 425
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
Two Wheeler 400

51%
200
Annexure I

Name of the Location: Steel Gate (E-W) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.50 1.50 4.00 8.00 Total
(Private) Auto
06.00-07.00 50 - 192 156 - 2 1 2 - - - - 5 15 116 11 1 2 553 684
07.00-08.00 64 3 155 248 - 6 1 1 - - - - 15 9 81 6 2 3 594 695
08.00-09.00 146 1 184 497 - 1 - 11 - - - - 4 7 149 37 - 15 1,052 1,180
09.00-10.00 364 3 276 734 - 2 - 9 - - - - 8 17 223 32 2 10 1,680 1,776
10.00-11.00 480 11 241 665 - 2 4 2 - - - - 12 34 208 21 - 17 1,697 1,822
11.00-12.00 396 14 397 685 - 1 4 1 - - - - 19 44 152 32 - 20 1,765 2,100
12.00-13.00 306 9 230 610 - - 1 - 2 - - - 7 20 102 17 - 19 1,323 1,505
13.00-14.00 354 7 214 511 - 1 1 6 - - - - 9 19 122 16 2 9 1,271 1,393
14.00-15.00 323 11 237 518 - 3 - 6 - - - - 6 21 135 17 1 10 1,288 1,431
15.00-16.00 341 12 203 522 - 1 1 1 1 - - - 9 6 146 12 - 13 1,268 1,375
16.00-17.00 277 7 221 533 - 1 1 - - - - - 4 9 126 27 - 11 1,217 1,339
17.00-18.00 353 11 296 557 - 1 - 1 - - - - 6 9 204 38 1 8 1,485 1,626
18.00-19.00 326 5 313 592 - - 1 1 - - - - 7 13 237 10 - 10 1,515 1,646
19.00-20.00 337 14 281 589 - - - - - - - - 5 9 111 3 - 12 1,361 1,530
20.00-21.00 265 3 256 518 - 1 - - - - - - 4 8 123 17 - 10 1,205 1,355
21.00-22.00 280 6 204 419 - - - - - - - - 9 29 86 14 - 10 1,057 1,205
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

Name of the Location: ISM Gate (E-W) Direction: Both

PCU Value 1.00 1.00 1.20 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.50 1.75 4.00 8.00 Total
(Private) Auto
06.00-07.00 198 4 7 400 - - 1 - 1 - - - - 1 166 5 1 - 784 611
07.00-08.00 167 - 4 421 - 1 - 1 - - - - 1 - 158 22 - - 775 611
08.00-09.00 152 - 8 313 - 1 1 4 - - - - - 2 195 52 1 34 763 876
09.00-10.00 185 - 20 511 - 2 - 2 - - - - 1 - 214 42 2 23 1,002 974
10.00-11.00 256 - 9 626 - - 5 1 - - - - 2 4 236 84 - - 1,223 1,010
11.00-12.00 138 1 3 428 - - - 3 - - - - 4 1 92 23 1 2 696 582
12.00-13.00 117 1 7 458 - - - - - - - - 3 1 81 29 - - 697 565
13.00-14.00 135 - 7 424 - 4 2 - - - - - 2 9 121 29 1 - 734 602
14.00-15.00 82 - 6 327 - - 1 5 - 3 - - - 1 88 21 - - 534 435
15.00-16.00 61 - 13 415 - - 2 3 - - - - 4 2 58 18 1 - 577 470
16.00-17.00 70 - 14 452 - - - - - - - - 3 5 77 17 - - 638 504
17.00-18.00 123 4 10 506 - - - - - - - - 2 2 243 16 - - 906 672
18.00-19.00 97 - 8 479 - - - - - - - - 2 - 114 28 - - 728 573
19.00-20.00 89 - 11 460 - - - - - - - - - 1 82 25 - - 668 533
20.00-21.00 52 - 22 426 - - - - - - - - - - 70 27 - - 597 479
21.00-22.00 34 - 15 237 - - - - - - - - - - 55 5 - 2 348 282
Total 1,956 10 164 6,883 - 8 12 19 1 3 - - 24 29 2,050 443 7 61 11,670 9,780
1,400
ISM Gate
1,200
Others
4% Car/ Van/ Jeep
LCV/ LMV 17%
1,000
18%
Auto Rickshaw
2% 800
600
Two Wheeler 400

59%
200
Annexure I

Name of the Location: Randhir Verma Chowk (E-W) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.40 1.50 4.00 8.00 Total
(Private) Auto
06.00-07.00 332 - 300 492 - 8 3 - - - - - - 25 34 24 - 3 1,221 1,431
07.00-08.00 314 3 385 447 - 13 4 7 - - - - 8 44 45 31 3 4 1,308 1,653
08.00-09.00 353 1 377 543 - 16 4 6 - - - 2 12 38 70 44 1 4 1,471 1,774
09.00-10.00 512 5 476 693 - 9 8 3 - - - - 15 50 67 41 - 2 1,881 2,222
10.00-11.00 561 10 571 725 - 6 4 5 - - - - 7 65 68 45 - 9 2,076 2,554
11.00-12.00 512 3 654 1,225 - 12 4 4 - - - - 14 53 64 49 2 - 2,596 2,983
12.00-13.00 563 1 544 1,334 - 5 2 3 - - - - 13 52 53 27 1 5 2,603 2,870
13.00-14.00 430 5 500 951 - 4 4 3 - - - - 7 44 51 24 2 4 2,029 2,337
14.00-15.00 418 3 436 899 - 6 3 3 - - - - 9 60 41 20 - 9 1,907 2,206
15.00-16.00 408 5 307 755 - 6 5 2 - 3 - - 5 87 50 22 1 7 1,663 1,866
16.00-17.00 421 7 410 929 - 10 2 1 - 2 - - 18 107 61 21 1 8 1,998 2,275
17.00-18.00 470 3 430 1,028 - 9 2 1 - 1 - - 9 70 75 16 1 11 2,126 2,388
18.00-19.00 400 2 356 865 - 12 5 1 - - - 2 4 42 44 25 - 2 1,760 1,938
19.00-20.00 377 10 311 792 - 13 - - - - - - 7 32 36 24 1 7 1,610 1,797
20.00-21.00 342 2 233 628 - 14 4 - - - - - 2 31 43 22 1 6 1,328 1,466
21.00-22.00 234 3 164 440 - 14 3 - - - - - 3 33 22 18 - 4 938 1,048
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

Name of the Location: Ambedkar Chowk (E-W) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.40 1.75 8.00 Total
(Private) Auto
06.00-07.00 45 - 43 95 - - 2 - - 3 - - - - - 4 3 - 195 220
07.00-08.00 116 4 174 234 - 3 4 8 1 - - - - 1 2 34 43 - 624 772
08.00-09.00 183 4 374 639 1 13 6 11 - - - - 3 4 - 154 140 - 1,532 1,807
09.00-10.00 164 - 380 742 - 17 4 8 1 - - - - 4 1 155 129 3 1,608 1,877
10.00-11.00 155 - 367 692 - 4 9 9 - - - - - 1 - 119 181 11 1,548 1,924
11.00-12.00 156 1 378 704 - 29 17 6 - - - - 1 3 1 81 227 5 1,609 2,053
12.00-13.00 122 - 512 540 3 9 16 - - - - - 3 1 1 52 159 1 1,419 1,936
13.00-14.00 140 - 330 626 1 5 12 3 - - - - 8 - - 70 176 4 1,375 1,701
14.00-15.00 236 - 301 560 - 22 12 8 - - - - - - - 140 216 11 1,506 1,897
15.00-16.00 250 - 311 680 - 3 12 4 1 - - - - 3 - 102 205 1 1,572 1,857
16.00-17.00 273 3 337 535 - 5 12 - - - - - - 5 - 95 183 10 1,458 1,843
17.00-18.00 303 - 277 628 - 2 9 - - - - - - 3 - 108 148 3 1,481 1,691
18.00-19.00 282 - 263 452 - 3 10 1 1 1 1 1 1 2 1 105 110 1 1,235 1,442
19.00-20.00 282 1 187 489 - 9 18 - - - - - 1 3 - 70 47 7 1,114 1,238
20.00-21.00 217 - 207 379 - 1 16 - - - - - - 2 1 56 40 7 926 1,093
21.00-22.00 156 1 227 241 - 5 7 - 1 2 - - 1 2 4 22 42 4 715 935
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
Car/ Van/ Jeep 1,400

Others
18% 16%
1,200
LCV/ LMV
0%
1,000
800
Auto Rickshaw
Two Wheeler 23% 600
41%
400
200
Annexure I

Name of the Location: Pooja (E-W) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.40 1.50 4.00 8.00 Total
(Private) Auto
06.00-07.00 111 - 145 242 - 2 3 22 - - - - 3 10 15 3 6 - 562 692
07.00-08.00 330 1 403 525 - 16 9 48 - 2 - - 30 10 41 13 23 4 1,455 1,904
08.00-09.00 378 1 614 791 - 33 6 8 - 1 - - 59 6 56 7 3 1 1,964 2,445
09.00-10.00 518 - 831 850 1 27 2 8 - - - - 42 4 85 30 4 4 2,406 3,091
10.00-11.00 659 - 939 972 - 27 6 22 - - - - 26 6 58 34 1 10 2,760 3,585
11.00-12.00 696 1 921 1,086 5 20 1 8 - - - - 21 3 46 22 1 8 2,839 3,581
12.00-13.00 619 3 703 929 - 58 6 13 - 2 - - 51 9 55 15 4 6 2,473 3,086
13.00-14.00 593 9 606 1,113 - 19 10 17 - 5 8 2 26 24 34 24 6 7 2,503 2,975
14.00-15.00 516 3 619 911 - 35 - 5 - 2 - 2 32 20 32 14 12 4 2,207 2,724
15.00-16.00 397 2 683 787 - 33 2 12 - 2 - - 25 18 28 12 9 1 2,011 2,595
16.00-17.00 377 11 616 930 - 31 3 4 - - - - 17 61 57 14 1 2 2,124 2,572
17.00-18.00 407 7 520 829 - 19 3 5 - 1 - - 19 47 27 17 - 7 1,908 2,320
18.00-19.00 386 - 571 939 - 10 1 - - 7 - - 21 23 37 23 - 5 2,023 2,422
19.00-20.00 409 3 517 807 - 13 - - - 10 1 - 17 7 16 22 - 8 1,830 2,241
20.00-21.00 385 1 278 694 - 16 2 - - 2 - - 5 3 20 12 - 3 1,421 1,566
21.00-22.00 313 1 200 447 - 24 1 - - 4 - - 8 17 26 9 - 2 1,052 1,187
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
4% 1%
Car/ Van/ Jeep
23%
Two Wheeler 2,000
41%
1,500
1,000
Auto Rickshaw
29%
500
Annexure I

Name of the Location: Bank More (N-S) Direction: Both

PCU Value 1.00 1.00 1.20 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.40 1.50 4.00 8.00 Total
(Private) Auto
06.00-07.00 102 3 27 125 - - 1 2 - - - - 1 7 11 7 2 2 290 309
07.00-08.00 236 6 159 446 2 6 7 7 - - - 3 25 42 11 27 - 4 981 1,110
08.00-09.00 318 9 343 856 - 5 9 12 - - - - 19 43 12 22 3 8 1,659 1,905
09.00-10.00 407 5 259 1,203 - 5 1 28 1 - - - 21 34 37 15 5 6 2,027 2,090
10.00-11.00 383 2 345 1,549 - 2 - 8 - - - 2 14 46 58 72 4 14 2,499 2,605
11.00-12.00 445 2 305 1,489 - 4 - 4 - - - - 20 41 27 47 2 12 2,398 2,461
12.00-13.00 466 5 605 1,883 - 4 2 3 - - 1 - 23 31 38 56 1 11 3,129 3,380
13.00-14.00 488 9 422 1,651 - 4 5 14 - 2 - - 28 42 21 45 2 4 2,737 2,841
14.00-15.00 422 8 255 1,586 - 15 - 12 - - 1 - 12 50 48 51 4 3 2,467 2,413
15.00-16.00 495 17 274 1,313 - 2 - 7 - 3 - - 10 41 17 29 4 11 2,223 2,295
16.00-17.00 377 7 265 1,178 - 3 - 5 - - - - 21 42 23 30 - 7 1,958 2,013
17.00-18.00 382 8 273 1,149 - 6 1 5 - - - - 13 44 35 31 4 1 1,952 1,987
18.00-19.00 417 5 276 1,216 - 4 1 3 - 1 - - 24 19 25 22 2 6 2,021 2,063
19.00-20.00 388 8 255 1,351 - 3 1 1 - - - - 23 30 29 23 - 2 2,114 2,064
20.00-21.00 436 4 218 1,266 - 4 1 - - - - - 14 17 25 25 - - 2,010 1,925
21.00-22.00 334 - 113 869 1 1 1 1 - - - - 13 9 27 22 - 1 1,392 1,298
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
4% 2% Car/ Van/ Jeep
19%
2,500
2,000
Two Wheeler Auto Rickshaw

60% 14%
1,500
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

Name of the Location: Kendua (N-S) Direction: Both

PCU Value 1.00 1.00 1.60 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 0.40 1.50 4.00 8.00 Total
(Private) Auto
06.00-07.00 39 4 39 244 - - - - - - 12 3 4 8 42 10 - - 405 370
07.00-08.00 56 4 53 192 - - - - - 2 9 - 3 11 33 15 - 2 380 384
08.00-09.00 59 3 90 359 - 2 - - - 9 27 1 7 22 43 2 - 6 630 670
09.00-10.00 51 3 121 466 - 1 - - - 4 13 - 4 18 42 - - 10 733 764
10.00-11.00 55 6 145 515 - 1 - - - 2 17 1 3 12 30 5 - 7 799 822
11.00-12.00 62 14 101 571 - - - - - 5 14 11 1 10 41 17 1 5 853 833
12.00-13.00 78 17 75 597 - - - - 1 9 7 10 8 38 18 19 - 4 881 854
13.00-14.00 71 23 58 433 - - 1 2 - 4 20 2 6 15 25 10 4 3 677 669
14.00-15.00 40 15 18 385 - - 1 2 - 4 3 - 3 13 24 17 1 2 528 471
15.00-16.00 36 8 21 422 - 3 - - - 3 14 1 12 13 37 21 3 7 601 590
16.00-17.00 43 13 16 299 - - - - - - 17 1 11 8 18 4 - 1 431 393
17.00-18.00 33 9 37 445 - 2 - - - - 18 2 2 13 38 3 - 2 604 540
18.00-19.00 65 13 33 677 - 1 - - 1 1 16 10 9 29 31 6 - 5 897 817
19.00-20.00 115 4 50 632 1 3 - - - 9 10 2 34 18 34 11 - 4 927 863
20.00-21.00 68 3 43 382 - - 3 - - 1 5 10 4 25 13 4 - 2 563 534
21.00-22.00 36 6 21 163 - - 3 - - 2 24 13 2 9 11 7 1 - 298 322
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
Others Car/ Van/ Jeep 800

LCV/ LMV 2% 10%
8%
Auto Rickshaw 700
9%
600
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

Name of the Location: Karkend (N-S) Direction: Both

PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.40 1.50 8.00 Total
(Private) Auto
06.00-07.00 75 4 136 366 - - - - - 4 35 9 12 6 24 8 - 3 682 880
07.00-08.00 107 7 99 452 - 1 - - - 5 35 9 13 10 61 7 - 1 807 1,048
08.00-09.00 96 4 108 364 - 1 - - - 10 8 11 4 10 8 - 3 4 631 743
09.00-10.00 53 5 138 435 - - - - - 14 1 31 5 22 10 1 3 2 720 860
10.00-11.00 67 2 122 405 - 1 - - - 17 19 25 7 22 6 3 8 5 709 871
11.00-12.00 111 7 152 402 - - - - - 15 19 14 13 17 2 - 6 3 761 912
12.00-13.00 118 15 96 409 - 1 1 - 1 15 18 10 7 12 13 4 4 9 733 890
13.00-14.00 102 1 142 331 - - - - - 16 17 4 15 15 19 3 - 2 667 852
14.00-15.00 135 4 140 296 - - - - - 25 13 5 11 13 7 3 - 3 655 822
15.00-16.00 109 3 127 283 - 4 - 1 - 11 11 12 9 10 5 4 1 6 596 762
16.00-17.00 131 7 134 297 - 3 1 - - 13 30 7 20 21 12 2 5 3 686 884
17.00-18.00 159 - 128 428 - 3 - - - 14 19 1 10 29 13 2 2 3 811 952
18.00-19.00 108 - 157 404 - - - - - 14 42 1 12 15 29 3 - 4 789 1,037
19.00-20.00 93 - 122 389 - - - - - 28 34 4 9 12 12 - - 7 710 907
20.00-21.00 139 4 81 420 - 5 - - - 8 21 11 8 11 3 4 1 8 724 825
21.00-22.00 60 3 55 284 - - - - - 10 28 5 13 2 8 1 - 5 474 574
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
Annexure II
Volume Count Details at Cordon Survey
Locations
Annexure II - Volume Count Details at Cordon Locations

Name of the Location: Barwadda Direction: Both
PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.70 1.70 4.00 0.45 1.50 8.00 Total
(Private) Auto
08.00-09.00 94 7 281 529 - 11 - - 2 15 28 14 48 37 - 38 - 2 1,106 1,379
09.00-10.00 227 37 327 832 - 10 1 - 1 27 33 19 92 56 1 31 7 11 1,712 2,092
10.00-11.00 187 11 304 695 - 6 - 2 - 28 36 3 51 78 1 25 2 4 1,433 1,747
11.00-12.00 204 17 224 589 - 4 - - - 25 22 11 94 66 2 21 2 6 1,287 1,570

12.00-13.00 176 8 199 526 - 5 3 3 - 21 25 14 51 39 5 18 1 7 1,101 1,360
13.00-14.00 208 8 160 532 - 10 - 10 1 30 37 14 54 71 2 26 - 5 1,168 1,416
14.00-15.00 190 5 166 337 - 9 2 3 - 36 40 8 73 56 3 30 - 2 960 1,239
15.00-16.00 177 6 172 245 - - 2 5 - 16 31 13 32 36 - 4 - 2 741 980

16.00-17.00 166 - 175 378 - 3 - 2 1 29 38 23 52 60 - 47 - 4 978 1,235
17.00-18.00 191 2 222 475 - 3 - 1 1 27 80 13 77 89 - 321 - 3 1,505 1,705

18.00-19.00 265 1 164 326 - 2 - - - 64 64 18 56 51 - 120 - 5 1,136 1,436
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
Other Bus 1,000

1%
State Auto 800
Bus Rickshaw
0% 18% 600
400
Two Wheeler
41%
200
Annexure II
Volume Count Details at Cordon Survey Locations

Name of the Location: Govindpur Direction: Both
PCU Value 1.00 1.00 2.00 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.95 2.20 1.40 1.40 4.00 0.40 1.50 8.00 Total
(Private) Auto
08.00-09.00 61 1 112 134 - 4 1 - - 9 8 - 10 13 - 59 1 - 413 497
09.00-10.00 186 12 228 305 - 15 4 - 1 22 27 1 27 34 2 31 - 3 898 1,184
10.00-11.00 233 11 234 424 - 12 9 4 1 15 23 1 41 25 6 2 - 7 1,048 1,356
11.00-12.00 228 13 221 456 - 19 2 1 1 13 19 3 47 27 7 13 2 1 1,073 1,313

12.00-13.00 280 9 210 500 1 19 1 2 1 12 38 2 35 36 4 11 - 1 1,162 1,407
13.00-14.00 225 8 222 417 2 17 1 4 2 8 40 2 43 44 2 15 - 3 1,055 1,346
14.00-15.00 192 5 188 320 1 12 12 3 3 13 35 1 21 36 1 - 2 4 849 1,124
15.00-16.00 192 3 190 281 2 16 1 - - 18 34 3 26 64 3 1 1 4 839 1,145

16.00-17.00 270 12 241 410 1 19 2 - - 14 38 18 25 43 2 19 - 4 1,118 1,444
17.00-18.00 254 9 273 449 2 15 1 2 - 19 34 3 24 45 2 133 2 2 1,269 1,514

18.00-19.00 207 3 199 320 - 13 1 - - 25 32 2 15 19 - 61 - - 897 1,104
19.00-20.00 188 2 144 285 - 7 - - - 20 41 1 22 24 4 16 - 3 757 985

20.00-21.00 136 4 84 240 - 6 - - - 38 35 3 19 19 1 6 - 4 595 786
21.00-22.00 130 1 45 137 - 9 - - - 32 26 3 11 20 1 1 - 3 419 569

22.00-23.00 73 4 17 73 - 4 - - - 37 32 5 14 11 - - - 2 272 412
23.00-00.00 50 3 22 21 - 8 - - - 30 102 7 10 4 - 1 - 1 259 541
00.00-01.00 21 2 7 15 - 6 - - - 33 49 15 12 9 - - - 1 170 349

01.00-02.00 19 4 4 7 - 8 - - - 19 68 10 7 - - 2 - - 148 329
02.00-03.00 20 7 13 1 - 3 - - - 21 51 6 7 1 - - - 2 132 297
03.00-04.00 9 3 10 5 - 8 3 - - 17 55 2 6 3 - - - 1 122 282
04.00-05.00 20 - 19 19 - 4 - - - 37 70 4 18 4 - - - - 195 409

05.00-06.00 38 4 38 53 2 6 - - - 51 94 5 35 17 6 4 - - 353 674
06.00-07.00 95 11 86 117 - 10 - 2 7 18 33 3 33 14 5 19 - 1 454 653

07.00-08.00 122 10 107 220 - 15 - - 5 36 41 3 30 16 4 22 - - 631 851
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

Name of the Location: Sindri Direction: Both
PCU Value 1.00 1.00 1.60 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.50 1.50 8.00 Total
(Private) Auto
08.00-09.00 14 6 25 139 - - - - - 4 1 1 1 3 1 60 - - 255 217
09.00-10.00 21 4 26 217 - - - 1 - 9 10 3 2 7 - 80 2 3 385 360
10.00-11.00 23 1 38 180 - - - - - 8 6 - 3 6 - 91 3 2 361 329
11.00-12.00 37 6 19 148 - 1 - 1 - 10 13 2 4 5 - 90 - 2 338 317

12.00-13.00 28 1 12 94 - - 1 - - 9 11 - 5 3 2 48 1 4 219 241
13.00-14.00 36 - 11 77 - - - - - 6 11 - 1 12 - 27 1 1 183 190
14.00-15.00 30 3 18 112 - - - 5 - 10 13 2 1 5 1 40 - 2 242 260
15.00-16.00 31 2 27 82 - - - 3 - 11 5 - 3 6 1 62 - 1 234 235

16.00-17.00 19 - 13 140 - - - 1 - 8 8 - 1 9 1 55 - 3 258 252
17.00-18.00 27 1 13 127 - - - - - 3 5 - 1 2 - 84 - 3 266 232

18.00-19.00 27 - 13 101 - 6 - - - 6 5 1 - 1 - 52 - 4 216 223
19.00-20.00 23 1 6 151 - - - - - 1 3 2 - 4 - 32 - 2 225 198

20.00-21.00 22 2 5 125 - - - - - 2 6 - 1 - - 45 - 1 209 175
21.00-22.00 20 2 3 111 - - - - - 3 3 - 2 1 - 46 - - 191 150

22.00-23.00 22 - - 53 - 1 - - - 2 4 - 1 2 - 26 - - 111 94
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
Total 420 33 274 1,959 - 13 1 21 - 127 161 15 29 68 6 898 7 29 4,061 3,955
450
Sindri
400
Car/ Van/ Jeep

350
11%
Others
23% Auto Rickshaw
300
Truck 7%
7%
250
200
150
LCV/ LMV
3%
Two Wheeler 100
48%
Other Bus
50
1%
-
Mini Bus
0%
State Bus
0%
Annexure II

Name of the Location: Bhowrah Direction: Both
PCU Value 1.00 1.00 1.60 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.50 1.50 8.00 Total
(Private) Auto
08.00-09.00 32 5 25 283 - 3 1 - - - 7 - 11 4 2 115 - 2 490 408
09.00-10.00 49 25 40 312 1 - - - - 3 5 - 5 8 16 103 - 1 568 522
10.00-11.00 43 4 11 262 - 1 - - - 2 3 - 3 9 6 58 - - 402 343
11.00-12.00 39 1 17 267 1 - - 2 2 6 1 - 1 6 2 55 - 1 401 341

12.00-13.00 61 8 13 239 1 2 2 1 1 14 9 2 3 5 5 66 - - 432 401
13.00-14.00 51 3 18 258 2 4 - - - 6 12 8 6 5 17 30 2 - 422 444
14.00-15.00 41 4 19 270 - - 2 4 - 9 4 - 6 8 7 70 - 1 445 404
15.00-16.00 56 7 18 245 - 1 - 2 - 15 3 1 - 11 8 60 - 1 428 405

16.00-17.00 55 - 27 246 - - - - - 12 9 - 13 16 6 85 - - 469 432
17.00-18.00 53 - 25 312 1 - - - - 16 11 1 3 12 2 139 - - 575 487

18.00-19.00 60 2 8 310 - 1 - - - 7 3 8 6 5 1 149 - 1 561 451
19.00-20.00 53 - 2 239 - - - - - - 5 2 5 5 - 22 - 12 345 372

20.00-21.00 44 - 2 129 - - - - - 1 14 1 3 3 - 32 - - 229 203
21.00-22.00 34 2 6 108 - - - - 1 2 7 - 5 3 - 18 - - 186 168

22.00-23.00 20 - 54 35 - - - - - 1 3 2 6 - - 16 - - 137 162
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
06.00-07.00 28 10 18 189 - 1 2 3 - 1 12 1 2 8 7 96 - - 378 340

07.00-08.00 45 1 9 199 - - - 1 - 3 6 - 4 4 4 75 - 1 352 304
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%
Other Bus 200

1% Two Wheeler
State Bus 56% 100
0%
Annexure II

Name of the Location: Baliapur Direction: Both
PCU Value 1.00 1.00 1.20 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.50 1.50 8.00 Total
(Private) Auto
08.00-09.00 21 6 32 346 - - - - - 7 6 4 2 10 2 165 - - 601 470
09.00-10.00 30 23 27 494 - - - 1 - 15 7 - 2 17 8 232 - - 856 681
10.00-11.00 45 13 45 447 - - - 1 - 4 3 - 16 8 4 219 - - 805 624
11.00-12.00 34 9 27 565 - - 1 - - 15 11 - 7 13 3 220 - 1 906 716

12.00-13.00 33 7 60 386 3 - - 1 - 12 9 1 4 28 1 151 - - 696 583
13.00-14.00 37 7 14 447 - - 1 1 - 7 14 1 3 17 5 190 - - 744 591
14.00-15.00 31 9 29 309 - - - 1 - 9 8 - 4 18 2 72 - 1 493 429
15.00-16.00 29 6 28 389 - - 1 - - 9 9 2 3 15 1 123 - - 615 496

16.00-17.00 32 5 24 454 - - 1 - - 12 23 1 1 15 1 169 - 1 739 606
17.00-18.00 52 6 32 461 - - - - - 9 13 3 2 13 2 293 - - 886 673

18.00-19.00 41 6 33 514 - - - - - 3 11 6 - 5 - 322 - 3 944 708
19.00-20.00 37 4 26 328 - - - - - 3 18 - 1 5 3 156 - 1 582 471

20.00-21.00 46 2 23 219 - - - - - 7 10 4 - - - 50 - - 361 311
21.00-22.00 26 - 4 127 - - - - - 5 22 6 1 2 - 21 3 3 220 242

22.00-23.00 11 1 1 32 - - - - - 2 16 - 1 - - 5 - - 69 81
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
06.00-07.00 3 4 19 110 - - - 3 - 11 7 1 - 2 1 177 - - 338 256

07.00-08.00 8 4 29 153 - - - - - 2 3 - - 1 4 238 - - 442 309
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
Other Bus 100

0%
-
Mini Bus
0% State Bus
0%
Annexure II

Name of the Location: Putki Direction: Both
PCU Value 1.00 1.00 1.60 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.45 1.50 8.00 Total
(Private) Auto
08.00-09.00 112 1 36 189 - 11 1 - 1 8 10 4 15 15 - 40 - 2 445 470
09.00-10.00 106 3 28 180 - 9 2 - 1 12 24 7 7 23 1 25 1 2 431 496
10.00-11.00 105 2 28 152 - 7 2 - 1 11 24 7 9 12 3 14 - - 377 443
11.00-12.00 106 - 29 148 - 9 - - - 12 53 15 11 13 1 8 - 1 406 526

12.00-13.00 72 5 29 92 - 7 8 3 - 8 39 13 19 22 2 30 - 1 350 457
13.00-14.00 51 1 31 98 - 10 1 2 - 7 41 10 14 14 4 1 - 2 287 409
14.00-15.00 38 6 12 99 - 14 1 - - 14 40 7 12 10 - 7 - 1 261 351
15.00-16.00 38 - 13 63 - 8 4 - 1 21 21 3 10 5 - 3 - 2 192 278

16.00-17.00 52 4 15 87 - 8 - - 1 5 38 14 11 22 - 24 - 1 282 373
17.00-18.00 82 - 28 183 - 9 - - - 7 36 6 18 18 - 41 - 3 431 503

18.00-19.00 92 1 30 147 - 14 - - - 12 35 3 14 17 - 17 - 3 385 487
19.00-20.00 94 1 18 114 - 11 - 1 - 12 8 3 14 15 1 18 - 1 311 349

20.00-21.00 154 6 50 285 - 12 - - - 6 4 4 8 27 - 41 - 2 599 597
21.00-22.00 138 5 45 259 - 10 1 - - 14 11 6 17 26 2 26 - 3 563 609

22.00-23.00 124 10 31 246 - 11 1 - - 18 25 8 12 17 - 32 - 2 537 594
23.00-00.00 85 10 30 229 - 12 - 1 - 9 23 15 22 24 - 19 - 5 484 574
00.00-01.00 103 8 24 203 - 15 1 2 - 19 32 13 17 14 1 25 - 5 482 594

01.00-02.00 59 2 17 141 - 11 1 1 - 17 24 14 15 12 - 6 - - 320 396
02.00-03.00 91 8 21 177 - 11 - 2 - 25 26 7 16 19 - 21 - 5 429 534
03.00-04.00 92 8 24 177 - 6 - - - 17 17 9 6 12 - 17 - 2 387 435
04.00-05.00 135 2 79 175 - 12 - - - 25 25 5 18 12 1 40 - 3 532 641

05.00-06.00 74 4 57 193 - 10 - - - 13 19 4 34 25 - 32 - 1 466 529
06.00-07.00 105 10 15 192 - 9 3 - - 15 17 3 15 21 - 36 1 - 442 460

07.00-08.00 131 3 24 191 - 7 2 - - 8 24 10 16 11 5 22 - 3 457 528
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

Name of the Location: Katras Direction: Both
PCU Value 1.00 1.00 1.20 0.75 2.20 2.20 1.40 2.20 2.20 2.20 2.20 2.20 1.40 1.40 4.00 0.50 1.50 8.00 Total
(Private) Auto
08.00-09.00 27 1 21 304 - 1 - 1 - 4 4 2 - 9 2 64 4 1 445 376
09.00-10.00 33 3 36 376 - - - 1 - 4 6 1 1 14 3 95 4 5 582 520
10.00-11.00 55 - 43 476 - 1 - 1 1 5 29 - 3 25 2 94 1 10 746 730
11.00-12.00 42 2 44 668 - - - 1 1 7 19 1 - 28 2 101 1 4 921 799

12.00-13.00 102 - 72 593 - - - 1 1 5 13 - - 17 11 53 7 6 881 851
13.00-14.00 56 7 30 498 - 1 - 4 1 2 9 - 1 29 - 45 4 7 694 642
14.00-15.00 79 6 48 409 - 13 - 1 1 2 3 4 1 9 5 44 7 9 641 648
15.00-16.00 46 5 47 356 - - - 2 1 - 14 2 1 14 2 53 4 3 550 509

16.00-17.00 65 1 38 448 - 4 - - 1 8 24 - - 22 11 40 4 12 678 734
17.00-18.00 36 1 31 519 - 2 - - - 1 33 1 - 23 5 81 1 5 739 682

18.00-19.00 24 - 16 437 - - - - - - 14 - - 16 1 28 3 - 539 450
19.00-20.00 28 2 34 431 - - - - - 8 11 - 3 13 1 18 - 10 559 563

20.00-21.00 19 - 9 290 - - - - - 2 9 - 3 5 - 20 - 4 361 327
21.00-22.00 26 2 2 239 - - - - - 1 12 - 1 4 1 6 1 - 295 254

22.00-23.00 13 - 1 90 - - - - - 1 4 - 1 1 1 6 1 - 119 104
23.00-00.00 19 2 1 62 - - - - - - 21 - 1 - - 13 - - 119 123
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
06.00-07.00 12 2 14 111 - 9 1 1 - 5 18 1 3 7 5 51 1 2 243 268

07.00-08.00 31 1 25 288 - - - 2 - 2 17 2 4 7 5 106 2 2 494 437
Total 776 40 519 6,790 - 36 3 18 7 59 351 22 29 249 60 976 46 83 10,064 9,566
1,000
Katras
Car/ Van/ Jeep 900
8% Auto Rickshaw
5% 800
Others
11% 700
600
500
400
Truck
Two Wheeler
4% 300
68%
LCV/ LMV 200

3%
100
Other Bus -
1%
Mini Bus
State Bus
0%
0%
Annexure II
Annexure III
Turning Movement Count Survey Details
Annexure III - Summary of Turning Movement Count Survey

Name of the Junction: Bank More
Type of Vehicle Passenger Goods Non-motorised
Total
Car/ Jeep/
Car/ Jeep/ Auto Two Institutional Company 2-Axle 3-Axle Multi Axle LCV/ Tata Ace/ Cycle Tractor Others Vehicles
Total PCUs
Direction Van State Bus Private Bus Mini Bus Cycle
Van (Taxi) Rickshaw Wheeler Bus Bus Truck Truck Truck Metador Goods Auto Rickshaw
(Private)
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
Katras - Jharia 812 15 24 1,132 - 11 1 12 - 1 - - 8 34 60 39 13 10 2,172 2,032
Jharia - Katras 1,195 10 57 1,738 1 10 1 17 - 1 - 2 20 106 87 35 11 22 3,313 3,130
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

Name of the Junction: Gandhi Chowk
Total
Car/ Jeep/
Total PCUs
(Private)
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

Name of the Junction: ISM Gate
Total
Car/ Jeep/
Total PCUs
(Private)
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
ISM Campus - Randir Verma 549 2 37 1,454 - - 4 2 - 1 - - 7 4 344 42 - 2 2,448 1,965
Steel Gate - ISM Campus 666 6 50 1,128 - - 3 2 - - - - 3 5 396 82 1 54 2,396 2,355
ISM Campus - Steel Gate 387 2 37 1,454 - - 3 2 - 1 - - 7 4 344 42 - 2 2,285 1,801
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

Name of the Junction: Jharkand More
Total
Car/ Jeep/
Total PCUs
(Private)
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
Dhanbad - Bhuli 134 17 52 842 1 3 2 5 11 13 13 9 12 21 82 14 17 2 1,250 1,157
Bhuli - Dhanbad 146 20 36 972 - 1 2 2 8 7 9 6 5 18 114 8 6 3 1,363 1,157
Katras - Bhuli 106 12 115 688 - 2 12 - 2 8 1 1 11 9 134 15 6 3 1,125 1,077
Bhuli - Katras 129 23 147 711 - - 8 - 1 11 3 - 10 4 137 14 4 - 1,202 1,149
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

Name of the Junction: Karkend
Total
Car/ Jeep/
Total PCUs
(Private)
Dhanbad - Katras 593 3 1,195 2,670 - 6 1 - - 49 127 16 74 42 40 6 7 16 4,845 5,769
Katras - Dhanbad 836 45 707 2,127 - 5 1 1 - 63 99 43 52 79 45 24 2 28 4,157 4,825
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
Katras - Chas 141 11 19 600 - 3 - - 1 46 48 31 23 68 54 1 9 3 1,058 1,142
Chas - Katras 93 7 16 568 - 5 - - - 61 76 69 19 38 93 14 15 21 1,095 1,535
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

Name of the Junction: Kendua
Total
Car/ Jeep/
Total PCUs
(Private)
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
Dhanbad - Jharia 66 13 30 372 - - - - - 2 - - 3 9 64 12 1 4 576 513
Jharia - Dhanbad 46 19 55 384 - - - - 1 - - - - 3 78 44 - 1 631 571
Katras - Jharia 353 52 341 2,432 - 5 2 1 - 25 137 21 47 100 137 37 - 13 3,703 3,613
Jharia - Katras 442 61 495 3,594 1 8 6 3 1 28 89 46 63 150 201 58 9 42 5,297 5,224
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

Name of the Junction: Ambedkar Chowk
Total
Car/ Jeep/
Total PCUs
(Private)
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
Railway Station - Pooja Talkies 3 1 1 21 - - - 2 - - - - - - - 56 2 - 86 56
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
Steel Gate - Pooja Talkies 2,581 26 54 6,003 - 1 - 35 2 1 1 3 6 34 7 195 47 56 9,052 7,949
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

Name of the Junction: Ray Talkies
Total
Car/ Jeep/
Total PCUs
(Private)
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

Name of the Junction: Baliapur Bypass
Total
Car/ Jeep/
Total PCUs
(Private)
Dhanbad - Govindpur 1,851 35 1,855 4,163 - 90 11 21 12 15 11 - 98 213 516 8 3 21 8,923 9,921
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
Dhanbad - Memco More 445 69 60 737 - 1 2 4 - - - - 36 34 154 11 4 9 1,566 1,424
Memco More - Dhanbad 714 49 98 631 - 3 1 3 - - - - 34 59 128 7 5 8 1,740 1,690
Dhanbad - Baliyapur 226 16 50 579 - 1 1 - - 43 39 - 108 56 171 1 15 15 1,321 1,449
Baliyapur - Dhanbad 261 19 70 822 - 2 - - - 22 22 11 155 40 233 9 29 7 1,702 1,727
Govindpur - Memco More 803 41 91 1,385 1 64 34 17 1 66 58 23 110 93 136 4 18 22 2,967 3,138
Memco More - Govindpur 695 37 74 1,592 1 50 49 27 - 79 68 16 233 49 198 1 19 8 3,196 3,309
Govindpur - Baliyapur 201 3 54 939 - 2 2 5 - 71 59 8 43 79 288 4 23 12 1,793 1,804
Baliyapur - Govindpur 138 3 35 676 - 3 1 6 1 56 41 4 26 53 248 1 21 8 1,321 1,320
Memco More - Baliyapur 206 82 117 1,305 1 2 2 2 - 19 40 17 64 81 304 16 22 33 2,313 2,366
Baliyapur - Memco More 149 77 96 1,580 3 - 2 - - 25 39 17 42 66 253 40 30 73 2,492 2,756
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

Name of the Junction: Dhansar
Total
Car/ Jeep/
Total PCUs
(Private)
Jhariya - Purana Bazar 548 26 81 2,697 1 1 - 7 12 45 14 5 96 148 255 62 6 13 4,017 3,558
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
Bank More - Jhariya 2,210 85 93 7,016 - 26 3 10 - 2 3 - 5 72 77 17 5 25 9,649 8,147
Purana Bazar - Bank More 479 9 85 1,699 - - - - 1 - - - 32 68 36 24 2 5 2,440 2,105
Bank More - Purana Bazar 622 10 28 2,415 - - 1 - 3 1 - 1 10 38 56 20 7 10 3,222 2,717
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

Name of the Junction: Katras Chowk
Total
Car/ Jeep/
Total PCUs
(Private)
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 - Railway Station 62 14 10 308 - - - - - - - - 1 3 76 89 - 2 565 557
Railway Station - Dhanbad 51 9 6 438 - - - - - - - - 2 6 54 39 - 1 606 507
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 - Railway Station 39 1 - 626 - - - - - - - - 1 1 81 27 - 3 779 617
Railway Station - Katras Bus Stand 41 - 4 262 - - - - - - - - - - 75 29 - 3 414 355
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
Railway Station - DAV High School 38 - 3 524 - - - - - - - - - 3 83 15 - 4 670 535
DAV High School - Railway Station 69 2 1 477 - - - - - - - - - 1 99 19 1 13 682 617
Total 1,641 79 266 12,444 2 15 5 40 - - - - 48 482 2,578 1,338 9 60 19,007 16,496
Annexure III

Name of the Junction: Katras More
Total
Car/ Jeep/
Total PCUs
(Private)
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
Dhanbad - Jhariya 553 53 1,464 1,975 - 5 2 13 - 12 13 9 57 243 140 46 2 3 4,590 5,782
Jhariya - Dhanbad 481 39 1,340 2,232 - 3 - 10 - 20 21 5 36 228 197 90 2 2 4,706 5,611
Dhanbad - Katras 171 27 225 818 - 2 3 - 1 39 216 1 17 75 46 13 13 3 1,670 2,402
Katras - Dhanbad 262 19 726 1,629 - 8 2 3 1 26 116 1 54 98 48 6 5 9 3,013 3,632
Sindri - Jhariya 195 2 201 368 - - - - - 1 1 - 2 126 170 2 1 - 1,069 1,226
Jhariya - Sindri 88 2 104 207 - 5 1 1 1 2 1 3 8 17 117 2 - 3 562 604
Sindri - Katras 1,103 7 1,228 2,549 1 16 2 - 1 10 32 - 38 149 57 14 4 3 5,214 5,958
Katras - Sindri 1,525 28 1,237 3,288 1 37 1 3 7 10 26 - 131 285 29 15 1 15 6,639 7,420
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

Name of the Junction: Memco
Total
Car/ Jeep/
Total PCUs
(Private)
Katras - Baliapur 496 4 54 866 1 8 1 4 - 7 39 8 113 54 93 - 37 - 1,785 1,821
Baliapur - Katras 390 2 120 777 - 3 - 2 - 31 114 9 77 106 107 3 42 7 1,790 2,167
Katras - Barwadda 199 1 11 331 - - - - - 3 3 1 36 25 86 4 1 2 703 642
Barwadda - Katras 94 - 23 725 - - - - - 8 4 9 5 54 214 - 2 1 1,139 917
Katras - Gandhi Chowk 156 2 94 266 - 1 - - - - - - 2 10 106 8 - 7 652 686
Gandhi Chowk - Katras 328 2 144 1,209 1 5 - 4 - 6 1 1 19 4 189 11 - 13 1,937 1,745
Baliapur - Barwadda 175 - 36 451 - 2 - 1 - 7 12 2 76 71 127 7 7 - 974 961
Barwadda - Baliapur 220 1 17 471 - 2 - 1 - 21 24 3 103 47 141 3 1 5 1,060 1,067
Baliapur - Gandhi Chowk 1,195 7 108 1,440 6 64 89 3 9 85 7 - 99 26 103 50 2 13 3,306 3,322
Gandhi Chowk - Baliapur 1,272 11 51 1,546 5 119 75 14 7 10 1 - 31 3 60 21 1 1 3,228 3,067
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

Name of the Junction: NCB
Total
Car/ Jeep/
Total PCUs
(Private)
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
Bank More - Vasepur 23 - 7 1,590 - 5 - - - - - - 18 33 22 65 - - 1,763 1,413
Vasepur - Bank More 131 3 93 1,067 - - 1 - 1 - - 3 27 37 11 18 - - 1,392 1,214
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

Name of the Junction: Polytechnic
Total
Car/ Jeep/
Total PCUs
(Private)
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
Gandhi Chowk (City Centre) - Vasanth Vihar (Bhuli)

1,013 15 141 2,061 - - 2 14 2 - - - 26 6 304 73 8 16 3,681 3,232
Vasanth Vihar (Bhuli) - Gandhi Chowk (City Centre)

659 - 154 2,496 - 2 - 7 - 3 4 - 20 13 258 49 45 13 3,723 3,271
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

Name of the Junction: Pooja
Total
Car/ Jeep/
Total PCUs
(Private)
Ambedkar Chowk - Gandhi Chowk 568 11 4 2,279 - - - 8 - 1 1 - 3 5 162 44 1 - 3,087 2,469
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
Ambedkar Chowk - Sharmik Chowk 1,994 13 57 3,623 2 - - 29 1 - - 3 3 29 141 26 6 18 5,945 5,178
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

Name of the Junction: Sarmik Chowk
Total
Car/ Jeep/
Total PCUs
(Private)
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
Pooja Talkies - Railway Station - - - - - - - - - - - - - - - - - - - #DIV/0!
Railway Station - Pooja Talkies 510 8 1,640 512 - 76 25 - - - - - 6 31 12 6 1 3 2,830 4,478
Bank More - Railway Station - - - - - - - - - - - - - - - - - - - #DIV/0!
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

Name of the Junction: Steel Gate
Total
Car/ Jeep/
Total PCUs
(Private)
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

Name of the Junction: Vinoth Vihar
Total
Car/ Jeep/
Total PCUs
(Private)
Vasapur - Barwadda 113 2 33 544 - 2 - 1 - 6 4 6 38 46 184 2 68 29 1,078 1,355
Barwadda - Vasapur 145 3 32 648 - - - 1 - 24 48 28 48 53 181 - 57 3 1,271 1,379
Vasapur - Bhuli 42 11 21 234 - - 1 - - 3 1 - 22 27 51 1 33 2 449 532
Bhuli - Vasapur 25 5 8 169 - - - 1 - 1 - 1 12 13 38 1 21 1 296 331
Vasapur - Polytechnic Chowk 24 - 9 84 - 2 - 1 - - - - - 8 51 - 10 3 192 210
Polytechnic Chowk - Vasapur 18 - 7 92 - - - - - - - - 1 3 21 - 10 - 152 157
Barwadda - Bhuli 446 20 61 892 - 10 1 10 - 71 156 65 66 80 35 - 13 12 1,938 2,379
Bhuli - Barwadda 430 12 56 1,218 - 7 1 9 - 190 191 70 60 75 166 2 20 2 2,509 3,100
Barwadda - Polytechnic Chowk 188 4 143 658 - 2 - 1 - 1 - - 7 63 97 2 2 5 1,173 1,192
Polytechnic Chowk - Barwadda 208 - 110 498 - - 1 8 - 9 - - 14 42 152 13 52 7 1,114 1,234
Bhuli - Polytechnic Chowk 309 15 375 1,041 - - - 6 - - - 5 7 21 197 44 6 26 2,052 2,305
Polytechnic Chowk - Bhuli 254 17 115 1,174 - 3 - 8 - - - - 16 26 113 1 9 8 1,744 1,571
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

Name of the Junction: Randhir Verma Chowk
Total
Car/ Jeep/
Total PCUs
(Private)
Gandhi Chowk - Hirapur 665 - 46 2,163 - - - - - - - - 34 155 237 70 6 6 3,382 2,891
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
Gandhi Chowk - DRM Office 510 8 101 1,293 - - - 8 - - - - 3 37 40 13 3 3 2,019 1,794
DRM Office - Gandhi Chowk 524 11 142 1,761 - 2 2 10 - - - 4 1 33 36 13 - 29 2,568 2,434
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
Hirapur - DRM Office 263 8 9 2,356 - - - 2 - - - - 1 8 305 60 - - 3,012 2,308
DRM Office - Hirapur 234 3 11 1,917 - - - - - - - - - 6 211 83 - 10 2,475 1,996
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
Annexure IV
Zone List
Annexure IV - Zoning System for Dhanbad Model Development

Internal Zones
Zone No. Zone Name
1 Katras, Tilatand, Bhatmurna, Akash khuli
2 New Govindpur, Kaludih, Bhandar dih
3 Salanpur
4 Chatabad, Laker karka, Angara Pathra
5 Chandor, Pandeydih, Belungabad, Ram Kanali, Katapahari, Kesalpur
6 Tetul muri, Jogata, Kankani, Sendra, Bansjora
7 Mool dih, Bhadro chak, Bhalatand, Sijua, Jagudih
8 Loyabad, Akera, Garria, Basdewpur, Nichetpur
9 Karkand, Chota putki, Bhada putki, New Marina Pass Gaura, Gopali chok, Putki bazar
10 Godhar, Dhariya jors, Gandhudih,Basariya, Nigathalla
11 Chatatanda, Kenduya No 4, Bidi Patti, Kenduya Bazar, Katmola, Hadiya patti, Murlim tola, Grimana
12 Patti, Sajput
Balihari, Basti,
Bhaga NayaKandwa
bandh, Douda dih, Futaha
13 Kustor, Kalka, Kusunda, Alkusa, Gansadi, Khari, Nayadih
14 Bulinagar D block and E block
15 Bulinagar B block and C block
16 Bulinagar A block, Purvi bula, Azad nagar, Buli Basti, Mahato tola, Ravani tola
Vasepur, Nishat nagar, Kagarmakdumi road, Nuri road, Das tola, Bada Muhlla, Madina nagar,
17
Alinagar bhuli road, Matkuriya, Taikran Colony
Gatkuriya, Karimganj, Jabaar campus colony, New Masjid Area, lala tola, Mani colony, Navinagar
18
colony, Matkuriya Mahato Toli Basti, Maruphamanj, Adhivasi Tola, Muljarbagh, Chota Khakabad
Pander plha, Rahamat Ganj. Sad tola, Mahato Tola, Kumhar Tola, New Harlagpur, Millat Colony,
19
Samsher Nagar, Asdak Nagar, Maphar Colony
Naya Bazar, Gaddi Muhalla, Railway Coolony, Kabadi Patati, Bhuli Road, Kariya Jodiya, Dhaigad
20
Crossing
Durni Jadiya Chok Post, BCCL Colony, Railway colony, Punjabi Muhalla, Gujrat Muhalla, Gurudwara
21 Muhalla, Karbala Road, Geetu Road, Jamunabad Road, Dhari Muhalla, Purana Bazar, Sabzi Mandi,
Telephone Exchange Road, Vikara Nagar
Bank More, Ramakrishna Mission, Shanti Bhavan Complex, Sri Ram Plaza Complex, Doba Tanda,
22 Swaswathi Sishu Mandir Area, Shastri Nagar, Dhansara, IRD Colony, BM Agarwal Colony, Rescue
Station till New Delhi, Bright Kusunda E douda
Gandhi Nagar, Haveda Motor, Urmila Sinha Nursing Home area, Talla Railway Colony, Ripiyuji
23
Market Elaka, Tikiya Pada, Gaunta Brisiya Dumriya Tada
Baramuri, Bishun pur, Babudiha, BRP Colony, New Chandrasekhar Azad Nagar, Jay Prakash Nagar,
24
Harudiha, Sekhar Bada, Ranga Tanda
Denobli School to Dahine Bustand, CMRE colony, Mandal Basti, Simla Beda, Rajvari Tola, Dhirendra
25 Puram, Takur Kulhi, Rath Tanda, ISM Lahbani, Pandit Clinic Sed, Harijan Basti, Koranga Patti, Doya,
Karmic Nagar, Bapu Nagar, Beer Kuvar Colony
Eeranapada, yetavari Nagar, Debi Pada, Simaldiha, Tolipada, Masterpada, Durga Mandir Pada, JC
26 Malik Road, Prati Vihar Colony, Bvuri Pada, Maira Pada, Dompada Prem Nagar, DGMS Colony, Purana
Ward No. 1 Location
Havusinga Colony, Police Line, CPWD quarters, Court Quarters, DGMS colony (Office), Income Tax
27 Quaters, left side of Bartanda, Golf Ground, Manoram Nagar, Katuriba Nagar, Hispur UCO Bank Area,
Officers Colony, PHD Colony, Bekar Banda Till Pond
Kola Kusma, Sabalpur, Chanikya Nagar, Neelanchal Colony, Kondadiha, Lipidiha, Gaeladiha,
28
Kusumvihar, Hindustan steel Colony, Bhelatand, Susanilava, Karmic Nagar part
Annexure IV
Zone List
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
70 Chas, Bokaro, Jhamshedpur, Chandankyari

71 Phusro, Ramgard, Ranchi
72 Rest of West Jharkhand
73 Rest of South Jharkhand
74 Kulti, Chittaranjan, Asansol, Durgapur, Raniganj
75 Burdwan, Kolkotta (Howrah)
76 Purulia, Bankura
77 Rest of West Bengal
78 Chattisgarh
79 Odisha
80 Patna, Gaya
81 Rest of Bihar
82 Uttar Pradesh
Rest of East India (Sikkim, Meghalaya, Assam, Arunachal Pradesh, Nagaland, Manipur, Mizoram and
83
Tripura)
84 Rest of North India (Uttarakhand, Delhi, Haryana, Punjab, Himachal Pradesh, Jammu & Kashmir)
85 Rest of West India (Madhya Pradesh, Maharashatra, Gujarat, Rajasthan)
86 Rest of South India (Andhra Pradesh, Tamilnadu, Karnataka, Kerala)
Annexure IV
Zone List

L&T Infrastructure's Comprehensive Mobility Plan for Dhanbad

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L&T INFRASTRUCTURE ENGINEERING LIMITED,

0 31/10/2015 First Submission PNM SKK DSR

4.2 Analysis of Screen Line Counts ........................................................................................ 4-1

5.2.3 Non Motorized Transport (NMT) Facilities ............................................................... 5-4

8.4.2 Bypass ................................................................................................................. 8-58

Figure 2-13: Urban Centres in Dhanbad ........................................................................................ 2-26

Table 7-9: Private Vehicle Validation at Major Junctions ................................................................ 7-12

Figure 1-1: Location of Dhanbad Municipal Corporation

1.2 Objective of the Study

1.3 Scope of the Study

1.4 Key Outcomes of the study

1.5 Study Area

Figure 1-2: Study Area Map

1.6 Organisation of the Report

2 Study Area Profile

2.2 Regional Setting

2 Study Area Profile

Figure 2-1: Regional setting of Dhanbad

2 Study Area Profile

2.3 Existing Transportation System

2.3.1 Road Network

Table 2-1 Category wise Road Length (Based on Reconnaissance Survey)

S. No. Road Classification Road Length (Km) Percentage

National Highways (Govindpur to

2 Study Area Profile

S. No. Road Classification Road Length (Km) Percentage

3c. Tetul more to Naya more 3.8 1.11%

Bartand Bus stand Naya Bridge

Luby Circular Road Pooja Talkies to Gandhi Chowk

2 Study Area Profile

Figure 2-2 Road Network Map for Study Area

2.3.2 Rail Network

Dhanbad Railway station Railway Siding

2 Study Area Profile

Figure 2-3 Rail Network Map for Study Area

Barren Air Strip

2 Study Area Profile

2.3.4 Public Transportation System

2 Study Area Profile

2.3.5 Goods Vehicle Movement

S. No. On-Street Parking

2 Study Area Profile

S. No. On-Street Parking

Parking in Bank More Parking in Shramik Chowk

2.3.7 Vehicle Growth and Composition

Table 2-3: Registration of Passenger Vehicles in Dhanbad District

Two Three Car/ Van/

2003-04 13,641 254 1,760 20 15,655

2 Study Area Profile

Two Three Car/ Van/

2013-14 33,717 1,915 5,652 33 41,284

Figure 2-4 Registration of Passenger Vehicles for Dhanbad District

Table 2-4: Registration of Commercial Vehicles in Dhanbad District

Year Truck Tractor Trailor Others Total

2003-04 177 188 151 2 518

2 Study Area Profile

Year Truck Tractor Trailor Others Total

2013-14 991 349 346 659 2,345

Figure 2-5 Registration of Commercial Vehicles for Dhanbad District

2.3.8 Traffic Accident

S. Fatal Injury Non Injury Total Grand

1 2010 152 109 179 144 18 16 349 269 618