Analysing feasibility of sustainable public transport,feeder IPT service and non motorized vehicle in the upcoming metro city patna

1. CREATED BY :-
HIMANSHU KUMAR SINGH
REG NO: - 21320402009
SUB. CODE: - TST612140
DEPARTMENT OF TRANSPORT SCIENCE AND TECHNOLOGY
CENTRAL UNIVERSITY OF JHARKHAND

2. ANALYSING FEASIBLITY OF SUSTAINABLE PUBLIC TRANSPORT,
FEEDER IPT SERVICES AND NON – MOTORIZED VEHICLE IN THE
UPCOMING METRO CITY PATNA.

3. INTRODUCTION
The Sustainable Development Goal (SDG) 11 of the United Nations (UN) aims to promote inclusiveness and sustainable
urbanization so that cities can serve as productive and accessible locations for attracting talent, stimulating innovation,
and generating economic growth. Urban transportation is notably mentioned in SDG Target 11.2 of the Sustainable
Development Goals. "By 2030, provide access to safe, affordable, accessible, and sustainable transportation systems
for all, improving road safety, notably by expanding public transportation, with special attention to the needs of those in
vulnerable situations, such as women, children, people with disabilities, and the elderly," according to this goal.
Over the next two decades, India's urban population is predicted to double. Currently, approximately 30% of India's
urban population lives in tiny cities (populations under 500,000).SDG 11 and the challenge of sustainable urbanization
are importance for Indian cities, given the predicted rates of urbanization and the expected future share of urban people
in the total population.
URBAN TRANSPORT IN INDIA
In the lack of a sufficient mass transportation system, intermediate public transportation modes (such as three-wheelers
and taxis) play an important role in addressing transportation demand in small and medium cities. In almost all cities, the
percentage of personal modes, notably two-wheelers, is fairly large. The percentage of journeys taken by bicycle and on
foot appears to decrease as the size of the city grows. In the absence of an appropriate mass transportation
infrastructure, the current modal imbalance, which includes inadequate mass transit and a drop in intermediate public
transportation (such as three-wheelers and taxis), plays a crucial role in meeting transportation demand in small and
medium cities. In almost all cities, the percentage of personal modes, notably two-wheelers, is fairly large. The winning
imbalance in modal break up that is, insufficient mass transit, decline in on foot and bicycle trips, upward push withinside
the use of para-transit and personalized transport ends in congestion, power waste, injuries in addition to pollution.

4. Non-motorized transportation (also known as Active Transportation and Human Powered Transportation)
includes Walking and Bicycling and variants such as Small wheeled Transport (stakes, stake boards, push
scooters and hand carts) and Wheelchair travel. These modes provide both recreation and transportation.
According to the reports published by CRRI in 1986 and 1988 NMT modes played a significant role in large
and medium cities of India. People performed 51% of the trips by walk in Delhi, 46% in Ahmadabad, 42% in
Lucknow, 34% in Madurai and 38% in Cochin. Out of the trips performed by vehicles, share of the NMT varied
widely: 49% in Lucknow, 26% in Ahmedabad, 19% in Madurai, 8% in Delhi and 5% in Cochin. In medium size
cities Patna and Jaipur walk trips covered 35.5% and 39.5% while bicycles and rickshaws covered 31.1% and
29.2% respectively.
The influence
of topography
The nature of
local
community
Local land use
activities
Quality of
provision
Safety and
security
Vehicle
ownership

5. 1.)NMT runs on human or animal energy. Therefore,
sustainability lies in maximizing the usage of non-motorized
modes and of mass transit
2. )These modes are inherently non-polluting and environment
friendly.
3. )Congestion and slender lanes had been conventional
capabilities of vintage Indian towns. But amongst pedestrians,
bicycles, rickshaws and hand & animal carts there has been
hardly ever any coincidence ensuing in to deadly or grievous
injury. The hassle has been arisen because of motorized cars for
motion or parking is encroaching upon roadways reserved for
NMT.
4. )Through ideal blend of mass transit, motorized car and NMT,
economic, environmentally possible and socially sustainable
shipping device can be ensured.
5) During the following years the area experienced significant
economic growth supported by millions of square feet of mixed
residential and commercial development, resulting, at least in
part, by improved downtown walkability. Similar exercise has
been carried out in the Pune (India) by declaring few lanes in the
core part of the city as “walking zone” on Sundays. Participation
of the citizens along with traders and NGOs of the
city played a very vital role for success of this attempt. It was
reported by the traders of the area that they could do better
business with fun and comfort.

6. STUDY AREA : PATNA
Patna district is part of Patna Regional Development Authority
(PRDA), which includes two more districts namely Saran and
Vaishali, where Patna district or Patna Urban Agglomeration Area
(PUAA) comprises more than 50% of the total area under PRDA.
The area under Patna Municipal Corporation (PMC) is 73% of the
PUAA.
The PMC area is divided into four zones as shown in the figure
beside namely Zone-1: Nuthan Rajdhani Anchal which is the new
development area for the city. This zone also includes a part of the
existing central business district. Zone-2: Kankarbagh Anchal
comprises of the residential colonies of the city. Zone-3: Bankipur
Anchal is the main central business district of Patna City which
includes most of the government offices, colleges and universities.
Zone-4: Patna City Anchal is the old Patna City with historical
importance.

7. DEMOGRAPHY AND DENSITY
The total population of the PMC is being divided into the above mentioned four zones; also, the population is
categorized as slum and non-slum dwellers on the basis of the slum settlements in the city
The average house hold size of the study area is 5.7 members per household where Zone-4 has the highest
house hold size of 6.2 members per household. The average slum household size in the study area is 5.2
members per household where Zone-1 has the highest and Zone4 has the lowest house hold size with 6.2 and
4.5 members respectively.
The zonal density also vary where Zone3 has the highest density of 314 persons per ha followed by Zone 4, Zone
1 and Zone 2 with 300 persons per ha, 198 persons per ha and 168 persons per ha respectively. The zonal density
is the average density of the wards in that particular zone. Among the four zones the highest slum density is in
Zone-3 with 1820 persons per ha followed by Zone-1, Zone-4 and Zone-2 with 1279 persons per ha, 736 persons
per ha and 659 persons per ha respectively. Where, in Zone-3 most of the slum population lay along the banks of
the river Ganges in the low lying areas as it is the most undesirable to live. Furthermore, the second highest
density of slum is in Zone-1 which corresponds to the cheap land availability in the outskirts of the city.
LITERACY RATE
The literacy rate of PMC is around 1% lower than that of PUAA which is 84.05% (Census, 2011), So, the literacy
rates of all the four zones are approximately similar with highest in Zone-2 and lowest in Zone-4 with 88% and
79% respectively.

8. ECONOMIC PROFILE
The working and non-working population distribution in PMC region is 30% and 70% respectively. This clearly shows that a major portion
of population is unemployed and falls under the category of children and elderly. Amongst the total working population almost 84% of the
populations are main employees and only 16% of the working populations are marginal workers. Overall it shows that majority of the
working population is engaged in service sector, clearly showing that the city is under the urbanization process and is transforming from
rural to urban The distribution of working population among the different zones clearly shows the highest concentration in Zone-1 with
41% and Zone-4 with 27% the other two zones have an equal distribution of working population about 16%.
LAND USE DISTRIBUTION
The equal amount of land is allocated for residential and road infrastructure of approximately 27% and 26% respectively. Agricultural
land still shares the 16% of the total land allocated in the city out of with 55% of the land is in Zone-4 which is a swamp and hence
unsuitable for any development purpose. The trip attraction land use i.e. the land use that act as the destination of a trip are recreational,
institutional, educational, commercial and others which on the whole comprises of approximately 30% of the total land use.
Land use and transportation are closely linked and has a direct impact on the travel demand, number of trips made and trip distance;
and therefore, it becomes imperative to understand the location of various land uses in the study area. Inter-zonal land distribution will
help in understanding the allocation of a particular land use in a zone with respect to the total land use in the study area. On the other
hand the intra-zonal land use distribution will help in understanding the allocation of different land uses in a particular zone with respect
to total land available in a particular zone.
TRANSPORT
Overall road density of the Patna Municipal Corporation area is 0.28 km per ha and among different wards it varies from 0.12 km per ha
to 0.56 km per ha in ward 56 and 64 respectively. Whereas, among the four zones; Zone-4 and Zone-1 has the lowest road density of
0.24 km per ha and 0.27 km per ha respectively. Zones-3 and Zone-2 has the highest road density of 0.35 km per ha and 0.32 km per ha
respectively. The road infrastructure of the city has 3 main categories with specific purpose and dimensions namely, arterial, major and
collector