PLANNING FOR OPTIMUM TRANSPORTATION SYSTEM IN PATNA CITY, BIHAR STATE

Abstract

Introduction Traffic problems are increasing in the cities and the situation is becoming complex especially in core areas of the city. It is projected that India's urban population would, grow to about 473 million in 2o21 and 820 million by 2051, as against only 285 million in 2001. Hence, cities must not only meet the mobility needs of the current population but also provide for the needs of those yet to join the urban population. . In India, City transportation system is quite different from developed countries transportation system, which are properly managed and monitored by related authority. Indian transportation system comprises of modes like auto rickshaw, Cycle rickshaw and other NMTs, which are generally not regulated and monitored by any authority. They are on their own and their livelihood depends upon these sectors, which further makes any planning decision difficult to implement. City transportation of Patna is very ineffective and insufficient. People are based on road based transport due absence of other options. Railways are not effectively used due to its bad functioning. Patna is the linear city and situated along the river Ganges, but the river is not used for mode of transport. Objective of study 1. To assess the existing condition in the study area. 2. To study the transport infrastructure and its associated problems in the system. 3. To forecast the demand & supply of transportation system in the system in 2031 A.D. 4. To analyze the feasibility of different mode of transportation system. 5. To evolve the set of policy guideline for optimum transport system for integrated development. The investigator will limit his study to intra road transportation of Patna city for for a particular section of a road i.e. Ashok Rajpath. Based on this study, recommendation will be formulated for the city. CASE STUDY Chennai Autorickshaw :- In 1999, the government of Tamil Nadu banned the issue of permits for the new three-seater autos, leading to a huge demand-supply gap within the autorickshaw sector, inflating the price of the permit several folds. Although the cost of the permit is Rs 375, drivers are required to make payments in the range of Rs 70,000 to Rs 1,00,000. As a result, the removal of the ban, was not of much consequence. In September, 2008, in which orders were issued for conversion of existing petrol driven autorickshaws in Chennai city into LPG mode with subsidy of Rs 2,000. Cost of installation of an LPG conversion kit entailed an expenditure of Rs 11,500 for a locally assembled kit to Rs 21,000 for the factory assembled model, which highlighted the stark inadequacy of the subsidy being provided. Lack of availability of LPG dispensing stations, LPG fuel restricts the speed limit of an autorickshaw to a maximum of 45 kmph. PageXXlli Anand Saurabh ! 10511003 ~ MURP-II I [IT Roorkee III PLANNING FOR OPTIMUM TRANSPORTATION SYSTEM FOR PATNA CITY, BIHAR STATE 11 201 2 ITDP improved auto rickshaw:- To date, over 12,000 of these modernized rickshaw have been manufactured and sold, which are 25 kg lighter, had twice speed, a strong integral frame. and much more comfortable passenger seat and they are highly visible in Vrindavan (where the entire fleet has been replaced), certain neighbourhoods of Delhi and Agra. Advanced Parking Management System at Connaught Place:- After installation of APMS 16.3 % increase is shown in parking. Congestion charges :- About 11 lakh vehicles enter New Delhi from other states on a daily basis adding to the existing traffic of the 70 lakhs vehicles owned by the city. In an effort to curb heavy traffic on city roads, the government plans to implement congestion charges on vehicles. PROFILE OF STUDY AREA Study area "Patna Urban Agglomeration Area(PUAA)" has a population of 16.97 lakhs (census 2001) and the total area of PUAA is 135.79 sq. km (CDP-2006). The projected population for the year 2021 is 28.01 lakhs (CDP-2006) and the area is 333.2 sq. Km. This city has its origin from 600 B.C. which has developed linearly along the Ganges, through centuries. In this unplanned and organic growth, land use percentage for transportation is 7 percent. 5 major roads can be identified, which carry the traffic of whole Patna city, mainly runs in east- west direction. Width of roads varies from 15' to 30' at major parts of Patna, only few roads have sufficient width, which are far less than the requirement for urban transportation. City traffic has increased tremendously in last two decade and presently more than 2.9 lakhs vehicles are registered in Patna city. The city transportation is dominated by shared Autorickshaws and cyclerickshaws as public transport, due to deteriorated condition of bus service for decades. Limited space of road is shared by all mode of transport, its either fast mode or slow. Fuel used by this IPTs sector is adulterated, which result into thrice the pollution in compare to petrol IPTs. Within all arterial roads of Patna, Ashok Rajapth is most congested and polluted road of Patna. Private cars, Motorcycle, cyclerickshaw are generally parked along road, decreasing its effective width. There is no proper stop defined for autorickshaw, cyclerickshaw and bus. They park at road and drop n pick passenger from any point of road. This highly dense area of Patna has road crossing at every 20-30 m which further led to residential areas. Autorickshaw and buses pick commuter from every crossing, which means all these public transport stops at every 20-30 m of this narrow section of road. This character of traffic decreases overall average speed of all modes to 10-15 km/hr. SURVEY UNDERTAKEN The objectives of the present study are to understand the factors influencing the auto rickshaw, cycle rickshaw sector, commuters & overall traffic on road. It would help to find out the underlying reasons that bring about inefficient transportation system and its inter-linkages with the user and different modes. Surveys undertaken are :- ❖ Traffic volume count survey •'• Auto rickshaw survey, ❖ Cycle rickshaw survey, PageXXIV Anand Saurabh 110511003 MURP-III [IT Roorkee PLANNING FOR OITIMUM TRANSPORTATION SYSTEM FOR PATNA CITY, 61HAR STATE 0 20 2 ❖ Household survey ❖ Origin destination survey RESULTS AND FINDINGS Auto rickshaw Auto rickshaw dominates on other mode of transportation on this road. It runs west to east on Ashok Rajpath and while returning it divert route from mehandru. This high density area is filled with middle class family, service class people and students. They prefer Bicycle, Motor cycle, Auto rickshaw, buses as mode of their transport. The reason for auto rickshaw being famous in this road is because of city structure. High density unplanned residential area is connected with this road with 1-3 m concrete pathway, at every 30-50 m. Due to this character of city, passenger waits at every crossing which is at distance 30-50 m, and it is easy for autorickshaw to pick and drop those passenger than any other mode. Its small in size and allows 4 -5 passenger to sit at a time, at any stop its easy and take less time to pick and drop passenger. For more earning autorickshaw accommodates 2-3 more people with him in front seat. Around 85 percent auto rickshaws are rented, that majorly uses kerosene as fuel. They gave Rupees 100 for old auto rickshaw and Rupees 150 for new auto rickshaw as rent, and respondents are able to earn 500-600 per day by using kerosene which cost rupees 100-300 per day. This results in saving of 100-200 per day by using kerosene as fuel. By using of petrol they will not be able to earn enough to give rent and buy fuel. Due to this congestion they can't make enough trips to make sufficient money. Petrol is used by those respondents who owns auto rickshaw. Engine of kerosene used auto rickshaw generally breaks down in 6 month, which requires around Rupees 4000-5000 for maintenance. These are generally rented auto rickshaw, whose major expenses is bear by owner only. Despite of this expense, owner allows them to use kerosene because no one will rent it, if he wouldn't allow this. Average Fuel Rate, which is used by respondent:- Petrol+ mobil = Rs 75 per litre Kerosene = Rs 25-30 per litre Petrol+ mobil +kerosene = Rs. 40-50 per litre Mileage = 15-16 km/I Buses Buses in this route are overcrowded. 15 buses per hour crosses through old part of city up to Gai ghat, whereas 30 buses per hours goes up to N.I.T. turning only, so around 45 buses per hour crosses the wider part of Ashok Rajpath. These buses don't affect auto rickshaw in term of commuters. Auto rickshaw gets their passengers easily, but this sector is affected due to traffic jam causes by bus. Buses are used as auto rickshaw by commuters, means buses pick and drop commuters at every 30-50 m. Since bus can accommodate more number of people, hence it stops at almost every junction. Due to which bus literally crawl at average speed of 10 km per hour. Its size and narrow road don't allow any vehicles to move simultaneously, all traffic has to move behind the bus. The situation becomes more pathetic when a cycle rickshaw and other NMT vehicles are in front of bus. Due to absence of bus stop, buses used to park at road only. Auto rickshaw from Gandhi Maidan runs up to Gai ghat or Malslami which is at distance 6.5 km and 14 km respectively. In a day they make 4-5 trips PageXXV Anand Saurabh I 10511003 MURP-{1 I UT Roorkee PLANNING FOR OPTIMUM TRANSPORTATION SYSTEM FOR PATNA CITY, BIHAR STATE 1 201 2 (up-down) from Gai ghat and 2-3 trips( up-down) from Malslami, whereas they are able to make 7-8 trips( up-down) and 5-6 trips ( up-down) respectively before introduction of city bus on this route. Bus causes congestion and increases travel time which result in less travelling speed. Cycle rickshaw Cycle rickshaw is predominantly used in wide section of Ashok rajpath. It is generally used by people for having short trips. Cycle rickshaw avoids moving on narrower section of Ashok Rajpat, because it jammed at most of the time.47 percent cycle rickshaw is registered with Municipal Corporation. 35000 registered cycle rickshaws exist in Patna. Another estimate puts the count of cycle rickshaws between 1.2 to 2 lakhs adding unregistered cycle rickshaw also. Authority has not any check on registration of cycle rickshaw, so it is increasing day by day. 22 percent owns cycle rickshaw which cost around Rupees 12000. 78 percent of respondents rent cycle rickshaw. They gave Rupees 35 as rent. Registration fees New Registration: Rupees 14.50 (They give Rs 80 ) Renewal: - Rupees 7.50 (They give Rs 50 ) Other modes Motorcycle is used more, than cars due to availability of middle income groups in this area. Motorcycle is cheap in all the aspect than car and its can be transported easily in this congested road. Bicycle also contributes good percentage in traffic composition. This is due to low income group of people and student residing here. Good vehicles, NMT good vehicles (the/as) move in this road at any time of the day. NMT goods vehicles slows down the overall speed and affect the line of vision of overall traffic, and most of all they park and unload goods at the road only. Household survey 40 percent household monthly expenditure on transportation is between Rupees 1000-2000.These people are middle class people and uses bus, auto rickshaw as mode of transportation. 20 percent household's monthly expenditure on transportation is more than 4000. These are upper middle class people comprise of lecturer, professor and doctors, which are 20 percent of population which owns car. 56 percent owns motorcycle/ scooter, 38 percent household owns bicycle. It is found that there is lack of parking space at C.B.D. area, so maximum of them park it at road. In case of home, they don't have garage so they park it at road. Origin —destination survey It is found that 22 percent respondent's uses bus, 8 percent uses car, 20 percent uses motorcycle/ scooter, 11 percent uses bicycle, 27 percent uses auto rickshaw and 12 percent uses cycle rickshaw as mode of transportation. Despite of inefficient public transport, 61 percent depend upon this only. 39 percent uses its own personal vehicles, in which bicycle also contribute up to 11 percent. 53 percent commuters travel up to 5 km, which are those people going to C.B.D. area or university area. 30 percent travel up to 15 km, which are boring road, secretariat and other government office. 17 percent travels up to 25 km. These are generally school student whose schools are in digha, danapur area..............