Comprehensive Mobility Plan for Greater Shillong Planning Area

Transcription

1 December 2010 Comprehensive Mobility Plan for Greater Shillong Planning Area Final Report

2 Contents List of Figures... 5 List of Tables... 6 List of Illustrations... 7 List of Abbreviations Introduction Shillong Profile Need for Comprehensive Mobility Plan Study Area Demographics Vision Objectives Urban Growth and Transportation Scenario Urban Growth and Landuse Existing Landuse Scenario Proposed Land Use Population Growth Pattern Population Density Population Decentralization New Township Shillong Population Growth Assessment Economic Base and Tourism Road Network Characteristics Growth in Registered Vehicles Vehicular Pollution Road Accident Profile Public Transport System Travel Pattern Movement of Traffic Volume of Traffic Entering and Exiting the City Page 1

3 Composition of Traffic Parking Pedestrian Responsiveness Traffic Management Measures Problems and Issues Landuse Concerns Urban Congestion Traffic Congestion Poor Pedestrian Responsiveness Existing Levels of Service Level Benchmarks Background Mobility Plan Strategies Vision Statement Mobility Pillars Goals Objectives/ Targets Mobility Plan Approach Land Use and Transport Strategy Mobility Corridor Strategy Public Transit Strategy Non-Motorized Transport Strategy Freight Management Strategy Traffic Engineering and Management Measures Travel Demand Management Timelines and Phasing Mobility Plan for GSPA Introduction Land Use and Transport Strategy Regional Connectivity Regional Link Roads Regional Decentralisation Development of Bypass Page 2

4 4.1.4 Area Redevelopment Plan Bara Bazar Road Hierarchy Strategy Public Transit Strategy Mobility Corridors Feeder Services Shared Taxis Public Transport Infrastructure Non Motorised Transport Strategy Pedestrian Mobility Plan Freight Management Strategy Development of Wholesale hubs Site for Goods Terminal/Truck Terminus Traffic Engineering Measures Intersection Improvement Plan Police Bazaar Intersection Dhankheti Intersection Fire Brigade Intersection Don Bosco School Intersection MES Point Howel Point IGP Point Malki Point Barik Point Anjali Cinema Motphran Intersection Road Section improvement Parking Management Measures Parking Management Summary Investment Program and Phasing Cost Estimation Project Phasing Page 3

5 5.3. Funding Options Institutional Setup and Reforms Existing Institutional Setup Introduction State level Institutional Setup th Constitutional Amendment Shillong Municipal Board and its Performance Public Works Department (PWD) Department of Urban Affairs (UAD) Directorate of Urban Affairs Meghalaya Urban Development Authority (MUDA) Meghalaya Urban Development Agency (MUDAG) Problems and Issues Reforms in Urban Transport Unified Transport Authority Urban Transport Fund Page 4

6 List of Figures Figure 1-1 Meghalaya State - GSPA - Shillong City area Figure 1-2 Population distribution in GSPA as per Census Figure 1-3 Greater Shillong Planning Area - Components Figure 2-1 Land Utilization and Urban Landuse Scenario Figure 2-2 Proposed Landuse Distribution Figure 2-3 Built-up area sprawl within GSPA Figure 2-4 Population growth rate in GSPA during Figure 2-5 : Population Growth Rate in GSPA Figure 2-6 Population Density in GSPA Figure 2-7 Proposed Landuse for New Shillong Township Figure 2-8 Population growth scenarios Figure 2-9 Share of International & Domestic Tourists (2008) Figure 2-10 Road Width in GSPA Figure 2-12 Share of registered vehicles during Figure 2-11 Growth of registered vehicles during Figure 2-13 SPM levels at major road intersections Figure 2-14 Road accident profile in GSPA Figure 2-15 Purpose of trips made by IPT and Bus modes Figure 2-16 Purpose of trips made in GSPA Figure 2-17 Modal Share Figure 2-18 Traffic Volume entering and exiting the city Figure 2-19 Traffic composition at entry points of the city Figure 2-20 Parking Demand/Supply Gap - after on street restrictions Figure 2-21 Manual traffic management at Dhanketi intersection Figure 2-22 Concept landuse and accessibility of GSPA Figure 3-1 Sustainable Mobility Solutions Figure 3-2 LUT Integration model for GSPA Figure 3-3 Hierarchical layout of road network Page 5

7 Figure 3-4 Traffic engineering & management measures Figure 4-1 Landuse Transport strategy for GSPA Figure 4-2 Improved regional connectivity to subarban regions Figure 4-3 Shillong bypass road alignment Figure 4-4 Core Area Redevelopment Plan Figure 4-5 Road hierarchy system Figure 4-6 Road hierarchy plan for GSPA Figure 4-7 Typical Cross Section of streets less than 10 m RoW Figure 4-8 Typical Cross Section of streets ( 10 m to 25 m)row Figure 6-1 State level institutional setup for urban service delivery in Meghalaya Figure 6-2 Organization structure of Shillong Municipal Board (SMB) Figure 6-3 Organization structure of Department of Urban Affairs (UAD) List of Tables Table 2-1 Land Resource of GSPA Table 2-2 Landuse of GSPA Table 2-3 Population Projection for GSPA Table 2-4 Service Level Benchmarking for GSPA Table 3-1 List of indicative TDM measures Table 4-1 Road hierarchy system suggested for GSPA Table b-1 Impact of Measures Table 5-1 Break up of Project Cost Table 5-2 Project Phasing Page 6

8 List of Illustrations Illustration 2-1 Urban residential cluster and limited ROW of roads Illustration 2-2 Bara Bazar - wholesale market of Shillong Illustration 2-3 Shared taxis for Inter city travel Illustration 2-4 Shared Taxis used as IPT modes for local point to point travel Illustration 2-5 Shillong City Bus Syndicate Buses Illustration 2-6 MTC Bus Operations - Routes and bus stand images Illustration 2-7 Heavy vehicular movement along NH 44 entering Shillong city from Guwahati 38 Illustration 2-8 Off Street/Multi level parking lots Illustration 2-9 On Street Parking at Bara Bazar and Garikhana Illustration 2-10 Guarded footpath on NH Illustration 2-11 Guarded footpath on NH Illustration 2-14 Fully pedestrianized Police Bazar road Illustration 2-14 Police Bazaar intersection Illustration 2-14 Umsohum point Illustration 3-1 Traffic management measures Illustration 4-1 Locations identified for installing escalators List of Annexures Annexure A Pedestrian Mobility Plan for GSPA Annexure B Parking Policy Guideline Annexure C- Junction Improvement Plans Page 7

9 List of Abbreviations CDP ECS GSPA IPT ISBT LCV MAV MSPCB MUDA MTC NMT JNNURM SUA SMB TOD TSM UAD V/C Ratio City Development Plan Equivalent Car Space Greater Shillong Planning Area Intermediate Public Transport Inter State Bus Terminal Light Capacity Vehicle Multi Axle Vehicle Meghalaya State Pollution Control Board Meghalaya Urban Development Authority Meghalaya Transport Corporation Non Motorized Transport Jawaharlal Nehru National Urban Renewal Mission Shillong Urban Agglomeration Shillong Municipal Board Transit Oriented Development Transport System Management Urban Affairs Department Volume/Capacity Ratio Page 8

10 1. Introduction 1.1. Shillong Profile Shillong is the capital of Meghalaya, one of the smallest states in India. Being the headquarters of the East Khasi Hills District, Shillong is the only major urban centre in the state and has a population of 260,520 according to the 2001 census. The city is situated at an average altitude of 4,908 ft (1,496 m) above sea level. Shillong Shillong is one of the few hill stations with motorable roads all around the city. It has its own charm, different from other hill stations, and presents a natural scenic beauty with waterfalls, brooks, pine grooves and gardens. Due to its latitude and high elevation Shillong has a sub-tropical climate with mild summers and chilly to cold winter. Shillong is subject to vagaries of the monsoon. Shillong has no railway lines. The Shillong Airport (also known as Barapani Air Force Base or Umroi Airport) is located around 35 km from Shillong. The nearest major airport and railway station is at Guwahati which is 104 km from Shillong Need for Comprehensive Mobility Plan During the last decade, the urban sprawl in Indian cities has extended far beyond the existing territorial jurisdiction of the city administration and is continuing to spill over into the fringe areas of the cities. Substantial efforts are being made, but cities have been facing difficulty in coping with rapid increase in the number of private vehicles along with improving personal mobility and goods distribution. Page 9

11 City civic agencies have undertaken various programs/studies on improving the transportation system. Several road widening and network improvement proposals (including planning and construction of flyovers and junction improvements) are undertaken, including proposals for Bus Rapid Transit Systems, monorails and elevated expressways. These programmes are sometimes isolated from each other, with each of them being planned to meet an objective set by the respective program. There is a strong need for coordinated implementation strategy for these projects in the entire city. It is wiser to first set goals for the city and establish strategies to meet these goals rather than implement isolated projects and hope that the net sum of these projects would meet required goals. As per the National Urban Transport Policy (NUTP), 2006, it is important to focus on personal mobility to achieve cost-effective and equitable urban transport measures within an appropriate and consistent methodology. Accordingly, the Ministry of Urban Development, (MoUD) Government of India encourages each city to prepare a Comprehensive Mobility Plan (CMP), which is integrated with a land use plan, as part of a long-term urban transport strategy for sustainable improvement in the mobility of people and goods in regions A CMP is required to highlight the projected mobility needs of the city, as also the manner in which such mobility needs are proposed to be met. As per MoUD, CMP would be a prerequisite for submission of Detailed Project Report (DPR) for JNNURM funding. Thus, Comprehensive Mobility Plan (CMP) needs to be prepared which focuses on mobility of people rather than vehicles and accordingly gives priority to pedestrians, Non- Motorized Transport (NMT), all modes of public transport and Intermediate Public Transport (IPT). In addition, in all the above mentioned reports/ studies, emphasis has to be laid on improving the transportation system in the city and integrating it with the land use development of the city, which warrants a need for preparation of a Comprehensive Mobility Plan for the city. Page 10

12 1.3. Study Area The Department of Urban Affairs, Government of Meghalaya has identified Greater Shillong Planning Area (GSPA) as the study area for preparation of Comprehensive Mobility Plan (CMP). GSPA has also been used as study area for the following studies/reports: 1. Master Plan for Shillong ( ) 2. Comprehensive Traffic and Transportation Study (1991) 3. Comprehensive Development Plan (2007) The Study Area, Greater Shillong Planning Area (GSPA) covers an area of 17,400 hectares and comprises of Shillong Urban Agglomeration (SUA) and 32 Villages. The SUA comprises of Shillong Municipality, Shillong Cantonment, Nongthymmai, Mawlai, Madanrting, Pynthormukhrah and Nongmysong. The Study area is given in Figure 1.1 Figure 1-1 Meghalaya State - GSPA - Shillong City area Page 11

13 1.4. Demographics The total urban population of Meghalaya as per 2001 census is 4,52,612 persons, out of which the SUA has a population of 2,67,662 representing nearly 59% of the State s urban population. The GSPA comprises of SUA and 32 Villages and has a total population of 3,31,373. Figure 1-2 Population distribution in GSPA as per Census 2001 To Guwahati NH 40 MAWLAI PYNTHOMUKHRAH NONMYNSONG CANTONMENT AREA NONGTHAMMAI MADANRTING To Cherapunji NH 44 To Jowai and Silchar Figure 1-3 Greater Shillong Planning Area - Components Page 12

14 1.5. Vision The mobility plan seeks to move people, not vehicles. By emphasizing the preeminence of public transport and goods transport and integrating the land use with transport networks, with encouraging non-motorised transport it seeks to achieve the objectives of the NUTP in GSPA. The CMP vision for transport in GSPA ensures that the GSPA will have a high class sustainable and efficient transport infrastructure that will meet the needs of the growth and urban development that is proposed in the area 1.6. Objectives The objective of the CMP is to develop a transportation vision, set goals and objectives based on the defined vision and develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the area. In order to attain the vision, the mobility plan seeks to make public transport facilities available to all residents within a reasonable distance from their homes, work places and other destination points. It also seeks to encourage greater use of non-motorized modes by making their use safer. Recognizing that GSPA is witnessing increase in urban sprawl and travel demand is expected to grow, there is no escape from having to decongest some of the highly choked areas and intersections. This is being suggested because long idling of motor vehicles at crowded junctions and corridors adds to pollution in the hill city. In order to address the existing and envisaged mobility situation in 2031 and to fulfill the vision stated above, the following objectives need to be achieved: Integration of land use and transport-connectivity between the areas of activities within the GSPA Accessibility within and outside GSPA Increased use of Public Transit Improved non-motorized and pedestrian facilities Improved safety of travel Reduction in pollution Page 13

15 2. Urban Growth and Transportation Scenario 2.1. Urban Growth and Landuse Existing Landuse Scenario Development in GSPA limits has been constrained by terrain suitability and forest area. While 32% of the total area is already developed (5494 hectares), abundance of hills, forest areas and water bodies has limited the developable area to only 29%. The landuse distribution of Shillong indicates its administrative and educational standpoint as well as the presence of Defence Establishment in the city. While residential areas take away nearly 50% of the total developed land, areas under Security/Defence and Public use account for 14.2% and 15.4% land respectively. 14% of the area comes under circulation which is indicative of the hilly terrain of GSPA. Though, the land use for circulation appears to be significant as per the Master Plan, it is in fact, inadequate as is evident from narrow roads, areas without vehicular roads and missing links. (Refer Figure 2-1 & Tables 2-1 and 2-1) Figure 2-1 Land Utilization and Urban Landuse Scenario Illustration 2-1 Urban residential cluster and limited ROW of roads Page 14

16 Table 2-1 Land Resource of GSPA S.no Land Resource Area % of total Area 1 Developed Area Undevelopable Area Developable Area Urban Agriculture Forest and Water Bodies Total Table 2-2 Landuse of GSPA S.no Land Use Area in Hectares % of total area % of Developed Area 1 Residential Commercial Public and Semi Public (a) Administrative (b) Institutional (c) Open Spaces (d) Graveyards Security Industrial Circulation Developed Area Vacant Urban Agriculture Forest and Water Bodies Total Page 15

17 2.1.2 Proposed Land Use The Master Plan of Shillong ( ) was evolved keeping in view the underlying issues of rapidly increasing urban growth and depleting urban services and declining Quality of Life in the growing city. The 2011 Master Plan objectives for proposing a revised landuse plan for the city and its region and the basic considerations in achieving the set objectives are illustrated below: Figure 2-2 Proposed Landuse Distribution-2011 Objectives Integration of areas with the city and its region Development of transport and communications network to discharge regional functions Efficient and proper utilization of lands Harmonious and coherent relationship between various uses and activities Efficient transportation network and circulation system Improved services and their delivery Basic Considerations Network upgradation and new links development Provision of proper circulation pattern to enable the through traffic to bypass the city Develop town/regional market centre, wholesale market centre in the periphery Development of administrative area to accommodate offices at all governance levels Develop local shopping centres Development of truck terminals to relieve city congestion in central area Provision of infrastructure, amenities and services in an integrated manner Improvement of slum areas by providing better utilities and services Page 16

18 The Master Plan for Shillong has proposed for increase in the developed area under GSPA by 16.5% in order to allocate additional area for residential and commercial use to cater to the population growth and decongest the inner city area. To Guwahati NH 40 MAWLAI PYNTHOMUKHRAH NONMYNSONG CANTONMENT AREA NONGTHAMMAI MADANRTING To Cherapunji NH 44 To Jowai and Silchar Figure 2-3 Built-up area sprawl within GSPA 2.2. Population Growth Pattern The population growth pattern within GSPA components indicates that in the initial years ( ) growth primarily took place inside the Municipal Area of Shillong and Cantonment area. Between 1991 and 2001, population inside SMC area only grew by 0.9% indicating a saturation of population and land availability. Madanrting and Pynthorumukhrah however have seen a rapid increase in population indicating 81.6% and 61.6% growth in the Page 17

19 last decade. Figure 2-4 below highlights the decadal growth rate in GSPA areas including the 32 villages. S. no GSPA Components Population Shillong Municipality 87,659 1,09,244 1,31,719 1,32,867 2 Shillong Cantonment 4,730 6,520 11,076 12,396 3 Nongthymmai 16,103 21,558 26,938 34,292 4 Mawlai 14,260 20,405 30,964 38,303 5 Madanrting - 6,165 8,987 16,318 6 Pynthorumukhrah - 10,711 13,682 22,115 7 Nongmysong Shillong Urban Agglomeration 1,22,752 1,74,603 2,23,366 2,67, Villages 32,848 42,571 47,747 63,711 Total 1,55,600 2,17,174 2,71,113 3,31,373 Figure 2-4 Population growth rate in GSPA during Page 18

20 2.2.1 Population Density Out of a total of 27.4 Sq. Kms of area within SUA, Shillong Municipality covers 10.6 sq.km of area and sustains a population of 1,32,867 leading to a density of persons/sq.km. Nongthammai on the other hand only covers an area of 2.93 sq.km but however has an almost comparable density of persons/sq. Km. These areas are major concentrations of Figure 2-6 Population Density in GSPA population over the last 3 decades. (Refer Figure 2-6) New Sillong Township Figure 2-5 : Population Growth Rate in GSPA Page 19

21 2.2.2 Population Decentralization New Township Shillong The 2001 Census revealed that during , population growth rate within the inner city area came down to 10%. This was due to the fact that the growth of the inner city reached a saturation point. But reversely, the growth has been very high in the surrounding townships of Mawlai, Madanrting, Pynthorumkhrah. This called for urgent remedial measures to diversify the future development to other parts of GSPA. The future growth direction identified as per Master Plan for Shillong is along the North- Eastern direction. The growth area along the North side is restricted due to presence of Bada Pani and Reserved Forest area. Similarly, growth is restricted towards South West of Shillong due to presence of Cantonment area and Eastern Air Command in this direction. Thus, future growth directions for the GSPA are along North- East Direction and South-East Direction. Thus, Master Plan identified North-East Direction as growth direction for developing the New Shillong Township. In this context, the Master Plan for the City of Shillong provided for development of a new township covering an area of about 2030 hectares for 2 lacs population. The proposed land use for the new township is given in Figure 2-7. The primary objectives of developing a New Township were: Figure 2-7 Proposed Landuse for New Shillong Township To absorb overspill population of Shillong and to facilitate further growth To prevent undesirable development in already congested and urban fringe areas. To create a humane and desirable urban living environment with a view to improve the economic structure by facilitating expansion and providing necessary inputs to the economic activities for their promotion and growth. Page 20

22 The proposed new township is located nearly 13 kms northeast of the present city from the City Centre and is accessible by a motorable District road. As per the New Shillong Township Master Plan, there is plan to develop a 16 km long, 2 lane wide expressway starting from Macrobi junction near Nehru Stadium to New Shillong township. The proposed township will cover 10 villages viz., Mawdiang-diang, Umroh, Mawlong, Diengiong, Umsawli, Mawkasiang, Madansaisiej, Mawpdang, Siejiong and Tynring. A bypass has been proposed for the NH will be passing next to the proposed township and is expected to improve its regional connectivity. New Shillong Township Refer Figure 2-5 for location of New Shillong Township Page 21

23 2.2.3 Population Growth Assessment As per the Comprehensive Development Plan for Greater Shillong Planning Area (GSPA), population growth has been projected using the geometric increase method. The decadal population growth rate from 1971 onwards and projected population growth rate has been discussed in the previous section. (Refer Figure 2-3). Population growth projections for proposed plans and proposals are based on certain hypothesis, which may vary from Growth at current rate to High growth assumptions. In case of GSPA, four scenarios have been built which are: 1. Base Case Scenario Population grows constantly at the current rate (Figure 2-3) In Base Case Scenario, it has been assumed that population will grow at the current growth rate for the urban agglomerations within the Greater Shillong Planning Area. Implications Low Growth Areas: Shillong Municipality, Shillong Cantonment Medium Growth Areas: Mawlai, Nongmysong and Nongthymmai High Growth Areas: Madanrting, Pynthorumukhrah 2. 29% Uniform growth rate for GSPA (as per CDP) In this Scenario, it has been assumed that population will grow at the Decadal Growth Rate of 28.9% for the urban agglomerations within the Greater Shillong Planning Area as assumed in the CDP. Implications: Uniform growth of 29% in all GSPA components Page 22

24 3. Moderate urban growth New Shillong Township with a population of 2 lakhs will absorb future population growth in the region (Master plan assumption) Phasing Cumulative % 20% 60% 100% Cumulative Population 40,000 1,20,000 2,00,000 In addition, in this scenario, as per the Master Plan to decongest the core city area, the population growth rate in the core city has been reduced, while increasing the population growth in peripheral areas and along the proposed transport corridor connecting the old and New Shillong Township. Following, decadal growth rate assumptions have been taken under this Scenario. Components of GSPA Shillong Municipality 0.9% 0.9% 0.9% 0.5% 0.5% Shillong Cantonment 12% 12% 10% 10% 10% Nongthymmai 27% 27% 27% 27% 27% Mawlai 24% 24% 24% 15% 10% Madanrting 80% 80% 60% 20% 15% Pynthorumukhrah 60% 60% 45% 15% 11% Nongmysong 29% 29% 35% 40% 40% 32 Villages 33% 33% 33% 40% 40% Average 33.3% 33.3% 29.4% 21.0% 19.2% Page 23

25 Implications Low Growth Areas: Shillong Municipality, Shillong Cantonment (To decongest inner city areas) Medium Growth Areas: Mawlai, Madanrting, Pynthorumukhrah and Nongthymmai. (The growth rate in Mawlai would be restricted due to ecological concerns, whereas growth rate in Madanrting, Pynthorumukhrah and Nongthymmai would be restrained due to capacity constraints and high population density). High Growth Areas: Nongmysong and urban villages. (These are present growth areas and it is projected that these areas would grow at a higher growth rate due to the proposed development of transport corridor between the old and the new Shillong Township.) 4. Aggressive Urban Growth - New Shillong Township with a population of 2.7 lakhs will absorb future population growth in the region Phasing Cumulative % 30% 45% 100% Cumulative Population 80,000 1,20,000 2,70,000 In addition, in this scenario, to decongest the core city area, the population growth rate in the core city has been further reduced in comparison to Scenario 3, while increasing the population growth in peripheral areas especially along the proposed transport corridor connecting the old Shillong and New Shillong Township. Page 24

26 Components of GSPA Shillong 0.9% 0.9% 0.9% 0.0% 0.0% Shillong 12% 12% 10% 5% 5% Nongthymmai 27% 27% 27% 20% 10% Mawlai 24% 24% 24% 20% 20% Madanrting 80% 80% 30% 15% 10% Pynthorumukhrah 60% 60% 20% 15% 10% Nongmysong 29% 29% 35% 45% 45% 32 Villages 33% 33% 33% 45% 45% Average 33.3% 33.3% 22.5% 20.6% 18.1% Implications Low Growth Areas: Shillong Municipality, Shillong Cantonment (To decongest inner city areas). Medium Growth Areas: Mawlai, Madanrting, Pynthorumukhrah and Nongthymmai. (for reasons similar to those indicated in case of Scenario 3) High Growth Areas: Nongmysong and urban villages. The Population Growth and Density for all Scenarios is given in Support Document Page 25

27 Comprehensive Mobility Plan for Shillong- Final Report Scenario 1 - Natural Growth Rate Scenario 2 - Uniform Average Growth Rate (29%) To Guwahati To Guwahati NH 40 NH 40 MAWLAI MAWLAI New Township New Township PYNTHOMUKHRAH PYNTHOMUKHRAH NONMYNSONG CANTONMENT AREA NONMYNSONG CANTONMENT AREA NONGTHAMMAI NONGTHAMMAI MADANRTING MADANRTING Growth Rate NH 44 Slow To Cherapunji To Jowai and Silchar Growth Rate NH 44 Slow To Cherapunji To Jowai and Silchar Medium Medium High Scenario 3 - Moderate Growth High Scenario 4 - Aggressive Growth To Guwahati To Guwahati NH 40 NH 40 MAWLAI MAWLAI New Township New Township PYNTHOMUKHRAH PYNTHOMUKHRAH NONMYNSONG CANTONMENT AREA NONMYNSONG CANTONMENT AREA NONGTHAMMAI MADANRTING NH 44 To Cherapunji Slow To Jowai and Silchar Page 26 NH 44 To Cherapunji Growth Rate Slow Medium To Jowai and Silchar High Figure 2-8 Population growth scenarios MADANRTING Growth Rate Medium NONGTHAMMAI High

28 From the scenarios discussed above, it is assumed that a moderate growth rate scenario will be considered for projecting future population for GSPA. The assumption is made considering the existing growth pattern of the city and the future economic and spatial growth trends. The growth rate of SMB area has been kept at a minimum for the first two decades at 0.9% and will subsequently be decreased to 0.5% as there is minimal scope for increased activity within the city area. The cantonment area within GSPA has been growing at 12% growth rate and is likely to reduce to 10% in the future years. Suburban areas like Nonmynsong and the remaining 32 villages of GSPA would witness a moderate rise in growth rate from 33%in 2001 to a uniform 40% after This is due to limited access points to these areas. Areas like Mawlai and Nongthammai also have growth constraints due to limitation in access points. Madanrting and Pyonthorumukhrah however have scope for a robust growth as they are accessible by the NH. The population projections for GSPA based on the moderate scenario of growth is given at Table 2-3 below: Table 2-3 Population Projection for GSPA S.no GSPA Components Population Projections Shillong 132, , , , ,625 Municipality 2 Shillong 12,396 13,871 15,258 16,784 18,462 Cantonment 3 Nongthymmai 34,292 43,654 55,571 70,742 90,055 4 Mawlai 38,303 47,381 58,610 67,402 74,142 5 Madanrting 16,318 29,372 46,996 56,395 64,854 6 Pynthorumukhrah 22,115 35,384 51,307 59,003 65,493 7 Nongmysong 11,371 14,669 19,803 27,724 38,813 8 New Shillong 40, , ,000 township Shillong Urban , , , ,445 Agglomeration 8 32 Villages Total Page 27

29 Based on the projected population, additional land for the increased population would be required keeping a density restriction for hill towns. The New Shillong township will accommodate 2 lakhs population till However, newer areas will have to be developed by 2031 to accommodate the additional increase in population. For this purpose, additional land would need to be identified of the developable land in the North East and South East part of GSPA to accommodate the additional population. Page 28

30 2.3. Economic Base and Tourism Since the State is mostly covered by hilly terrain, industrialization is very slow and the industrial sector is under developed. Majority of the population depends on Agriculture produce for their livelihood. The State also has potential for developing Horticulture. According to the 2001 Census Report, the distribution of work force in the city was 1,03,291(31.2%) main workers, 8,361(2.5%) marginal workers and 2,19,721(66.3%) non- workers. Work force participation rate as per 2001 census in Meghalaya state is 41.83% and that in East Khasi Hills District is 38.8%. Inside the GSPA area, work participation rate is 33.7%, out of which 93% are involved in the Tertiary sector. The business activities, trade and transport have also assumed importance and are presently employing nearly 27% of workforce in the city. The State has shown prospects of trade and commerce during the last two decades. Besides acting as a gate way for commercial products for the remote and far flung areas of North Eastern states, foreign trade with Bangladesh has become major source of revenue for the State especially in the two hills districts of East Khasi Hills and Jaintia Hills districts. Thus, Shillong due to its location advantage and communication linkages has attracted the entrepreneurs and commercial activity and is growing as a regional commercial centre. Tourism is one of the major contributors to the city s economy. Shillong is a famous get away destination for Illustration 2-2 Bara Bazar - wholesale market of Shillong tourists from other North Eastern states and West Bengal. The city was visited by foreign and domestic tourists in the year (Refer Figure 2-9 for break up) Figure 2-9 Share of International & Domestic Tourists (2008) Page 29

31 2.4. Road Network Characteristics The total road length in GSPA is about 356kms, out of which 250 kms are in the SUA with a road density of 2.05km/sq.km. The total length of the road network (classified as other district roads) inside the city is constructed and maintained by PWD (roads). Shillong Municipal Board (SMB) looks after construction and maintenance of roads in Figure 2-10 Road Width in GSPA Shillong Municipality. SMB maintains about 30kms of road stretch in the municipal area. Refer Figure 2-10 for availability of road width within GSPA. The Main Arterial roads in the city are NH 40 from Mawlai (North Shillong) to Upper Shillong and NH 44 from Happy Valley (South Shillong) Dhanketi (along NH 40) (Center Shillong). (Refer Figure 2-5) Based on the primary surveys conducted by UMTC, the road network characteristics in GSPA have been given below: Right of Way: Majority of roads in the study area have Right of Way (RoW) between 5 to 8 meters (54%), followed by 25% of the roads having a RoW between 8 to 12 meters Availability of median: Medians are absent for about 99% of roads in the study area for directional segregation of traffic. Availability of Footpath: Pedestrian Footpath is not present on majority of roads in the study area. Only 16% of roads have foot paths (Major portions of the National Highway) Availability of Street Lights: It is seen that Street Lights are absent on about 13.5% of roads in Shillong study area. Page 30

32 2.5. Growth in Registered Vehicles Shillong accounts for highest number of vehicles in terms of per capita use in the State. The total number of vehicles registered in Shillong District Transport Office in 2008 was 62,799. The vehicle registration data shows that there has been an annual average increase of about 10% for a period between There has been a rapid increase in the growth of private cars from 2001 to 2008 and the similar trend can be seen in almost all categories of vehicles. Such a rapid growth in private vehicular ownership is an indicator of increase in the purchasing capacity of the people. Personalized modes that include cars and two-wheelers account for nearly 57% share of total vehicular population. (Refer Figure 2-11) In terms of composition of traffic, it is seen that cars account for largest share in the total registered vehicles and their share has steadily increased from 25% in 2001 to 32% in Cars are followed by the two wheelers (25%) and jeeps (12%) account for highest share of registered vehicles in (Figure 2-12) The high percentage of trucks (10.4%) is attributed to large number of coal mining activity in the region, which calls for transportation of coal to various parts within Meghalaya as well to places outside Assam such as Guwahati and Silchar etc. Out of total number of vehicles registered, 90% of the vehicles are private vehicles and the rest are Government owned vehicles. Figure 2-11 Share of registered vehicles during 2008 Figure 2-12 Growth of registered vehicles during Page 31

33 2.6. Vehicular Pollution In absence of air polluting industries, vehicles are main source of air pollution in the city. As per the vehicle emissions tests conducted by Meghalaya State Pollution Control Board (MSPCB) during 2005 to 2008, 92% to 96% of petrol driven vehicles were complying with the emission standards. Whereas, during 2004, only 61% of petrol vehicles complied with the standards, thus indicating an uncontrolled trend. The ambient air quality monitoring station at Lumpyngnad was established with the purpose of monitoring effects of exhaust emissions from commercial petrol driven vehicles. Although monitoring results show that the concentrations of SPM, RSPM, SOx, NOx are within permissible limits but a further increase in vehicular emission load may deteriorate the air quality of city. The ambient air quality monitoring done by MSPCB at important road crossings and commercial areas like Nongthymmai, Dhankheti, Barik point, Police Bazar, Bara bazaar and Mawlai intersections show that although SO2 and NOx levels are within permissible limits however, SPM levels are critical crossing the permissible limit of Figure 2-13 SPM levels at major road intersections 200 microgram per normal meter cube for residential areas. The high levels of SPM may also be due to poor sweeping & condition of roads. (Refer Figure 2-13) In general, ambient noise level in Shillong city is found to be on the higher side. It may be observed from that the average day time noise level in Residential, Commercial and Silence Zones is beyond prescribed limits. Traffic is main cause of noise pollution in the city. The basic reasons of higher ambient noise level in the city may be due to the fact that the sound once generated has little scope to Page 32

34 disseminate and even gets reflected back as hilly terrain and roadside high rise buildings in some monitored areas restrict its absorption. Narrow roads with uneven gradient are also important factors responsible for higher background noise Road Accident Profile Road planning in Shillong has so far been highly automobile oriented that makes other road users vulnerable. High vehicular traffic compounded by heavy shares of commercial (heavy) traffic makes the congested road unsafe. Lack of respect for the smaller vehicles and pedestrians in the minds of the heavy motor vehicle driver s worsens the situation. On an average the city witnesses about 50 traffic fatalities every year, coupled with about 250 odd traffic injuries making the road safety scenario in the city very grim. It can be seen from the table that road traffic injuries and fatalities have shown a fluctuating trend during last five years with a decline in fatalities but increase in injury causing accidents Public Transport System Figure 2-14 Road accident profile in GSPA The role of public transport is limited and the city is primarily driven by private modes due to inadequate road network, poor infrastructure and scattered demand. Taxis and other IPT modes ply in city for intra city routes. The Shillong City Bus Syndicate has been providing city bus service in the city. The Taxis, although have been given permit to operate as Contract Carriage, but instead they operate as Stage Carriage Permit in form of Shared Taxis. Illustration 2-3 Shared taxis for Inter city travel Page 33

35 Illustration 2-4 Shared Taxis used as IPT modes for local point to point travel At present, 234 private buses have been given permits for operating in the city on 15 routes, of which 142 are mini buses, a large number of which are being operated as chartered buses hired by organisations such as Assam Rifles, ICAR, NEHU, NEIGRMS, NIFT, Army Schools and MSEB. Shillong City Bus Syndicate has been given permits for 92 buses.. However, only 121 out of 142 mini buses and 57 of the 92 bus permits given to Shillong City Bus Syndicate are presently operating. The shared taxis have gradually replaced buses mainly due to high frequency of service offered by IPT, resulting in reduction in waiting time for passengers. Further, these buses do not operate on their allotted routes leaving passengers stranded. This modal shift from Public Transport System to IPT has resulted in high congestion on roads, pollution and accidents etc. Illustration 2-5 Shillong City Bus Syndicate Buses Page 34

36 In addition to the above, the State Transport Undertaking (STU) for Meghalaya State called; Meghalaya Transport Corporation (MTC) operates around 46 buses on 10 intercity routes. Additionally, the MTC owns its own depot and workshop located near the Police Bazar area. The MTC buses are usually used for inter city travel. Boarding and Alighting into the MTC buses starts from Garikhana bus stand. Currently, private buses only ply on profitable routes while neglecting the less profitable routes on which permits have also been given. To improve the quality of Public Transport System in the city, the Government of Meghalaya, under the stimulus package of JNNURM has placed orders for 100 buses (75 Mini buses + 25 mini buses), which the Government plans to ply on routes within the Greater Shillong Planning Area (GSPA). Based on primary surveys conducted by UMTC, a large number of people use the shared taxis for intercity travel, mostly to their workplaces. Buses are more commonly used for regional travel and intercity movement. The trip purpose in case of bus travel is varied. (Refer Fig 2-15) Illustration 2-6 MTC Bus Operations - Routes and bus stand images Work as a purpose dominates in case of intra city trips, while the share of all types of trips is comparable in case of intercity trips made primarily by buses. Figure 2-15 Purpose of trips made by IPT and Bus modes Page 35

37 2.9. Travel Pattern Typical to any urban area, residential areas like Laitumukrah, Pynthorumkhran, Nongmysong, Madanrting, Nongthymmai and Mawlai are the major trip generating areas while, institutional areas like Laitumukrah, Secretariat and Nongthymmai and commercial areas like, Police Bazar and Bara Bazar are the major trip attracting areas. Shillong has a large number of schools and Figure 2-16 Purpose of trips made in GSPA educational institutes that provide higher educational facilities for the North East region, also being the administrative head for Meghalaya state. Apart from this, local business and shops are the only other significant tertiary occupation for people. The purpose of trips made in the area exhibit this nature of the region, as obtained from primary survey results conducted by UMTC. (Refer Figure 2-16). Narrow roads in the city and Figure 2-17 Modal Share region and lack of availability of space for parking vehicles, is reflective in the ownership pattern of vehicles. Majority of the households even with an average monthly income of Rupees 14,000 do not own a vehicle (79%). As mentioned previously, people largely depend upon walking as a mode of travel or prefer to use their privately owned cars followed by shared taxis. The modal share observed in the area is given in Figure Average Trip Length (ATL) 3.5 kms Per Capita Trip Rate - including walk trips (PCTR) 1.5 Per Capita Trip Rate - excluding walk trips 0.84 Page 36

38 2.10. Movement of Traffic Volume of Traffic Entering and Exiting the City As per survey results it was known that the National Highways which pass through the city carry a bulk of the vehicular movement, almost throughout the day. Because of the alignment of the NHs within the urban area and connectivity with the rest of the north eastern states, there is a continuous movement of goods and passenger vehicles almost at all times of the day. Maximum vehicles enter/exit through NH 44 (Jowai-Silchar), followed by NH 40 from Mawiong (Towards/ from Guwahati).(Refer Figure 2-18). On an average, about 35,345 vehicles per day enter / exit Shillong from all the entry points of the city. As the NH 40 and NH 44 also form part of the main arterial road network of Shillong city, mixing of city traffic with goods and other forms of long distance traffic takes place. This leads to a reduction in travel speed of vehicles within the urban area. An average speed of 15 kmph is observed during peak hours due to narrow roads and heavy vehicles maneuvering through the city roads. This is one of the major issues of the city s traffic problems which needs to be addressed by the development of a city bypass road which can take off a major bulk of the traffic which is destined to other parts of North East India and does not intend to traverse the city. Figure 2-18 Traffic Volume entering and exiting the city Page 37

39 Composition of Traffic The composition of vehicles entering and exiting the city has a major share of passenger vehicles at all locations. The share varies between 66% on NH 40 towards Shillong and 94.7% on Ishrywat Junction on Nongmysong Road towards New Shillong. Goods movement generally takes place on all NH access points. (NH40 and NH44). Road to New Shillong passes through Nongmysong which is an emerging residential suburb and to NEIGRIMS Hospital site, hence private vehicles dominate over any goods vehicles over this stretch. Figure 2-19 Traffic composition at entry points of the city Illustration 2-7 Heavy vehicular movement along NH 44 entering Shillong city from Guwahati Parking Parking is a major problem in Shillong City. The State Government has constructed Multilevel Parking (twin floor) lots mainly near Police Bazaar, Bara Bazaar area and Mowlonghat area for parking of private vehicles, taxis, MUVs like Sumos, LCV, trucks and mini buses. Except for the Police Bazaar parking lot, the other two are primarily used for Buses, Shared Taxis and Goods vehicles. Photographs of a few of the Street Parking lots are given in Illustration 2-8 below Page 38

40 Garikhana Bus and Maxicab Terminal Garikhana Bus and Maxicab Terminal MUDA Office & multilevel Car Parking near Police Bazar Illustration 2-8 Off Street/Multi level parking lots Out of the four multilevel parking facilities, only the one at Police Bazar is used for parking of private vehicles. So while parking/loading and offloading of some of the goods vehicles and buses takes place inside the multilevel parking facilities at Mowlonghat and Garikhana terminals, most of the private vehicles are parked on the streets in a haphazard manner. This reduces the effective carriageway width of already narrow roads leading to congestion as shown in Illustration 2-9 below: Mowlonghat Multilevel Parking Goods Vehicles, Intercity buses and Maxi cabs Illustration 2-9 On Street Parking at Bara Bazar and Garikhana Page 39

41 Parking Analysis Indicators studied in Shillong for On Street and Off Street Parking Parking analysis indicators Parking Accumulation Parking duration Parking composition Parking demand/supply Remarks From amongst the off street and on street parking locations, the highest peak hour accumulation is observed at Mowlonghat new terminal and Bara bazaar terminal, which principally act as boarding/alighting points for passengers and goods into the city. From amongst the off street and on street parking locations, the highest peak hour accumulation is observed at Mowlonghat new terminal and Bara bazaar terminal, which principally act as boarding/alighting points for passengers and goods into the city. The composition of parked vehicles typically characterizes short duration parking, mostly having private cars and shared IPT modes in large numbers as compared to other vehicles. On the basis of Primary Survey conducted by UMTC, the parking demand/supply gap analysis for the city indicates that there is a excess demand in case of on street parking. The off street multilevel parking facilities developed by the Government, are mostly used for parking/offloading and on loading of goods vehicles and private buses. This leaves only the MUDA parking facility near Police Bazar intersection for parking of private vehicles. There is clearly a need for more off street multilevel car parking lots near all market areas specific for parking of private vehicles so as to reduce parking along the streets. (Refer Figure 2-20 for Demand Supply gap in GSPA) Page 40

42 Figure 2-20 Parking Demand/Supply Gap - after on street restrictions Off Street Parking The overall demand (1134 ECS) is found to be lower than supply 1728 (ECS). This is due to underuse of facility and difficult to access the parking entrance On Street Parking Demand for on street parking (3498 ECS) is much more than the supply (2133 ECS), leading to excess parking on the roads causing congestion. Parking Demand/Supply Gap After restricting on street parking partially/completely, the overall demand supply gap is estimated at 2487 ECS as shown in area wise break up in Fig Pedestrian Responsiveness Page 41 Steep slopes and narrow by-lanes are characteristic features of a hill town, favoring walking. Shilling has been no different from any other hill town. Beyond the relatively flat arterial roads (NH 40 and NH44) cutting through the city, most of the sub arterial and local roads have steep slopes. Walking still remains a principal mode of travel for short distance trips with nearly 51% of the total trips made in the city. However, increasing number of motorized vehicles over narrow roads of the city have left little or no space for safe and uninterrupted pedestrian movement. Mixing of pedestrian and vehicular traffic on roads leads to increasing vulnerability of pedestrians to accidents. Shillong has a core commercial centre and the entire region is solely dependent upon this core for their daily household needs and trading related Illustration 2-11 Guarded footpath on NH 40 works. Due to the reason that the core area is a Illustration 2-10 Guarded footpath on NH40

43 major commercial area, it also houses other tertiary activities, like passenger and goods loading/unloading terminal for taxis for trips destined to within city areas and suburban regions. The core area consists of Police Bazar area and the Bara bazaar, which is separated by a walkable distance of 2 kms. Other important pedestrian areas include the Institutional areas such as Secretariat complex, Don Bosco School and high end residential areas/commercial areas like Laitumukhrah and localities near Don Bosco School. Out of the total road length in GSPA, only 16% of roads have foot paths which primarily covers some part of the NH and small part of other sub arterial roads in the city. Along some stretches of the NH, guarded rails have been provided to protect the pedestrians from mixing with the vehicular traffic on the roads. As per pedestrian count surveys conducted by UMTC on major intersections, it was noted that in general morning peak for pedestrian movement is observed between 9:00 am to 10:30am, while evening peak varies between 5pm 6:30pm. The pedestrian count survey also reveals an immediate requirement for pedestrian crossing over the following: Motphran Intersection Bimola Rd Police Bazaar Intersection - Umshosam Point - G S Road IGP Point Barik Point Road - PB (oneway road) Don Bosco School Intersection - Dhankheti Road - Laitumukhrah Road The City authorities have taken efforts to create some pedestrian facilities along certain road stretches and important intersections. However, there is ample scope for further works to be undertaken in areas which are still prone to pedestrian and vehicular traffic conflict. One way streets and pedestrian only street (Police Bazar), footover bridge near Laitumukhrah on NH40 etc have been enforced but there is a lack of supporting infrastructure which could make the user s experience hassle free. Page 42

44 Illustration 2-14 Police Bazaar intersection Illustration 2-14 Umsohum point Illustration 2-12 highlights the morning activities going on near Police Bazar round about, lack of road markings and the absence of definite space for pedestrian movement creates a conflict between vehicular and pedestrian movement. The situation worsens during evening hours with increased traffic volumes. Illustration 2-14 Fully pedestrianized Police Bazar road Encroachment and poorly organized shops and layout of the Police Bazar street makes it look crowded and unattractive for tourists Traffic Management Measures In order to reduce traffic congestion in the Shillong City, a number of Short Term Traffic Management Measures have been implemented/ are being implemented by the city authorities including Urban Affairs Department, Shillong Municipal Board, Meghalaya Urban Development Authority and Traffic Police. Some of these measures include: (a) Restriction of On-Street Parking Traffic Police has curbed/ restricted on street parking along the major activity centers such as commercial areas along Police bazaar, MTC Road, Quinton road, Secretariat, IGP point, Rajbhawan, Mowlonghat- Sweeper line point while the whole of Laitumukhrah commercial area has been converted into a no parking zone to ensure that on street parking does not restrict easy movement of vehicles. In addition, as discussed earlier, the city authorities have created additional level parking lots at Page 43

45 various locations mainly near the commercial centers of Police Bazaar and Bara Bazaar so as to encourage people to use these parking lots rather than parking on road. (b) Traffic Regulation There is limited possibility of road widening along roads in Shillong due to constraints of availability of RoW. One of the measures adopted by Traffic Police to ease traffic movement along narrow roads is one way movement, wherever alternate corridors are available for movement. One Way movements have been created along roads such as Secretariat Road, Boucher Road, Keating Road, Bara Bazaar road, Sweeper lane, Jail road, Polo Road, Dhanketi- Don Bosco road (during morning hours), Raj Bhawan road to name a few, which has resulted in easing traffic movement along congested corridors. One way system and no entry System presently exists on some of the roads in the following areas. o Lumdiengri (Near NH 40 Entry point of Shillong) o Laitumukhrah Area o Police Bazaar and Secretariat Area (c) Traffic Signalisation Traffic Police had installed traffic signals at 18 important intersections in GSPA. However, it was observed that the queue length and back flow would become very long due to the operation of the signals. It was eventually decided to abandon the signalized system and presently these intersections are being manually operated. Figure 2-21 Manual traffic management at Dhanketi intersection Page 44

46 2.14. Problems and Issues Landuse Concerns Broadly the activity spread in the city is concentric in nature, with the Old City area acting as a central core and the commercial hub for the entire Shillong urban agglomeration. The residential zones (including the urban residential areas like Mawlai, Nonmynsong and Pyonthomukhrah etc) are principally dependent upon the urban commercial core of Shillong (Bara Bazar and Police Bazar). This commercial core is surrounded by the institutional areas and office complexes, further adding on to increased dependence upon the core area of the surrounding areas. Narrow and meandering roads of GSPA and terrain unsuitability further add to access constraints into the core area. Plans to develop a new satellite township to bring a balance in population distribution are being implemented Urban Congestion Figure 2-22 Concept landuse and accessibility of GSPA New Township There is Urban Congestion in inner core city areas of Shillong. In the SMB, the population density is the highest. The urban infrastructure provided in this area, by and large has became obsolete. Further 18 out of 19 notified slums are located within its jurisdiction. While the old city has maximum densities, encroachments, mixed and slow traffic and other bottlenecks, it also happens to be the business centre for major commercial activities, both wholesale and retail. The entire area is in need of urgent rejuvenation. These areas include the old city areas of Old Laban, Old Wahingdoh and Page 45

47 Congested and high density areas of Mawlonghat, Bara Bazar, Polo Bazar, Laitumkhrah bazaar and Thembijoy Traffic Congestion Traffic Congestion has been observed along major roads in Shillong mainly due to following reasons: o Rapid increase in share of private vehicles and IPT. The vehicle registration data shows that there has been an annual average increase of about 10% for a period between There has been a rapid increase in the growth of vehicles from 2001 to 2008 and the similar trend can be seen in almost all categories of vehicles. The number of registered vehicles has almost doubled from 31,000 in 2001 to 62,000 in Such rapid growth in private vehicular ownership is an indicator of increase in the purchasing capacity of the people. o Inadequate road capacity restricting expansion of road network: Most of the roads in Shillong are single lane, not sufficient for the increasing growth of traffic in the city. Limited road capacity and inability to widen the road result in traffic congestion at a number of locations within the city. o Traffic congestion, low operating speeds at major intersections in the city area and on street parking by vehicles due to inadequate parking space. o Absence of Bypass: In absence of a bypass there is intermixing of regional passenger and goods traffic with intra urban traffic. o Poor Public Transport system operated by private operators have encouraged taxis to operate as Stage Carriage and has also led to multiple increase in number of private vehicles. Page 46

48 Poor Pedestrian Responsiveness Despite the city contours favouring pedestrian movement, lack of pedestrian friendly infrastructure and facilities make them vulnerable to accidents and make the travel unsafe and unfriendly. In most of the streets, a clear demarcation for pedestrian movement causes intermixing of pedestrian and vehicular traffic. The study results show that despite some infrastructure gaps, walking still remains a favored means of movement and this needs to be considered as an incentive for providing better pedestrian infrastructure Existing Levels of Service Level Benchmarks Background Benchmarking is well recognized as an important mechanism for introducing accountability in service delivery. Sustained benchmarking can help City Authorities and utilities in identifying performance gaps and effecting improvements through the sharing of information and best practices, ultimately resulting in better services to people. Recognizing its importance, the Ministry of Urban Development (MoUD), Government of India has published a Benchmarking tool in 2010 for benchmarking of parameters for cities with the aim of developing a framework for urban transport. The published Handbook of Service Level Benchmarks (SLB), provides (i) a common minimum framework for monitoring and reporting on service level indicators, and (ii) guidelines on how to operationalize this framework in a phased manner in all cities of India. Service level performance benchmarks for urban transport have been identified for the following areas of intervention: o Public transport facilities o Pedestrian infrastructure facilities o Non Motorized Transport (NMT)facilities o Level of usage of Intelligent Transport System (ITS) facilities Page 47

49 o Travel speed (Motorized and Mass Transit) along major corridors o Availability of parking spaces o Road safety o Pollution levels o Integrated land use transport system o Financial sustainability of public transport An overall ranking would be awarded to the city based on its individual ranking obtained under each of the heads. Based on the procedures given in the handbook, suitable urban transport parameters have been ranked and their Level of Service has been calculated. The overall SLB ranking obtained for GSPA is given in Table 2-4 Table 2-4 Service Level Benchmarking for GSPA S No Benchmarks Qualification Status SLB Ranking Remarks 1 Public transport facilities 2 Pedestrian infrastructure facilities 3 Non Motorized Transport (NMT)facilities 4 Level of usage of Intelligent Transport System (ITS) facilities 5 Travel speed (Motorized and Mass Transit) along major corridors 6 Availability of parking spaces 7 Road safety 8 Pollution levels 9 Integrated land use transport system 10 Financial sustainability of public transport No -- Yes 4 No -- No -- Yes 3 Yes 4 -- Yes 4 -- Yes 2 No -- No -- No organized bus transport system in the city, Shared IPT modes commonly found -- Walking is the only NMT mode used for commuting No ITS being used currently Travel speed calculation only based on private vehicle speed -- Increased density not possible due to terrain unsuitability Absence of organized public transport Page 48

50 3.1. Vision Statement 3. Mobility Plan Strategies The Mobility Vision for Greater Shillong Planning Area is to Provide safe, efficient, and environmentally sustainable means of transportation system for improving mobility of people and goods Mobility Pillars The three most important pillars for ensuring Sustainable Mobility in urban areas are: (a) Integrated Land use-transport Planning (b) Bringing a control on movement of personal vehicles (c) Encourage Public Transport System and other Sustainable modes Sustainable Mobility however can only be ensured if the solutions are environmentally, socially and economically sustainable as presented in Figure 3-1. Figure 3-1 Sustainable Mobility Solutions Page 49

51 3.1.1 Goals Thus to ensure that mobility solutions for GSPA are sustainable and in conformity with the pillars of sustainable mobility, following Goals have been formulated: 1. Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and effective. 2. Goal 2: Ensure safety and mobility of Pedestrians by designing streets and areas that make a more desirable, livable city for residents and visitors and support the public transport system. 3. Goal 3: Decongest the core areas of the city to improve quality of life. 4. Goal 4 : Develop traffic and transport solutions that are economically and financially viable and environmentally sustainable for efficient and effective movement of people and goods 5. Goal 5: Develop a Parking System that reduces the demand for parking and need for private mode of transport and also facilitate organised parking for various types of vehicles Objectives/ Targets The Objectives and Targets for each of the Goals are given below: 1. Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and effective Objectives (a) Provide good quality of public transport system that is accessible, efficient and effective (b) Develop strategy to integrate public transport system with existing IPT System Page 50

52 (c) Develop strategies to encourage people to use public transport system and discourage use of private vehicles (d) Develop policies that encourage concentrated mixed land use development along the public transport corridors 2. Goal 2: Ensure safety and mobility of Pedestrian by designing streets and areas that make a more desirable, livable city for residents and visitors and support the public transport system. Objectives (a) To improve pedestrian facilities in areas of pedestrian concentration (b) To provide facilities to pedestrians and ensure safety to segregate their movement from vehicles along major corridors (c) To encourage pedestrian movement in heavy pedestrian movement areas and restrict use of private vehicles (d) To provide safe pedestrian facilities along major public transport nodes and transfer points (e) To develop a Pedestrian policy for safe and efficient movement of people within the city 3. Goal 3: Decongest the core areas of the city to improve quality of life. Objectives (a) Develop strategies to encourage people to shift out of the core city area into new township (b) To shift major activity centers out of the core city area Page 51

53 (c) To restrict entry of personal vehicles in the core city area and reduction of on street parking and encourage public transport and pedestrian movement in the core city area 4. Goal 4: Develop traffic and transport solutions that are economically and financial viable and environmentally sustainable for efficient and effective movement of people and goods. Objectives (a) Develop immediate / short term strategies such as traffic management and engineering solutions to ease flow of traffic at major congestion points within the city (b) Develop medium / long term measures such as construction of bypass, new link roads, road network development, flyovers, underpasses to ease traffic flow along major roads within the city 5. Goal 5: Develop a Parking Policy that reduces the demand for parking and need for private mode of transport and also facilitate organised parking for various types of vehicles. Objectives (a) Restrict On Street Parking at critical locations in the city (b) Create off Street Parking (wherever possible Multilevel Parking) near major activity centers, transit stations/terminals to meet the growing parking demand. (c) To suggest various measures through a combination of demand management and fiscal measures to restrain the demand for parking of private vehicles at critical locations. Page 52

54 3.3. Mobility Plan Approach Urban mobility solutions cannot be evolved through a single strategy. The mobility goals for GSPA will need to be addressed through a multipronged approach. The following strategies need to be adopted in tandem to meet the various goals set for GSPA. Land Use and Transport Strategy Mobility Corridor Strategy Public Transit Strategy Non-Motorized Transport Strategy Freight Management Strategy Traffic Engineering Measures Travel Demand Management All the listed strategies are equally important and the order of listing does not imply priority. Each of the broad strategies includes sub- strategies of immense importance. The strategies when implemented through specific projects shall fulfill the goals and objectives of the IMP. The sections below discuss these strategies Land Use and Transport Strategy Increasing sprawl of urban areas due to development activities adversely affects the environment as human footprint is developed over a large area resulting in increased movement from one point to another. In the wake of emerging importance to control urban sprawl and providing environmentally sustainable development options, it is necessary to approach all urban issues in an integrated manner. Figure 3-2 LUT Integration model for GSPA Page 53

55 In order to provide mobility solutions for GSPA, it is vital that there is effective integration between landuse and transport in the entire region. Without which, it will be difficult to coordinate growth in sustained manner. Mobility considerations for GSPA will have to fall in resonance with the current landuse and recommendations should result in complete harmony between landuse, transport and environment suitability Mobility Corridor Strategy By designating certain roads as primary mobility corridors, the transport corridors get a priority for increasing the throughput as well as congestion controlling techniques turn out to be more efficient as they become case specific in nature. As speed of public transport vehicles reduce, travel times increase to such an extent that commuters look for personalized modes of travel. In addition to the user travel preferences the road design and operations also have a bearing on traffic congestion. Development of hierarchy in road network of a city helps in addressing the specific problems of a particular kind of road in the entire network with specific solutions. Classification of the roads into primary, secondary and tertiary mobility corridors needs to be done so that uniform standards of road geometry, fixed type of public transit vehicles, pedestrian facilities, traffic management techniques etc can be coined down which are specific to each of the three types of roads Public Transit Strategy Figure 3-3 Hierarchical layout of road network The base year travel surveys indicate that share of trips performed through bus is a meagre 2% while IPT modes contribute to 37%. While the total share of public transport including IPT is a healthy 39%, it is necessary to achieve a modal shift in favour of bus from IPT Page 54

56 in order to achieve a better level of services on primary corridors. The current public transport arrangement of the city has nearly 5000 shared/itp modes being used as the principal means of public mobility within the urban area. Buses, being operated by the STU and a Local Association generally ferry passengers to the hinterland. Government of Meghalaya has recently acquired sanction for another 120 new mini buses for urban transport. The public transport strategy for GSPA would be derived considering all the factors of excisting situation and the best possible reorganization will be recommended to accommodate the vehicles over a newly developed hierarchical pattern of road network Non-Motorized Transport Strategy GSPA has a hilly terrain, leaving almost no scope for any means of non motorized transport, except walking which constitutes 51% of modal share. It is imperative that walking be given vital importance while providing mobility solutions for GSPA. Better facilities and safety needs to be ensured for pedestrians for a comprehensive approach in moliilty planning. Similarly, on relatively flat roads, bicycles should also be promoted. So that imcreased options are available for people to do short distance trips. The existing facilities need to be improved for better quality and capacity, as also new areas of pedestrian-vehicle conflict need to be earmarked for immediate attention Freight Management Strategy Freight movement in a city is an inevitable process of trade and economy. Traditionally, movement of goods for local consumption and sale generally takes place from a certain location within a city which is closest to the wholesale markets. In other cases where there have been successful planning interventions, the goods terminal is preferred to be located on the outskirts of the city, in order to prevent the entry of heavy vehicles into the congested parts of the city. Shillong however is an exception to this case and has the terminal (Mowlonghat) in the heart of the city. This results in the movement of heavy vehicles right upto the city centre for loading and unloading of goods. The terminal also serves for intercity buses and taxis for movement of people to nearby cities and states. Narrow width of the highways cutting Page 55

57 through the city further adds to the congestion as there is no fixed time for permitting entry and exit of goods vehicles. This leads to continous movement of heavy vehicle within the city and contesting for limited space on the Highway/city road with other private vahicles during the day hours. Strategizing Freight Movement should primarily result in easing out the congested areas from where the activity is being carried out, and relocating to an area which is better suited to the needs of the freight moving vehicles and at the same time does not hamper the urban environment with increased pollution and road congestion Traffic Engineering and Management Measures Traffic Engineering Measures generally qualify as short term measures for bringing in immediate relief from traffic problems. A combination of several measures can prove to be effective means of problem solving. These measures are generally not very capital intensive and give instant results. Road Markings Signages Intersection improvement Traffic separator/ channelizer Footpath repair works Road rectificationpatch repair Traffic Calming Techniques Signalization of intersections Resurfacing/ strengthening of road stretch Delineators One way streets Speed limits Figure 3-4 Traffic engineering & management measures Page 56

58 Illustration 3-1 Traffic management measures Travel Demand Management Travel demand management (TDM) is an intervention,(excluding provision of major infrastructure), to modify travel decisions so that more desirable transport, social, economic and/or environmental objectives can be achieved, and the adverse impact of travel can be reduced. A combination of TDM strategies and policies help reduce travel demand or redistribute this demand in space or in time. A demand management approach to transport has the potential to deliver better environmental outcomes, improved public health and stronger communities, and more prosperous and livable cities. A broad range of demand management strategies are available and can be brought to use depending on the situation and suitability. Some of the tools used for TDM are listed below. Page 57

59 Table 3-1 List of indicative TDM measures Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks and street trees Including and improving public transportation infrastructure, such as subway entrances, bus stops and routes Car parking controls and pricing Road space rationing by restricting travel at certain times and places. Road space reallocation, aiming to re-balance provision between private cars and other sustainable modes Real time traffic and parking information to share traffic loads Traffic signal co-ordination Public education and awareness programs Staggering of work and school timings 3.4. Timelines and Phasing The projects identified would be phased depending upon several criteria like the urgency of implementation, capital investment, ease of implementation, resource availability and environmental considerations. The phasing is generally done according to Long Term, Medium Term and Short Term projects. Projects which do not require high capital investment and resource allocation and would prove useful in providing instant relief to the traffic problems of the city are given high priority and fall under Short Term projects. Similarly projects requiring high amounts of capital inflow, and have other issues like land availability problems and do not cater to immediate demand are given lesser priority and fall under Long Term projects. Page 58

60 4. Mobility Plan for GSPA 4.1. Introduction Based on the aforementioned framework of the plan and the strategy for achieving the vision under realistic scenario, mobility plan elements used for GSPA are summarized as follows: Land Use and Transport Strategy o Regional connectivity o Area redevelopment o Road Hierarchy Strategy o Improving Road Network linkages Public Transit Strategy o Public transport management plan o Feeder services o Public transport infrastructure Non-Motorized Transport Strategy o Pedestrian mobility plan Freight Management Strategy o Goods Terminals rearrangement and relocation Traffic Engineering Measures o Intersection upgradation o Road section improvement Travel Demand Management o Parking management o Traffic Management The plan elements are detailed in the following sections. Page 59

61 4.2. Land Use and Transport Strategy There has been growing realization globally in the development of integrated transport strategies, in which individual policy instruments are combined to complement one another and to achieve improved performance against a given set of policy objectives. Integrated landuse transport strategies aim at the following o Reduce travel demand in terms of trip rate and trip length by rearranging activities. o Improve mobility between residences, work and services through walk, cycle and public transport o Increase the choice of available public transport and reduce reliance on cars o Encourage residents to perform short distance trips and make fewer trips by strategic relocation of activities o Support the viable operation of public transport services o Provide for the efficient movement of freight. The development and improvement strategies for GSPA have been based on an overall area development perspective and concepts of self sustainability. Land use Concepts Transport Concepts Road Network, Traffic Management Measures Integrated Landuse Transport Strategy for GSPA Area redevelopment, and infrastructure interventions for induced growth in the region Mobility management strategies for pedestrians and vehicular traffic integrated with the existing and proposed activity use Policy interventions for institutional strengthening and improved mobility for all. Figure 4-1 Landuse Transport strategy for GSPA Page 60

62 4.1.1 Regional Connectivity Regional Link Roads Shillong has traditionally witnessed growth within the city boundaries, while residential density has reached its threshold level, the suburban areas are now beginning to act as residential hubs for people commuting to the main city for work. In this context, it is felt necessary to develop the regional connectivity to all the surrounding residential hubs so that mobility becomes easier and faster to the main city. Additionally, a good regional linkage will also result in decentralization of activity from the core areas of Shillong city, and into the region, resulting in development of regional hubs. This would further develop the growth of the New Shillong Township, which is still in its nascent stages of development, details of which have been discussed in the previous chapters. In this regard, the Public Works Department (PWD) of Meghalaya has already initiated work on following road links based on the feasibility studies conducted by PWD department: 1. Additional Bye Pass road from Nongpoh to Nartiang- Khyndawsoo- Umiam Road 2. Mawlai-Umroi Airport Road 3. Mawlai- Mawiong 4. Mawlai Shillong Byepass road via Mawsiatkhnam 5. Link Road to New Shillong township CANTONMENT AREA PYNTHOMUKHRAH NONMYNSONG NONGTHAMMAI MADANRTING NH 44 Figure 4-2 Improved regional connectivity to subarban regions Page 61

63 The development of these additional regional link roads would not only improve the connectivity of Shillong city to other regions in the district, but would also improve the connectivity of Shillong city to Umroi Airport. Further, these additional regional link roads would also ease pressure on the main mobility corridors of the city such as the G.S. Road and the National Highways viz NH 40 and NH 44. Roads leading to Pynthomukhrah, Nonmynsong, Nongthammai, Madanrting and Mawlai need to be addressed as major link roads to the region. (Refer Figure 4-2). Accordingly, the road condition needs to be improved and upgraded to a minimum of two lane road with suitable road markings and barricaded intersections for avoiding accidents and pedestrian conflicts Regional Decentralisation As part of regional decentralisation, the Master Plan has proposed for development of New Shillong Township which is proposed to be located nearly 13 kms northeast of the present city from the City Centre and is accessible by a motorable District road.the proposed township will cover 10 villages viz., Mawdiang-diang, Umroh, Mawlong, Diengiong, Umsawli, Mawkasiang, Madansaisiej, Mawpdang, Siejiong and Tynring. It is proposed that Government office would be shifted to the New Township so as to encourage residents and other activities to shift to the township and decongest the existing city of Shillong. It is also proposed that other districts and sub divisional headquarters should develop necessary infrastructure within their jurisdictions in order to reduce influx to the capital city. Page 62

64 KM: 72/260 OF NH40 KM: 61/800 OF NH40 KM: 0/000 OF BYPASS KM: 35/500 OF NH44 KM: 49/650 OF BYPASS Comprehensive Mobility Plan for Shillong- Final Report Development of Bypass Owing to severe traffic congestion on NH-40 which passes through the heart of the city, construction of NH bypass connecting NH.40 on G. S. Road and NH 44 on Jowai Road is of prime importance to relieve traffic congestion on the approach road to the city and for inducing development near New Shillong Township. In the absence of any arterial bypass link the G. S. Road is functioning as the major link for Mizoram, Tripura, Manipur, Silchar (Assam) and large volume of passengers and goods movement takes places inside the core area of Shillong city causing congestion, pollution and accidents. With the construction of the NH Bypass, the problem of traffic congestion within the town will ease considerably. NHAI is already started work on developing a 2 lane Shillong Bypass starting from BaraPani connecting NH 40 and NH 44 for a length of 47Kms. To Guwahati Kyrdemkulai Umphi Umsning Umiarong R I - B H O I RIAT KHWAN R.F NH-40 Umtrew NH-40 Umj-Jew SHORT ROUND P.F SHYRWAT P.F Nongkseh SHILLONG Kleng Mawkynring Mawkhanu Umsaw Lumdengsal Nonghali Mawtawar Umsawti Mawlong Mawsharoh Sweet Falls Open Pine LAITKOR P.F Mawlyndep Umphyrnai Pamnakarai Lymlyer Bhoilasa Nongluni Nongjri Nongkya Mynsain Mawthei Barkhat Mawtneng Umroi Umsawriang Bhoilymbong Mawkhan Mawjain Sohpetbneng Umeit Lal Charai Mawpen Sumer Umden Umket Umrablei Japkynthei Jamyrdoh Umtung Mairung Umbir Nongsder Umrynjah Lumshiap Umsarang Nangtraw Rangmen Umphrew Barapani Umsohpha Umpling NH-44 Mawdiangdiang Tynring Dingpasoh Mawkhaseng Mawiong Mawpdang Thangshalai Ryngksaw Ksehoongdeng Open mixed jungle NH-44 Pamura Um-Niliw River mainly pine MAWRYNGKNENG Nongplit Puriang Open mixed jungle Open pine Mawber Figure 4-3 Shillong bypass road alignment To Jowai 8km NH-44 The existing road is an intermediate bituminous lane for the initial 16 km (Barapani to Bhoilymbong). From the km 16 to km 20 point, the stretch is intermittently bituminous. For the rest of the length, earthen formation / Katchcha track exists. Important settlements along the alignment are Indian Council for Agricultural Research (ICAR) Campus, Umroi Village, Military Station, Bhoilymbong Village, Thangsalai Village, Dingpaso Village and Mawrynkneng Town. An index map and location plan of the Project Highway is given in Figure 4-3. Page 63

65 4.1.4 Area Redevelopment Plan Bara Bazar With a multifaceted commercial nature of the Bara Bazar area, it is seen that people from within the city and outside regions frequently visit the area. The proximity of the transport hub and activities like retail commercial and wholesale trading for decades has resulted in severe degradation of the area and its environs. A redevelopment plan is thus proposed, so as to retain its importance as a trading and commercial hub, at the same time, improve the overall appearance and the surroundings so that it becomes an attractive and a more livable area. The principle tools used in the redevelopment plan are (Refer Figure 4-4) 1. Activity decentralization a) Shifting of bus/truck terminals (Mowlonghat, Bara Bazar and Syndicate Bus Stand) at identified locations to the peripheral areas/ proposed locations as given in the section on Freight Management. b) Shifting of wholesale market (Bara Bazar) to the nearby peripheral areas/ proposed locations and integrating it with the truck terminals. 2. Development of pedestrian infrastructure and open areas a) Improvements in urban services like provision of drains, public conveniences, drinking water, street lights etc. b) Paving of street with anti skid paving material c) Plantation along sides of the road d) Street furniture, street lighting, dustbins, street benches e) Provide Escalators on existing staircases at two locations connecting Police Bazar and Bara Bazar 3. Vehicle restrictions into the area with a revised circulation plan a) Improving capacity of multilevel parking areas surrounding Bara bazaar, and making parking insider designated parking areas compulsory. Page 64

66 a) Differential parking rates for off street and on street parking. Telescopic increase in off street parking rates. b) Circulation plan improvement for vehicles to avoid their entry into Bara Bazaar from all directions. Entry #1 NH 40- Garikhana Side No entry to motorized vehicles permitted beyond Garikhana Bus stand. Entry # 2 U turn at Motphran from Wahingdoh Road and return by Mawkhar Road Entry # 3 Continuous movement from Police Bazar Intersection via Bimola pharmacy point and exit from Mowlonghat to Anjali Cinema Illustration 4-1 Locations identified for installing escalators 4. Legitimate loading and unloading of a vehicle can take place outside the 9am 8 pm restricted access hours. Within those hours the Pedestrian Zone has a restriction of no loading/no stopping at any time. Vehicles found in the zone without permission will be issued with an instant Penalty Charge Notice. 5. Additional parking space for private vehicles/taxis on all major access points in existing or proposed multilevel parking lots. 6. Vehicle stickers would be provided for the vehicles of residents to allow them entry into the residential areas Page 65

67 The main advantage of pedestrian streets are given below: Preserving central city functions Facilitating access for shoppers Enhancing city's image Reducing noise and air-pollution Improving a city's appearance. Implementation of these projects across the globe have revealed that the number of consumers have increased, as did the amount of retail trade. Counter-intuitive as it may be, pedestrian malls have proven to be successful despite people's car dependency. Eventually, pedestrian malls had demonstrated their value to such an extent that many storekeepers stopped opposing pedestrian zones along their storefronts. Another advantage to this is a nicer, cleaner, and quieter central area. The addition of channels for water, flower boxes, showcases, water sculpture, mushroom-shaped shelters, seats and special street lighting, greenery, trees, and outdoor cafes all give character to the city. In India, in hilly terrains like Shimla, Himachal Pradesh, certain areas such as mall road with heavy mixed vehicle and pedestrian movement have now been pedestrianised as shown below Page 66

68 Figure 4-4 Core Area Redevelopment Plan

69 4.1.5 Road Hierarchy Strategy The NH passing through Shillong serves a variety of functions, including but not limited to the provision of direct access to properties, pedestrian paths, bus routes, private vehicles and catering for through traffic that is not related to immediate land uses. Apart from the NH, most other roads serve more than one function to varying degrees, but it is clear that the mixing of incompatible functions has been leading to problems. A road hierarchy is a means of defining each roadway in terms of its function such that appropriate objectives for that roadway can be set and appropriate design criteria can be implemented. These objectives and design criteria are aimed at achieving an efficient road system whereby conflicts between the roadway and the adjacent land use are minimised and the appropriate level of interaction between the roadway and land use is permitted. The Figure 4-5 Road hierarchy system road hierarchy can then form the basis of ongoing planning and system management aimed at reducing the mixing of incompatible functions. The three tier hierarchy has been designed for the road network in GPSA as given below: Table 4-1 Road hierarchy system suggested for GSPA Level One (L1) NH-40, NH-44 Specific Interventions Barricaded footpaths on both sides of min 1.5 m width along the entire length of road running across urban areas Average road width with kerbs not less than 7.5m, wherever possible Precast concrete medians near all intersections Compulsory signalized intersections Road markings for Centre line, lane line(wherever possible),stop line, border edge line, yellow box junction and pedestrian crossing)

70 Towards Upper Shillong Garikhana MES Point Bara Bazar Anjali Cinema Laban Mawkhar Civil Hosp. Police Bazar Jail Rd. IGP Point Malki Point NE Hill University Polo Bazar Raj Bhavan Dhanketi Laitumukhrah Don Bosco School Fire Brigade Lalchand Basti Neigrims Happy Valley Comprehensive Mobility Plan for Shillong- Final Report Level Two (L2) MDR32 (NEIGRIHMS Road), Keating Road, Umpling Road, Jaiaw Road, Garikhana Road Polo road etc. Specific Interventions Average Road width not less than 5.5m Barricaded footpath near intersections Footpath of minimum 1.2 m width on atleast one side of the road Siganalized/Manually operated intersections Precast concrete medians near all intersections (wherever possible) Road markings Centre line, lane line(wherever possible),stop line, border edge line, yellow box junction and pedestrian crossing Refer Table ) Level Three (L3) Specific Interventions All other roads (except kuchcha roads) Road markings - border edge line Footpath of minimum 1.2 m width on atleast one side of the road To Guwahati NH 40 NH 40 L-1 Road To Cherapunji Figure 4-6 Road hierarchy plan for GSPA NH 44 To Jowai and Silchar L-1 Road L-1 Road Page 69

71 As discussed earlier in the report, about 71% of the roads in the GSPA have a Right of Way less than 10 m and balance 29% of the roads have a Right of Way between 10m to 25m. A typical cross section of both these two category of roads is given below: Type 1 Very narrow streets (Less than 10m) These Streets have a Right of Way of less than 10 m. The amenities such as streetlights and signage s should preferably be mounted on walls of adjacent properties to maximize the clear space available for movement. On streets that are of width 7 meters or more a footpath cum multi-utility zone should be provided to accommodate elements such as streetlights, entrance, exit ramps, steps, trees and pedestrian refuges. As all the users share the same space it is necessary to have traffic calming measures to discourage speeding. Intersections with main streets should be designed to discourage the entry of through traffic. Figure 4-7 Typical Cross Section of streets less than 10 m RoW Page 70

72 Type 2 The basic streets (Typical RoW 10 to 25m) The basic street consists of a central MV lane of 5.5 m going upto a maximum of 13 m. Vehicular traffic speeds are relatively low on these streets. A median may be provided to separate traffic moving in opposite directions provided the minimum clear width lane of MV lane on either side is atleast 5.5 meters and footpath width of 1.5 m. A multi-utility should be provided to protect pedestrians from traffic and accommodate supporting amenities such as para transit stands, trees, streetlights and signages. On streets with shop fronts, a frontage zone is desirable in front of the shops. Figure 4-8 Typical Cross Section of streets ( 10 m to 25 m)row Page 71

73 4.3. Public Transit Strategy The public transit strategy for GSPA has been culminated using a three pronged approach. 1. Mobility Corridors 2. Feeder network and clusters 3. Public transport infrastructure Mobility Corridors The mobility corridors have been identified by UMTC based on parameters like traffic volume on these routes, Origin- Destination Pattern road condition, settlement location, population density and projected scope of development and major activity centers and residential areas. Based on the above parameters, 5 primary mobility corridors have been identified and are listed below and as given in Figure 4-. Route One (R-1) Mawlai to Nongthymmai, via Polo Bazar and Raj Bhavan Route Two (R-2) Mawlai to NEIGRIMS via Polo Bazar Route Three (R-3) Mawlai to Upper Shillong via District Council Point Route Four (R-4) Upper Shillong to Happy Valley via Dhanketi Route Five (R-5) Polo Bazar to NEIGRIMS via Laitumukhrah Page 72

74 The existing PPHPD on the 5 main corridors of the GSPA are given in Table below: S.no Name of Corridors Existing PPHPD 1 Mawlai to Nongthymmai, via Polo Bazar and Raj Bhavan Mawlai to NEIGRIMS via Polo Bazar Mawlai to Upper Shillong via District Council Point Upper Shillong to Happy Valley via Dhanketi Polo Bazar to NEIGRIMS via Laitumukhrah 1700 Presently, Shared Taxis provide means of public transport to the residents of the region. However, their service is unregulated and their haphazard pick up and drop off points further leads to congestion on roads. In addition, the average area per passenger for a shared taxi (Maruti 800) is 1.60 sqm as compared to a 0.90 sqm for a 13 seater mini bus. On the basis of Primary survey conducted by UMTC, it has emerged that more than 62% of the trips are made by IPT modes and only 4.7% by Private buses. Thus, there is a strong need for introducing organized public transport system in the city. Therefore, considering the limited road capacity and low PPHPD, it is advisable to go for a regulated public transport system on main corridors of the city, which are wide enough for easy movement of mini buses. Page 73

75 Shillong is in process of acquiring new buses from the JNNURM Bus Purchase Scheme in The Public transport strategy for Shillong has been framed in the ambit of the above mentioned facts and assumptions. On the basis of discussions with various stakeholders, Urban Affairs Department has decided to run buses on the following routes as given in Figure 4.8. I. PROPOSED ROUTES FOR MINI BUSES Sl. No. Station Proposed Routes Remarks 1 Mawiong 1(a) Mawiong/Mawlai to Police Bazar 1(b) Mawiong/Mawlai to Mawlonghat 1 Mawiong/Mawlai to Polo Bazar 2 Mawblei 2(a) Mawblei to Police Bazar 2(b) Mawblei to Mawlonghat 2 Mawblei to Polo Bazar 3 Umpling/ Nongrah 3(a) Umpling/Nongrah to Police Bazar 3(b) Umpling/ Nongrah to Mawlonghat 3 Umpling/ Nongrah to Polo Bazar 4 NEIGHRIMS 4(a) NEIGHRIMS to Police Bazar 4(b) NEIGHRIMS to Mawlonghat 4 NEIGHRIMS to Polo Bazar Note: During School hours destination of those buses earmarked for schools will be towards Laitumkhrah area 5 Lumparing/ Lawsohtun 5(a) Lumparing/ Lawsohtun to Police Bazar 5(b) Lumparing/ Lawsohtun to Mawlonghat 5 Lumparing/ Lawsohtun to Polo Bazar 6 Upper Shillong 6(a) Upper Shillong to Police Bazar 1 The Ministry of Urban Development, GoI, granted funds to GoM for purchase of 120 buses for public transport within Shillong city in the year The grant was given under the scheme titled Financial Assistance to JNNURM cities for Purchase of Buses for Urban Transport launched in the year Page 74

76 6(b) Upper Shillong to Mawlonghat 6 Upper Shillong to Polo Bazar II. PROPOSED ROUTES FOR STANDARD BUSES Sl. no Station Proposed Routes 1 Mawlonghat Shillong to Nongpoh 2 Mawlonghat Shillong to Umroi/ Bhoi Rymbong 3 Polo Shillong to Diengpasoh 4 Mawlonghat Shillong to Jowai 5 Mawlonghat Shillong to Mawkynrew/Smit 6 Mawlonghat Shillong t Sohra/Mylliem 7 Mawlonghat Shillong to Pynursla 8 Mawlonghat Shillong to Mawphlang Page 75

77 Comprehensive Mobility Plan for Shillong- Final Report To Guwahati NH 40 NH 40 Neigrims Lalchand Basti Polo Bazar Mawkhar Garikhana Jail Rd. Bara Bazar Police Bazar Anjali Cinema Raj Bhavan IGP Point MES Point Civil Hosp. Laban Laitumukhrah NE Hill University Malki Point Don Bosco School Dhanketi Fire Brigade MES Point Towards Upper Shillong Happy Valley R1 (Mawlai - Nongthymmai via Polo Bazar and Raj Bhavan) R2 (Mawlai - Neigrims via Polo Bazar) R3 (Mawlai - Upper Shillong via District Council Point) R4 (Upper Shillong - Happy Valley via Dhanketi) R5 (Polo Bazar - Neigrims via Laitumukhrah) To Cherapunji NH 44 NH 44 To Jowai and Silchar NH 40 Neigrims Lalchand Basti Polo Bazar Mawkhar Garikhana Jail Rd. Bara Bazar Police Bazar Raj Bhavan Anjali Cinema IGP Point MES Point NE Hill University Civil Hosp. Laban Malki Point Laitumukhrah Don Bosco School Dhanketi Fire Brigade Towards Upper Shillong Happy Valley R1 (Mawlai - Nongthymmai via Polo Bazar and Raj Bhavan) R2 (Mawlai - Neigrims via Polo Bazar) R3 (Mawlai - Upper Shillong via District Council Point) R4 (Upper Shillong - Happy Valley via Dhanketi) R5 (Polo Bazar - Neigrims via Laitumukhrah) Figure 4-7 Mobility Corridors Page 76 NH 44

78 Towards Upper Shillong MES Point MES Point Anjali Cinema Civil Hosp. Malki Point Polo Bazar Dhanketi Fire Brigade Lalchand Basti Neigrims Mowlonghat Route Happy Valley Police Bazar Route Polo Bazar Route Station to Station Route To Guwahati NH 40 To Cherapunji NH 44 To Jowai and Silchar NH 40 Neigrims Polo Bazar Lalchand Basti Anjali Cinema MES Point Civil Hosp. Malki Point Dhanketi Fire Brigade Towards Upper Shillong MES Point Happy Valley Mowlonghat Route Police Bazar Route Polo Bazar Route Station to Station Route Figure 4-8 Bus Routes NH 44

79 4.3.2 Feeder Services Shared Taxis Feeder Services are generally defined as supplementary services to the principal mode of public transport in a city. The effectiveness of a public transport system for any city relies upon the level of integration between all levels (Primary, secondary or tertiary) in the system and ensuring maximum area coverage. There are close to 5500 shared taxis operating in GSPA. As proposed earlier, the new buses procured under the JNNURM scheme would act as primary means of public transport. As the bus routes identified cannot cover the city completely, a feeder system is further proposed, wherein the existing number of taxis can provide feeder services to the buses. The taxis shall be restricted from entering the L1 roads as much as possible so as to avoid competition with the buses. They could only be operated on L2 and L3 roads for covering the inaccessible areas of the city. Thus, under the provisions of Section 74 of the Motor Vehicles Act, the existing permit system of taxis would need to be modified. The RTO may change the permit system so as to restrict the movement of the taxis within a certain area or Route as may be specified by the RTO Public Transport Infrastructure (a) Bus Depots As stated previously, in order to ensure operational efficiency of the public transport network it is necessary that there should be proper integration of the primary, secondary and tertiary route networks so as to have smooth functioning of the bus operating system. In this context, the location of the terminals plays a major role in successful operation of the system. Bus terminals are critical for providing seamless inter and intra modal transfers and generally have features such as easy accessibility using bus bays / platforms, passenger amenities / information / conveniences / reservation / off board ticketing facility besides parking and are

80 generally large sized and a end-of-the-corridor facility. The size of the terminal and the extent of amenities envisaged there depend upon the quantum and intensity of operations. Depending upon the type of operations, bus terminals can be categorised as origindestination point terminals and transfer point terminals and accordingly the facilities in these terminals may differ. While depots act as embarking/disembarking points, there are also crucial for bus parking, maintenance and bus interchanges. Additionally, the location of Depots should be neither too close not too far from the area of operation to avoid road congestion and dead mileage of buses. Thus following depots are being proposed to be set up as part of introducing city bus service in Shillong. 1. Mawpret near Mawblei 30 buses 2. Upper Shillong- 20 buses 3. Mawiong near Mawlai- 20 buses 4. Mawdiangdiang (near NEIGRIMS)- 20 buses (b) Bus Terminals/Interchange points While the above three mentioned bus depots would act as terminal stations for R1, R2, R3, R4 & R5. Smaller scale infrastructure for installing a Terminal station would be required at Polo Umshing (near NEHU campus), at Laitkor near Happy Valley. (c) Bus Stops Distance between any two bus stops should not be less than 0.5 km and not greater than 1.5 kms. The location of bus stops should not be right at any intersection but should be located after the intersection. There should be a walking distance of atleast meters from each bus stop to the nearest road intersection. This may be specific to hilly regions as installing a bus stop at an interchange could result in causing traffic snarls along the road due to stoppage of buses for picking up/dropping off passengers. Page 77

81 The Traffic Police has proposed a list of Bus Stops to be renovated constructed for introducing the city bus service, details of which is given in the Annexure A. Total no of Bus Stops Existing To be renovated New construction Non Motorised Transport Strategy Non Motorized Strategy generally covers all modes of non motorized transport like walk trips (pedestrians), bicycle trips, hand carts, cycle rickshaws etc and gives recognition to their presence besides laying out strategies for their usage and looks into supporting infrastructure for these modes in the city. GSPA being a hilly terrain, mostly witnesses walk trips that are in dominance. Use of bicycles, handcarts, cycle rickshaws and other forms of NMT are not popular in the region as their use is not supported by the terrain conditions. In view of the above, a pedestrian plan is recommended for the region Pedestrian Mobility Plan A brief inventory of recommendations for pedestrian facility improvement is listed below. a) Interventions to be made in the form of the following : Pedestrian friendly road markings Footpath development setting up pedestrian crossing facilities over intersections and installing suitable street furniture Covering of open drains Signalization of intersections Area pedestrian plan b) Target areas for development of pedestrian infrastructure Police Bazar Bara Bazar stretch Page 78

82 Bara Bazar Garikhana stretch Bara Bazar intersection Polo Bazar area Laitumukhrah market The pedestrian mobility plan for GSPA is given at Annexure. The salient features of the Pedestrian Mobility Plan are given below: (i) Development of Grade Separated Pedestrian Crossing Facilities at following locations 1. Police Bazaar : 7 arm grade separated pedestrian crossing facility at Police Bazaar. Due to strategic location i.e. being near School in consultation with the stakeholders such as Urban Affairs Department and Traffic Police, the following grade separated pedestrian crossing facilities are being proposed for the Shillong city 2. Don Bosco Square Laitumkhrah: Near Rympei theatrical center café running across to pavement in front of Don Bosco Youth center and one arm towards the Bus Stand in front of St.Anthony s School. 3. Dhanketi Point: Pavement in front of Loreto Convent Gate towards Dhankheti parking lot and continuing towards pavement in front of Eldorado. 4. St Edmunds Gate towards the Agricultural Gate 5. Step by Step School Point at Barik: Pavement in front of school entrance to the other side of the road. 6. Sawlad Point: From near Holy Child School towards pavement on the opposite side. (ii) At Grade Pedestrian Crossing Facilities: Due to very high pedestrian and vehicular conflicts, pedestrian signals need to be installed over the following intersections immediately: 1) Police Bazaar intersection Page 79

83 a) Road to Bara bazaar from Hotel Centre Point b) GS Road 2) IGP Point 3) Motphran 4) Don Bosco School 5) Dhankheti 6) Barik Point 7) Sawlad Point (iii) Restricting vehicle movement along major activity area with heavy pedestrian movement Police Bazar and Bara Bazar are the major activity centers of the city with retail and wholesale trading centers of the Shillong area. It has high pedestrian movement during peak hours and G.S. Road connecting the two commercial centers also has high vehicle movement. Therefore the entire area is in need of urgent rejuvenation (iv) Footpaths needs to be developed for about 18 kms of stretch on a priority basis along G.S. Road, Keating Road, NH 40, NH 44, Bara Bazar Road and other stretches as detailed in the Pedestrian Mobility Plan. (v) Streetlights needs to be developed for about 12 kms of stretch on a priority basis along G.S. Road, Keating Road, NH 40, NH 44, Bara Bazar Road and other stretches as detailed in the Pedestrian Mobility Plan Freight Management Strategy Development of Wholesale hubs The absence of a bypass for goods vehicles destined to other North Eastern states and the strategic location of the trading centre in the core area of the city is the prime reason for the congestion on the city roads. Loading and unloading work takes place near the heart of the city in Bara Bazar (Garikhana and Mowlonghat). Movement of goods vehicles into the city is a Page 80

84 continuous process throughout the day as the vehicles tread through a narrow hilly terrain (NH40) and stoppage of more than a few hours could lead to a backflow affecting movement of other vehicles on the NH. Such a situation warrants the need for development of the bypass road on priority. Additionally, within the city, major corridors for truck movement like the NH40 and NH44 need to be relieved from all day movement of the trucks, hence construction of truck/goods terminal at the edges of the city needs to be taken into consideration in order to prevent heavy goods vehicles from entering into the city limits. As a preliminary step, movement of trucks into the city should only be permitted between 8:00 p.m to 8:00 a.m and hence day parking provisions need to be developed at all the NH entry points of the city Site for Goods Terminal/Truck Terminus It is proposed to set up wholesale activities in 3 locations namely; (i) At suitable site in Upper Shillong and road leading to Shillong Peak (ii) At suitable site near Mawdiangdiang / New Shillong Township (near the proposed NH By pass) (iii) At Mawiong Page 81

85 4.6. Traffic Engineering Measures Intersection Improvement Plan Traffic intersections are complex locations on any highway. This is because vehicles moving in different direction want to occupy same space at the same time. In addition, the pedestrians also seek same space for crossing. Drivers have to make split second decision at an intersection by considering his route, intersection geometry, speed and direction of other vehicles etc. A small error in judgment can cause severe accidents. It also causes delay and it depends on type, geometry, and type of control. Overall traffic flow depends on the performance of the intersections. It also affects the capacity of the road. Therefore, both from the accident perspective and the capacity perspective, the study of intersections very important for the traffic engineers especially in the case of urban scenario. A review of network of road network characteristics indicates ineffective traffic management. Traffic congestion has been observed at majority of intersections due to poor geometry (low turning radius, steep vertical gradient), restricted road width due to on street parking and disorganized traffic movement. Most of the traffic management at Intersections in the Shillong is in its infancy and enforcement mechanism is weak. Even the road users are unaware about the rules of the road. Stray provisions of road signs and pavement markings have been observed and traffic signal installed at the intersections are not functional (e.g. Anjali Point, Rhino Museum junction, Howel point, Civil Hospital, Dhanketi, Nongrim etc). Road surface conditions also needs improvement (free from potholes/cracks) for safe and efficient traffic movement. General Recommendations for Short term/temporary Improvements (a) Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line, pedestrian crossing, chevron & diagonal marking in core area of physical traffic separator, marking near parking area and restricted entry/exit to be done as per IRC:35:1997 specifications. Proper pedestrian marking with stop line to be done wherever the pedestrian crossing the road from one side to other. (b) Traffic Control Devices: Traffic signal, stops sign, pedestrian crossing, no stopping/no standing, no parking, overtaking prohibited, left turn prohibited, right turn prohibited and other devices to be installed as per requirement. Place identification sign need to be Page 82

86 installed at each and every intersection. Direction sign & advance direction sign to be installed at 150m & 500 m in advance before the approaching intersections. Traffic sign related to approaching junction like, T-Intersection, Y-Intersection, and round about sign etc. to be installed 50m before the junction from each direction. One way/ two way traffic direction hazard marker sign to be installed on traffic island, separator & traffic rotary. (c) Traffic Signal: Existing traffic signals need to be made functional and movement timing to be synchronized as per priority movement of peak hour traffic. Traffic signal at major intersections like MES Point, Rhino Point, Polo Bazar, Police Bazar, Anjali Cinema, Howel Point, Barik, IGP Point, Dhankheti, etc. may be installed/repaired to control the peak hours traffic movement. Amber Blinker to be provided near small road junction and near pedestrian crossing. (d) Traffic Separator/Channelizer: Traffic separator to be provided at major X & T intersection to segregate and direct the traffic to their respective direction. (e) Traffic Marshal: Traffic Marshal to be deputed in different location at intersection to control the misconduct traffic entry. (f) Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye s to be installed at hazardous location to direct the traffic. Reflective cat eye s to be installed both end of pedestrian pavement marking to indicate the pedestrian crossing. (g) Delineators: Traffic Delineator to be avail at each and every hazardous location like, island, sharp curve location, near sharp turning, separator etc. so the the hazard area to be clearly viewed to the commuters/road users. (h) Construction/repairing of Pedestrian Footpath: Construction of new footpath & reconstruction/repairing of existing footpath are required to make it available for pedestrian movement and direct them to the nearest pedestrian crossing location. (i) Rectification of existing road and pothole & patch repair: existing pavement to be repaired. The location wherever pothole and patches and segregation are developed in top surface of existing road needs to be rectified for safe and smooth traffic flow. Page 83

87 4.7.1 Police Bazaar Intersection (a) Description of Intersection: This 7 arm Intersection is the main commercial hub of Shillong and has movements in the direction of G.S Road (towards Secretariat), Oakland Road (towards Pegasus Crown Hotel), Jail Road, Quinton Road, Police Bazar Road (Pedestrian only), G.S Road (towards Bhimola Pharmacy Point) and Keating Road (One Way movement only). On the basis of Primary Survey, the peak hour traffic movement is between 16:30 to 17:30 pm (2858 PCU/ Hr) with main traffic movement on the G.S Road towards Bhimola Pharmacy Point (1649 PCU/Hr). The Traffic Flow diagram of Police Bazar Intersection is given in Figure below. The Pedestrian movement along this intersection is about 5733 persons/ Hr during Peak Hour between 17:15 pm to 18:15pm. The V/C Ratio on the main G.S road from Center Point to Bhimola Pharmacy Point is 1.4. Due to very high pedestrian movement and vehicular traffic during evening hours, PV2 value is extremely high (22.7 x108 ) across GS Road while Umchosham point (Bimola) reflects high PV2 at 18 x108during evening peak hours. Oakland Road and Keating road however being one way roads have high PV2 due to heaviest pedestrian movement. The PV2 values for these roads are 10.3 x108 and 3.6 x108 respectively. (b) Main Activity near Intersection : Retail commercial activity and main commercial hub (c) Existing Situation o Deteriorated traffic circulation and non functional traffic signal o Lack on traffic sign/ non standard traffic sign o On street parking causing hindrances for smooth traffic movement o Heavy at-grade pedestrian movement without any facility i.e. pedestrian pathway, footpath, pedestrian subway/ footover bridge, pedestrian marking etc. o Week road surface and potholes/patches o Two-way traffic movement from narrow sector road Page 84

88 o Steep Gradient on Keating Road & Police Bazar Road (d) Recommendations for Junction Improvement i. Grade separated Pedestrian Crossing between Quinton Road, Police Bazar, GS Road and Keating Road. ii. iii. iv. Restriction of on street parking at approaches: Allow only pick-up and drop at Bus-stop The existing Roundabout should be reduced with Channelising Islands along the G.S Road, Quinton Road, Jail road for directional Movement of traffic Improving vertical gradient : The gradient of approach of Keating Road at police bazaar should be improved at a level to allow smooth entry of vehicles (shared taxis) from Keating road to Police Bazar v. Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line, pedestrian crossing. vi. vii. viii. Road Signs:, stops sign, pedestrian crossing, no stopping/no standing, no parking, overtaking prohibited, left turn prohibited, right turn prohibited and other devices to be installed as per requirement Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye s to be installed at hazardous location to direct the traffic. Reflective cat eye s to be installed both end of pedestrian pavement marking to indicate the pedestrian crossing. Right turn has been prohibited at all arms of the junctions to permit smooth functioning of the rotary junction. Page 85

89 4.7.2 Dhankheti Intersection (a) Description of Intersection: This 4 arm Intersection on NH 44 has movements in the direction of NH 44 (Malki Point, Fire Brigade point), Don Bosco School and Lachumiere. On the basis of Primary Survey, the peak hour traffic movement is between 7:45 to 8:45 am (5723 PCU/ Hr) with main traffic movement towards Don Bosco School (1884 PCU/Hr). Heavy Light vehicle movement is observed on this intersection moving from Don Bosco School for Schools, which is One Way from 7:00 am to 9:00 p.m. (b) Main Activity near Intersection : Proximity to Don Bosco School (c) Existing Condition o Non functional existing traffic signal o Minimum/weak & non standard traffic sign o No proper acceleration/deceleration lane o Deteriorated traffic circulation o Steep gradient of Eastern Command & Cherapunji approaches o Sharp left running radius (d) Recommendations for Junction Improvement i. Outer edge & corner area near junction to be improved as per available of Land. ii. Junction to be improved with providing proper acceleration/ deceleration lane towards Malki Point( as per availability of space) iii. Turning radius to be improved (R=15-25m required) iv. Traffic devices to be installed as per requirement as indicated as per IRC:67:2001 specifications v. Traffic signal to be made functional and signal timings to be synchronized. Priority to be decided as per maximum turning traffic in peak hours vi. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) vii. Road marking to be done as per IRC:35 specification viii. Rectification and potholes repair to be done on existing road Page 86

90 4.7.3 Fire Brigade Intersection (a) Description of Intersection: This 3 arm Intersection is located near Fire Brigade station and is located at the juncture of NH with road leading to Nongrim hills. It is a major intersection in terms of the traffic volume and witnesses a daily traffic ranging from 30,000 to 35,000 PCU. Morning peak is obtained between 7:30 am to 8:30 am (6615 PCU/hr) while Evening peak can be observed between 6:15 pm and 7:15 pm (2173 PCU/hr). The V/C ratio on Fire Brigade intersection has been obtained as 1.1. (b) Main Activity near Intersection : NH movement to Jowai/ Silchar and proximity to Laitumukrah commercial center (c) Existing Condition (i) Minimum/ weak & non standard traffic sign (ii) Sharp left running radius (iii) Deteriorated traffic circulation at 3 junction in very closed distance (iv) On street parking making hindrances for traffic movement (v) Poor condition of road surface (d) Recommendations for Junction Improvement I. Outer edge near junction to be improved as per available of land II. Turning radius to be improved (R=15-25m required) III. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications IV. One-way traffic movement to be strictly followed surrounding the Legwrynghep ground park area V. Street parking to be restricted near Legwrynghep ground VI. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) VII. Road marking to be done as per IRC:35 specification (refer separate drawing) Page 87

91 4.7.4 Don Bosco School Intersection (a) Description of Intersection: This 4 arm Intersection near the Don Bosco Institutional area has movements in the direction of Dhanketi and Laitumukrah and one way movement towards Raj Bhawan and from Upland road (Towards NEHU campus). On the basis of Primary Survey, the peak hour traffic movement is between 7:30 to 8:30 am (4929 PCU/ Hr) with main traffic movement towards Dhanketi (1836 PCU/Hr). Heavy Light vehicle movement is observed on this intersection moving from Schools in the region for Schools, which is One Way from 7:00 am to 9:00 p.m. The Traffic Flow diagram of Don Bosco School Intersection is given in the support document. The Pedestrian movement along this intersection is about 4200 persons/ Hr during Peak Hour between 2:00 pm to 3:00 pm. The V/C Ratio on the Don Bosco Road towards Laitumukrah is 1.4. The PV 2 value is observed to be very high due to heavy vehicular traffic along all roads forming the intersection. Vehicular traffic is exceptionally high along Dhankheti and Laitumukrah resulting in a PV2 value of 17.1 x10 8 and 12.8 x10 8 respectively during morning hours. Additionally, Laitumukrah also witnesses a high PV2 of around 25x 10 8 during evening peaks. Rajbhavan road and Upland road on the other hand have lower PV2 values which are well within the threshold of 2 x10 8. (b) Main Activity near Intersection : Don Bosco School and other educational institutions (c) Existing Condition (i) Deteriorated traffic circulation and non functional traffic signal (ii) Lack on traffic sign/ non standard traffic sign (iii) On street parking causing hindrances for smooth traffic movement (iv) Sharp left turning radius Page 88

92 (v) Deteriorated/week road surface and potholes/patches (vi) Non standard Traffic Rotary in centre. (vii) Two-way traffic movement from narrow sector road (d) Recommendations for Junction Improvement i. Rotary to be developed as per available space and corners to be improved at three locations as per availability of space ii. Turning radius to be improved (R=15-20m required) iii. Sector road to be made one-way traffic circulation in peak hours time as indicated iv. Traffic devices to be installed as per requirement as indicated as per IRC:67:2001 specifications v. Footpath near junction to be provided for movement of pedestrian (100m length min.) vi. Road marking to be done as per IRC:35 specification (refer separate drawing) vii. Signal to be made functional and rotary can be operate with traffic signal in peak hour time. viii. Rectification of existing road and pothole repair to be done Page 89

93 4.7.5 MES Point (a) Description of Intersection: This 4 arm Intersection is the on the outer point of Shillong city on way to Cherrapunji and has movements in the direction of NH 40 (from Jhalupara), NH 40 (towards Cherrapunji), NH 44 (towards Anjali Cinema), Clifford Road (towards Eastern Command). On the basis of Primary Survey, the peak hour traffic movement is between 8:45 to 9:45 am (5781PCU/ Hr) with main traffic movement on the NH 44 towards Anajli Cinema (1977 PCU/Hr). Heavy vehicle movement is observed on this intersection moving towards Cherrapunji and on NH 44 towards Jowai/Silchar. The Traffic Flow diagram of Rhino Point Intersection is given in the support document. The V/C Ratio on the main NH 40 towards Anjali Cinema is 1.3. (b) Main Activity near Intersection : Proximity to Bara Bazar and Truck parking near Mahavir Park (c) Existing Condition (i) Non functional existing traffic signal (ii) Minimum/weak & non standard traffic sign (iii) No proper acceleration/deceleration lane (iv) Deteriorate traffic circulation (v) Steep gradient of Eastern Command & Cherapunji approaches (vi) Sharp left turning radius (d) Recommendations for Junction Improvement i. Traffic Signal: Existing traffic signal to be made functional and signal timings to be synchronized/coordinated with peak hour traffic/ adjoining major junctions on NH-44 (MES Point, Anjali cinema) ii. Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line, pedestrian crossing Page 90

94 iii. Road Signs:, stops sign, pedestrian crossing, no stopping/no standing, no parking, overtaking prohibited, left turn prohibited, right turn prohibited and other devices to be installed as per requirement iv. Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye s to be installed at hazardous location to direct the traffic. Reflective cat eye s to be installed both end of pedestrian pavement marking to indicate the pedestrian crossing v. Geometric Improvement : Improving vertical gradient of Eastern Command road & road towards Cherapunji vi. Footpaths to be provided for pedestrian movement vii. Junction to be improved by providing proper acceleration space Page 91

95 4.7.6 Howel Point (a) Description of Intersection: This 4 arm Intersection on NH 44 has movements in the direction of NH 44 (Civil Hospital and Anjali Cinema), Laban and Lister Road (One Way). On the basis of Primary Survey, the peak hour traffic movement is between 7:30 to 8:30 am (4580PCU/Hr) with main traffic movement on the NH 44 towards Civil Hospital (2182 PCU/Hr). Heavy Light vehicle movement is observed on this intersection moving towards Cherrapunji and on NH 44 towards Jowai/Silchar. The Traffic Flow diagram of Howel Point Intersection is given in support document. (b) Main Activity near Intersection : Proximity to Civil Hospital and major movement towards laban (c) Existing Condition (i) Non functional existing traffic signal (ii) Minimum/weak & non standard traffic sign (iii) No proper acceleration/deceleration lane (iv) Sharp left running radius (v) Poor condition of road surface (d) Recommendations for Junction Improvement i. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications ii. Traffic Signal to be made functional and signal timings to be synchronized iii. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) iv. Road marking to be done as per IRC:35 specification (refer separate drawing) v. Potholes & patches to be repaired and road surface to be rectified near junction and other sections vi. Lister road to be made one-way as existing Page 92

96 4.7.7 IGP Point (a) Description of Intersection: This 3 arm Intersection located near Rajbhavan. Two out of the three roads forming the intersection are one way roads (Police Bazaar and Rajbhavan Road, having out way and in way traffic movement respectively from the intersection) Daily traffic ranges from 35,000 to 40,000 PCU. Morning peak is obtained between 7:30 am to 8:30 am (6615 PCU/hr) while Evening peak can be observed between 6:15 pm and 7:15 pm (2173 PCU/hr). The V/C ratio on Fire Brigade intersection has been obtained as 1.1. (b) Main Activity near Intersection : Government offices in the surroundings (c) Existing Conditions (i) Non Standard Traffic signs (ii) Sharp left turning radius (iii) One way movement from Rajbhavan to Police Bazar (iv) Low standard and lack of road marking (d) Recommendations for Junction Improvement (i) Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications (ii) Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) (iii) Road marking to be done as per IRC:35 specification (refer separate drawing) (iv) Potholes & patches to be repaired and road surface to be rectified near junction and other sections (v) Rajbhavan & Police Bazar road to be made one-way as existing Page 93

97 4.7.8 Malki Point (a) Description of Intersection: Malki point is a unique 4 arm intersection with additional 3 arms acting as one way streets intersecting with the main arms. The major direction of traffic flow is from two ends which form a part of the NH. Morning peak hour is observed between 10:00-11:00 am while evening peak hour is from 16:30pm to 17:30 pm. Maximum traffic flow is observed during the evening peak hour. (b) Main Activity near Intersection: Malki sports ground and Survey of India office (c) Existing Conditions (i) Deteriorated traffic circulation and non functional traffic signal (ii) Lack on traffic sign/ non standard traffic sign (iii) No proper acceleration/ deceleration lane & small traffic control island (iv) Immediate narrow road/turning for residential road & sharp left turning radius (v) Deteriorated/week road surface and potholes/patches (vi) Two-way traffic movement from sector road (d) Recommendations for Junction Improvement (i) Outer edge & corner area near junction to be improved and acceleration/ deceleration lane to be provide as indicated as per available of Land (ii) Turning radius to be improved (R=15-20m required) (iii) Traffic island to be developed as indicated to guide the traffic to their direction (iv) Blinker indicating left turning arrow to be provided (v) Footpath near junction to be provided for movement of pedestrian (100m length min.) (vi) Road marking to be done as per IRC:35 specification (refer separate drawing) (vii) Signal to be made functional and rotary can be operate with traffic signal in peak hour time (viii) Rectification of existing road and pothole repair to be done Page 94

98 4.7.9 Barik Point (a) Description of Intersection: This is a major four arm intersection on the National Highway between Civil Hosp. and Malki Point. The third arm lead to IGP point. Morning peak is obtained at 3873 PCU from 11:30am to 12:30pm. Peak hour traffic of 2473 PCU is witnessed in the evening hours from 4:30pm to 5:30pm. Traffic composition indicates that the morning peak is obtained due to a major share of heavy vehicles entering the city, while evening traffic generally consists of private cars and taxis. (b) Main Activity near Intersection: Meghalaya Secretariat and other government offices in the surrounding (near IGP Point) (c) Existing conditions (i) Minimum/ weak & non standard traffic sign (ii) Sharp left running radius (iii) Deteriorated traffic circulation with non function traffic signal at 3 junction in very closed distance (iv) On street parking making hindrances for traffic movement (v) Poor condition of road surface (d) Recommendations for Junction Improvement i. Outer edge & corner area near junction to be improved as per available of Land. (Refer drawing) ii. iii. iv. Turning radius to be improved (R=15-25m required) Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications One-way traffic movement to be strictly followed as indicated v. On-Street vehicle parking to be restricted near junctions vi. vii. viii. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) Road marking to be done as per IRC:35 specification (refer separate typical drawing) Pedestrian crossing markings to be given according to drawing Page 95

99 Anjali Cinema a) Description of Intersection: This 3 arm Intersection lies on the National Highway and connects Rhino point on one side with MES point on the other side. The total daily traffic ranges between 30,000-35,000 PCU. Morning peak is observed between 9:30 am 10:30 am witnessing peak hour traffic of 4401 PCU/hr during morning hours and 2249 PCU/hr during evening hours. The average V/C on this stretch is 1.6. b) Main Activity near Intersection : Proximity to Mowlonghat, where whole sale trading and commercial activity takes place c) Existing Conditions (i) Open entry/exit to Petrol Pump in central island. (ii) Deteriorated traffic circulation due to Petrol Pump entry/exit in central island (iii) Lack on traffic sign/ non standard traffic sign (iv) No proper acceleration/ deceleration lane (v) Immediate narrow road/turning developing kink on Bara Bazar Road (vi) Sharp left turning radius (vii) Two-way traffic movement from sector road d) Recommendations for Junction Improvement i. outer edge & corner area near junction to be improved as per available of Land ii. Turning radius to be improved (R=25-30m required) iii. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 iv. specifications v. Traffic island to be developed surrounding the Petrol Pump and entry/exit to be restrict as indicated and as per suitable location vi. Blinker indicating left turning arrow to be provided at left corner of traffic island as indicated vii. Footpath near junction to be provided for movement of pedestrian viii. Road marking to be done as per IRC:35 specification (refer separate drawing) Page 96

100 Motphran Intersection a) Description of Intersection: This is a 4 arm Intersection which lies at the juncture of Mawkhar road leading to Mawlonghat and Bimola Pharmacy-District Council road. Total daily traffic accounts to PCU. Morning peak is observed between 9:00am 10:00am with a total peak traffic of 3530 PCU/hr. Evening peak occurs between 5:45 pm -6:45 pm having a peak traffic of 1415 PCU/hr. Road to Bimola Pharmacy typically witnesses large vehicular as well as pedestrian traffic leading to a high PV2 value of 15x10^8 during morning hours. District Council road and Mawkhar road also witness relatively high mix of pedestrian and vehicular traffic having a PV2 value of 2.3x108 and 4x108 respectively. b) Main Activity near Intersection: Whole Sale trading and commercial activity c) Recommendations for Junction Improvement i. Restrict entry of heavy vehicles during off-peak hours only. ii. Turning radius to be improved (R=15-25m required) iii. Traffic devices: Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications iv. Traffic Signal to be made functional and signal timings to be synchronized v. Signages like stop sign, pedestrian crossing, no stopping/no standing, no parking, overtaking prohibited, left turn prohibited, right turn prohibited and other devices to be installed as per requirement vi. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m) vii. Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye s to be installed at hazardous location to direct the traffic. Reflective cat eye s to be installed both end of pedestrian pavement marking to indicate the pedestrian crossing Page 97

101 viii. Pavement Surface maintenance: Pot-hole repair, rectification of uneven surface, cracks etc. ix. Road marking to be done as per IRC:35 specification (refer separate drawing) - Centre line, dotted lane marking, direction arrow, stop line, pedestrian crossing x. Traffic Rotary to be shifted to the centre of intersecting point of the junction as indicated in the drawing. Page 98

102 Road Section improvement (i) Resurfacing/ strengthening of road surface: The following road stretches need to be strengthened/ resurfaced. Mawlai Nongkwar Road to Sonapani Road Garikhana Road to Jhalupara Road Jaiaw Road (Robert Hospital to Motphran) Polo Road going to 4th furlong Polo Road going to Golf Club Center Point to Jail Road Office Center Point to IGP Point Keating Road Jackson's strace road Laban Dhankheti to Nongrim Hill Road Nongrim hills to Rynjah and RR colony Fire Brigade to Nongthymai Nongthymai to Madanryting Laitumkhrah to Fire Brigade Intersection Arbuthnut road Nongmynsong (3rd way Road to Nongmynsong) RR colony to Umpling Road (ii) Additional Link Roads: The following projects for creating additional link roads in Shillong are being planned to be executed by the PWD and Urban Affairs Department, Meghalaya to reduce travel time and ease congestion on the main NH and the G.S. Road Earle Holiday Home to Polo Towers (2 lane road with approximate length of about 1 km) Ralfh Mansion to Sweeper lane Page 99

103 4.7. Parking Management Measures Parking Management Shillong has witnessed a very rapid growth in the number of personal motor vehicles resulting in increased pressure on the availability of space for parking. Inadequate parking spaces have resulted in the existing right-of-way being used for parking, thereby creating higher levels of congestion. Significant portions of road space are used only for parking. A Parking Policy is, therefore, essential for the following: To discourage greater use of personal motor vehicles and encourage greater use of public transport and NMT To realize the true value of the land occupied for parking and recover economic costs accordingly Act as a feeder to public transit systems, thereby increasing their attractiveness On the above lines, a parking policy document has been framed out for GSPA. The document is given at Annexure B. Salient features of the Parking Policy are given below: (i) Restrict or ban On Street Parking on the following locations as they movement of vehicles: hinder o Police Bazar Road from Khyndai lad junction along Bijou cinema hall upto Umsohum road o Mowlonghat near Anjalee Cinema o Bara Bazar o Garikhana area o Polo Bazar Page 100

104 o Secretariat on select locations o Laitumukrah Market area (ii) Parking also needs to be integrated with the public transport system of the city. It is thus recommended that, paid parking lots are developed at the proposed bus depot locations. These depots should be developed as transit hubs integrating movement of public transport system with IPT. (iii) Off street Parking Pedestrianization of the Bara Bazar Area would seek immediate measures of increasing parking capacity at the surrounding parking lots. Besides enhanced capacity, additional land would be required for parking. In this context, parking lots should be developed/ capacity enhanced at following locations: (a) Police Bazar - Remove the MTC Bus Stand and utilize ground floor reserved for Car Parking and upper floors to be used for developing an open space in form of a pedestrian plaza - Parking lot at Boucher Road - Additional Floor at MUDA Parking cum Shopping complex (b) Bara Bazar - Additional Parking lot to be constructed below the Mawkhar Christian High School Building from the road leading to Mawkhar Presbyterian Church - Additional Multilevel Parking at Mowlonghat between Anjali cinema Parking and New Mowlonghat Terminal - Develop Multilevel Parking at syndicate bus stand with parking for private vehicles on the First floor Page 101

105 - Multilevel Parking in Garikhana adjacent to Umsoh/ Nongpo Sumo Stand (c) Off street parking lots need to developed along the following locations: Nongthymmai Laitumkhrah on Iewrynghep Ground near Fire Brigade intersection Dhanketi Nongmysong Madanryting Laban Umpling Bazar Improvement of Taxi Stand at Golf Link (iv) Areas up to 100m from intersections on all arms and other critical locations would be kept free from parking and other encroachments (v) Suitable kerbside lengths would be kept clear of parked vehicles near bus bays (vi) All bus routes would be declared as no-parking zones, to ensure better operational conditions for buses. Currently, the cars park right in front of the bus stops also, forcing buses to stop in the middle lane, thereby holding up the traffic in the other lanes also. Declaring these routes as parking free will ensure that this lane is also available for the flow of traffic, and buses can pull right up to the kerbs in order for passengers to board and alight Summary The strategies and measures suggested for GSPA are based on an overall situation improvement approach which is conducive of the physical and social environment of the region. The proposals only aim to improve the urban needs of the area giving full reverence Page 102

106 to the surroundings and to its people. The broad impact of each of the measure is given in Table 4-2. Table 4-2 Impact of Measures Strategies for GSPA Land Use and Transport Strategy Regional connectivity Possible Impacts Better accessibility and improves attractiveness of the region for better quality of life in the suburbs along with decongestion of the core area. The proposed Byepass and creation of additional regional linkages would help in reducing the byepass traffic (both passenger and goods traffic) that is destined to Guwahati, Silchar and Cherrapunji on the NH 40 and NH 44. About 25% to 50% of the goods traffic and 15% to 45% of passenger s traffic would be diverted and prevented from entering the city area through the NH 40 and NH 44. Area redevelopment Road Hierarchy Strategy More livable area, increasing attractiveness for tourists and local people and better opportunities for commercial establishments. Through restricting movement of vehicles between the Bhimola Pharmacy point and District Council point, traffic equivalent to about 579 PCU during peak hours would be restricted and allowed access from the NH 44, which based on its current carrying capacity should be able to take the additional traffic load. Improved planning perspective, and well defined standards to be met for roads falling under the various categories Public Transit Strategy Public transport Improvement plan A more environmentally and economically sustainable means of travel for people, would result in reduced usage of private vehicles. The existing share of Public Transit (2010) is about 15% without walk trips and with walk trips is about 4.5%, out of which majority of trips are for intra city transport. JnNURM has sanctioned 120 buses for Shillong city under Bus funding Scheme in It has been expected that after induction of 120 buses, city will have organized public transport system and its share would go upto 55% in design year The modal share (with walk and without walk) estimated for horizon year is given in table below: Page 103

107 Strategies for GSPA Possible Impacts Year No of trips/ day Public Transport Trips With Walk (%) Without Walk (%) Private Vehicle Trips With Walk (%) Without Walk (%) Thus, with induction of buses in shilling would result in increase in trips by Public Transport (without walk trips) from 15% to 55% by 2041 would result in decrease in trips by private vehicles from 28% to 20% by 2041 thus reducing the congestion, fuel consumption and emissions on the road. The average network speed from 15 km/hr to 18.5 km/hr by 2041 as a result of introduction of public transport system and traffic engineering and management measures in Shillong. Feeder services Public transport infrastructure Would support the exclusivity of the public transport system of the city without contesting for passengers Would result in ascertaining a more organized public transport system and provide basic amenities for passengers using the system Non-Motorized Transport Strategy Pedestrian mobility plan Freight Management Strategy Greater emphasis to the pedestrians of the city with a dedicated plan that focuses on their safety and comfort. It would also lead to reduction in road accidents involving pedestrians by about 10%. Goods Terminals rearrangement and relocation Reduction in congestion of the core area of Shilling city from prohibiting pollution and congestion causing heavy vehicles from entering the inner city area. Page 104

108 Strategies for GSPA Traffic Engineering Measures Possible Impacts Intersection upgradation Immediate improvement measures for increasing traffic handling capacity of major intersections of the city. Junction improvement measures improve the service capacity of the roads thus enabling faster and hassle free movement of vehicles. Installation of traffic signals result in reduction of overall waiting time at intersections and their synchronization would also improve the junction carrying capacity. Road section improvement Travel Demand Management Section improvement measures resulting in increased speeds of traffic on an average by about 20 % to 30%. Parking management Improvement parking management of the city, with a dedicated plan to manage, control and restrict parking, which results in improving the Right of Way for vehicles and improving the effective carriageway width. Page 105

109 5. Investment Program and Phasing 5.1. Cost Estimation The mobility plan elements discussed in the previous sections were considered in the estimation of block cost estimate for implementing the elements in the future. The approximate capital cost, excluding land acquisition, for implementing the mobility plan is about Rs. 447 Crores. This cost includes the cost of development of Bypass for Shillong city for Rs 226 crores, but however excludes cost of development of New Shillong Township, which is already under implementation. Major share of the investment is for developing Freight terminals, infrastructure facilities for introducing public Transport in the city such as bus stops, depots and bus terminals, and creating off-street parking sites. The breakup of project cost is given in Table 5.1. Table 5-1 Break up of Project Cost S.no Items Unit Quantity Rate (Rs lakhs) Cost (Rs lakhs) 1 Development of 2 lane Bypass kms Bus Fleet (Mini buses) Nos Bus Fleet (Standard buses) Nos Bus Shelters (New) Nos Bus Shelters (Rennovate) Bus Depots Nos Bus terminal/interchange point Nos Freight Terminals Nos Junction Improvements Nos Off Street Parking Sites ECS Minor Repair work on Footpaths Kms Footpaths cum drains construction Kms Page 106

110 S.no Items Unit Quantity Rate (Rs lakhs) Cost (Rs lakhs) 12 Street lighting Kms Road Markings Nos Pedestrian Escalators Nos Pedestrian subways Nos Pedestrian foot over bridges Nos Area redevelopment plan - Barabazar Covering of drains Kms Installing public conveniences Nos Street paving Kms Plantation kms Street furniture (benches) Nos Total Project Phasing The phasing of investments have been done based on criteria such as nature of project (NMT, Pedestrianisation, Public transport, land use development, area development, road and road infrastructure development) and its immediateness as also the time taken for implementation. The investment is phased into following four phases: Phase I : Immediate Projects : 2011 Phase II : Short Term Projects : Phase III : Medium Term Projects : Phase IV : Long Term Projects : The Timelines for implementation and project phasing is given in Table 5.2. Page 107

111 Table 5-2 Project Phasing S.no Item Cost (Rs lakhs) Phase I : Immediate Projects Timeline for Implementation (Months) Category of Project 1 Bus Fleet Public Transport 2 Bus Shelters Public Transport 3 Bus Depots Public Transport 4 Bus terminal/interchange point Public Transport 5 Junction Improvements Traffic Management Total Phase II : Short Term Projects 1 Minor Repair work on Road Development Footpaths 2 Footpaths cum drains Road Development construction 3 Street lighting Road Development 4 Road Marking 50 6 Road Development 5 Pedestrian Escalators Pedestrianisation 6 Pedestrian subway Pedestrianisation 6 Pedestrian foot over bridge Pedestrianisation 7 Area redevelopment plan - Barabazar Area Development/ Pedestrainisation Covering of drains Installing public conveniences Street paving 20 6 Plantation 10 6 Street furniture (benches) Total Phase III : Medium Term Projects 1 Development of 2 lane Bypass Road Development 2 Freight Terminals Freight 3 Off Street Parking Sites Parking Total Page 108

112 5.3. Funding Options The financing for each of the projects based on real time costs at the time of implementation will be a massive task. While the government will continue to be a major source of funds for infrastructure, internal generation of resources by the transport sector itself will have to increase. Pricing of transport services and reduction in the costs will have to play a much bigger role than in the past. Urban Transport Policy of the Ministry of Urban Development clearly indicates the areas and levels of possible government support in planning to implementation of urban transport components. There are certain areas of urban transport components that different stakeholders can participate so that the required funding and responsibilities can be shared with suitable coordination and regulation mechanism. The following funding sources are visualised: State /Central Governments Meghalaya Urban Development Authority Multilateral funding agencies Private participation ( BOT/ Annuity/ Sponsorship) S.no Items Sources of Funding Phase I : Immediate Projects 1 Bus Fleet Government of India and State Government 2 Bus Shelters Public-Private Partnership 3 Bus Depots Meghalaya Urban Development Authority 4 Bus terminal/interchange point State Government/ Public-Private Partnership 5 Junction Improvements Meghalaya Urban Development Authority/ Shillong Municipal Board Phase II : Short Term Projects 1 Minor Repair work on Footpaths Meghalaya Urban Development Authority/ State Government 2 Footpaths cum drains construction Meghalaya Urban Development Authority/ State Government Page 109

113 3 Street lighting 4 Road Marking 5 Pedestrian Escalators 6 Pedestrian subways Meghalaya Urban Development Authority/ Public- Private Partnership Meghalaya Urban Development Authority/ Public- Private Partnership Meghalaya Urban Development Authority/ State Government Meghalaya Urban Development Authority/ Public- Private Partnership 7 Area redevelopment plan - Barabazar Covering of drains Installing public conveniences Meghalaya Urban Development Authority/ Public- Private Partnership/ Multilateral agencies Street paving Plantation Street furniture (benches) Phase III : Medium Term Projects 1 Development of 2 lane Bypass Government of India and State Government 2 Freight Terminals Meghalaya Urban Development Authority/ State Government 3 Off Street Parking Sites Meghalaya Urban Development Authority/ Public- Private Partnership Page 110

114 6. Institutional Setup and Reforms 6.1. Existing Institutional Setup Introduction Shillong falls under the VI Schedule of the Constitution. There are two distinct areas; one comprising the Shillong Municipal Board (SMB) and the rest of the Greater Shillong Planning Area (GSPA) governed by the Sixth Schedule. Outside the SMB and within the GSPA, the Autonomous District Councils (ADC) and the Dorbar Schnongs or the traditional institutions play an important role in provision of civil services and in development works State level Institutional Setup An elected government headed by the Chief Minister with a council of ministers, governs the state of Meghalaya. The head of the bureaucracy is the Chief Secretary who reports to the Chief Minister and the council of ministers. The Principal Secretary-Urban Affairs, who also has charge of the Public Health and Engineering Department (PHED) looks after the subjects of urban development as well. The operational arm of the UAD is the Directorate of Urban Affairs (DUA). The Director is responsible for urban affairs municipal boards and town planning. Apart from administrative control and regulation, the Director also implements a number of schemes in slum improvement, urban employment and sanitation. The Sixth Schedule of the Constitution is the main instrument to protect and empower the tribal institutions off governance at the local level throughout the state of Meghalaya. The organization structure at the State Level is given in Figure 6-1. Page 111

115 th Constitutional Amendment Amendment of Municipal Legislation GoM enacted its own first municipal legislation in The current legislation under which it operates is the Meghalaya Municipal Act, 1973 replacing the previous Act. This Act was adopted from the Assam Municipal Act, The Act also made a mention of Dorbars as well. It is noticed that the Dorbars have been mentioned to form as part of the Electroal college to elect commissioner to the SMB. Chief Minister - Meghalaya Council of Ministers Chief Secretary Figure 6-1 State level institutional setup for urban service delivery in Meghalaya Dorbar Schnongs By tradition, the headman of the Dorbar Schnong looks after certain administrative,, municipal and financial institutions. He is expected to look after low and order and common properties of the village. He also attends to conventional municipal services like water supply, sanitation and management of roads, footpaths and water sources, The Dorbar Schnong, though without constitutional or state recognition, is the most powerful and active body as the local level Page 112